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CC-BY-SA 2007 See-ming Lee
Storyful write-up
+ Storyful wrote an article about me, this photo, and Creative Commons: blog.storyful.com/2012/10/01/storyful-tips-and-tools-how-...
SML Thank You: CC photo uses
+ 2008-03-24: CrapHammer: Meet My Social Network in Action
+ 2009-12-29: Ornitologia: We wish you an Ornithological 2010
+ 2010-04-30: Meylah: Community Building Strategy Series: Smart Partnering
+ 2010-05-01: Rufusandco: Multicolored Bird Houses
+ 2010-06-02: Exkimal Digital: dónde están mis usuarios?
A gang of boys in black shorts carried a long row boat towards the Shing Mun River (城門河) in Shatin (沙田) for their summer of fun at the Shatin Rowing Centre (沙田賽艇中心) in Hong Kong.
I came here originally to work on some panorama but since I am carrying loads of deadweight anyway, I brought the 7D + 100-400 with me also — and besides walking into these kids, some asian waterbirds also grace their presence in this ridiculously hot afternoon.
Upon closer inspection on other captures from the same day, it would appear that they are from the 嶺大划艇 Lingnan University Rowing Team [1].
# Notes
1. www.facebook.com/LURowingTeam
# SML Data
+ Date: 2013-08-09T16:19:04+0800
+ Dimensions: 5184 x 2916
+ Exposure: 1/500 sec at f/8.0
+ Focal Length: 390 mm
+ ISO: 250
+ Camera: Canon EOS 7D
+ Lens: Canon EF 100-400mm f/4.5-5.6L IS USM
+ GPS: 22°23'25" N 114°12'3" E
+ Location: 香港沙田賽艇中心 Shatin Rowing Centre, Hong Kong
+ Workflow: Lightroom 5
+ Serial: SML.20130809.7D.49261
+ Series: 體育 Sports, 男 Men
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
男孩的夏天 Boys of Summer / 嶺大划艇 Lingnan University Rowing Team / 香港水上體育運動 Hong Kong Water Sports / SML.20130809.7D.49261
/ #體育 #Sports #男 #Men #SMLMen #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #人 #people #攝影 #摄影 #photography #賽艇 #赛艇 #Rowing #嶺大划艇 #LURowing #嶺大 #boys #summer #shatin #HK
When this installation was first on view, many have questioned what it was intended to mean. The words “Same but not equal” was painted in all caps on top of a collage of Thai newspaper “khaosod” on linen canvas. The panel was placed on top of two piles of Thai rice. Although the pile of rice appears the same, one pile of rice is ordinary rice and the other, apparently, is premium export-grade Thai jasmine rice.
To one art blog Blouin Art Info [1], it is a commentary about ABHK, where Art Basel Hong Kong, though featuring many of the same galleries seen Art Basel Switzerland and Art Basel Miami, is in many ways different than their counterparts given the type of art works being shown in comparison.
To me, it is a commentary on a larger issue where news media speak of the same kind of political news though their analysis and content is highly different.
Art is up to all kinds of interpretation. I have no idea if the artist created this piece specifically for ABHK, if so then perhaps that does have some validity. It is interesting nevertheless, though I would most certainly not pay 100-150k USD for it which is apparently the asking price for this work [2].
Rirkrit Tiravanija
Untitled (same but not equal), 2013
Newspaper on Linen, Rice
286 x 220 cm
# Rirkrit Tiravanija
b. 1961 Buenos Aires, Argentina
1980 Carleton University
1980-1984 Ontario College of Art, Toronto, Canada
1984 Banff Center School of Fine Arts
1984–86 School of the Art Institute of Chicago
1985-86 Whitney Independent Studies Program
1982 Moved to New York, NY
Rirkrit Tiravanija (Thai: ฤกษ์ฤทธิ์ ตีระวนิช, pronunciation: [rɯk-rit tira-wanit] or Tea-rah-vah-nit) is a contemporary artist residing in New York, Berlin, and Chiang Mai. He was born in Buenos Aires, Argentina in 1961. His installations often take the form of stages or rooms for sharing meals, cooking, reading or playing music; architecture or structures for living and socializing are a core element in his work.
en.wikipedia.org/wiki/Rirkrit_Tiravanija
# Shanghai Gallery of Art 沪申画廊
3F, No. 3, Zhong Shan Dong Yi Road
200002 Shanghai
China
# Notes
1. enjp.blouinartinfo.com/news/story/905969/same-but-not-equ...
2. artsy.net/artwork/rirkrit-tiravanija-untitled-same-but-no...
# SML Data
+ Date: 2013-05-23T17:45:10+0800
+ Dimensions: 5412 x 3619
+ Exposure: 1/40 sec at f/8.0
+ Focal Length: 29 mm
+ ISO: 640
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40 f/4L USM
+ GPS: 22°16'59" N 114°10'22" E
+ Location: 香港會議展覽中心 Hong Kong Convention and Exhibition Centre (HKCEC)
+ Workflow: Lightroom 4
+ Serial: SML.20130523.6D.14129
+ Series: 新聞攝影 Photojournalism, SML Fine Art, Art Basel Hong Kong 2013
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
Mixed media installation by Rirkrit Tiravanija (b. 1961): Untitled (same but not equal), 2013 (Newspaper on Linen, Rice) / 沪申画廊 Shanghai Gallery of Art / Art Basel Hong Kong 2013 / SML.20130523.6D.14129
/ #ABHK #Photojournalism #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLFineArt #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #Art #FineArt #ArtBasel #RirkritTiravanija #沪申画廊 #ShanghaiGalleryOfArt #installation #mixedmedia #rice #same #equal
Playing with video bokeh with the Canon 7D + Canon 24-70 f2.8L.
SML 720p HD Simulcast
+ www.flickr.com/photos/seeminglee/4131626977/
+ www.youtube.com/watch?v=zXdCF7QsW7A
Soundtrack by SML Music
+ 115 bpm 16-bit 44.1 kHz wav
+ Download at soundcloud.com/seeminglee/soundtrack-new-york-life-aka-un...
1280x720 30fps video
+ Download MP4 at www.vimeo.com/7807444
CC-BY-SA 2009 See-ming Lee 李思明 SML
A protestor adorning the Guy Fawkes mask was seen in the rally to support Snowden in Central, Hong Kong today.
Originally from the movie V for Vendetta, the Guy Fawkes mask has become the international symbol for the online hacktivist group Anonymous, which might explain why they are often commonly called the “Anonymous mask”.
Although these masks are seen across the globe for different governmental protests relating to the global financial crisis such as the Occupy Movement, it is a rare sight in Hong Kong.
I had expected to see more of these today but this was the only man I saw among the hundreds who showed up today.
# References
1. en.wikipedia.org/wiki/Guy_Fawkes_mask
2. en.wikipedia.org/wiki/Anonymous_(group)
# SML Data
+ Date: 2013-06-15T15:32:34+0800
+ Dimensions: 5184 x 3456
+ Exposure: 1/400 sec at f/5.6
+ Focal Length: 275 mm
+ ISO: 320
+ Camera: Canon EOS 7D
+ Lens: Canon EF 100-400mm f/4.5-5.6L IS USM
+ GPS: 22°16'54" N 114°9'38" E
+ Location: 香港中環遮打花園 Chater Garden, Central, Hong Kong
+ Workflow: Lightroom 4
+ Serial: SML.20130615.7D.42258
+ Series: 新聞攝影 Photojournalism, Hong Kong Rally to Support Snowden (SnowdenHK)
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
匿名者 Anonymous (Guy Fawkes Mask) / 香港聲援斯諾登遊行 Hong Kong Rally to Support Snowden (SnowdenHK) / SML.20130615.7D.42258
/ #SnowdenHK #新聞攝影 #Photojournalism #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLPublicMedia
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #匿名者 #Anonymous #mask #men #people #Rally #Snowden #EdwardSnowden #events
Besides filled with plants unique to China, there is something special about the architecture seen inside 南蓮園池 Nan Lian Garden. No nails are used to construct any of the buildings—these are techniques developed in China way back in the 唐朝 Tang Dynasty (618 - 907 AD).
Situated in the middle of the garden is 圓滿閣 Pavilion of Perfection (pictured). Perfection (Sanskrit: paripūrna) describes being surrounded by adequacy and not lacking anything.
The Pavilion of Perfection is shaped as an octagon. The ponds surrounding it is also designed as a lotus with with eight petals. It is used to described the eight auspicious function of water used in the Buddhist tradition: 澄淨、清冷、甘美、輕軟、潤澤、安和、除飢渴、長養諸根 — to clean, to clear, sweetness, lightness, soft, moist, peacefulness, to quench thirst, and to enrich one’s roots.
In addition, the Pavilion of Perfection describes the perfectly harmonious human relationships, the perfect morality, the perfect merit, and the perfect wishes. It is used to describe a blessing for the visitors [1].
This panorama is photographed handheld using nine 7D RAW captures.
# SML Data
+ Date: 2013-03-29T15:48:20+0800
+ Dimensions: 9857 x 3653
+ Exposure: 1/40 - 1/60 sec at f/2.8
+ Focal Length: 24 mm
+ ISO: 100
+ Flash: Did not fire
+ Camera: Canon EOS 7D
+ Lens: Canon EF 24-70mm f/2.8L USM
+ Panorama FOV: 156 degree horizontal, 70 degree vertical
+ Panoramic Projection: Cylindrical
+ GPS: 22°24'12" N 114°12'25" E
+ Altitude: 21.6 m
+ Location: 中國香港九龍鑽石山鳳德道60號南蓮園池 Nan Lian Garden, 60 Fung Tak Road, Diamond Hill, Kowloon, Hong Kong, China
+ Serial: SML.20130329.7D.37104-SML.20130329.7D.37112-Pano.Cylindrical.156x70.P1.L1
+ Workflow: Hugin 2012, Photoshop CS6, Lightroom 4
+ Series: 中國旅遊 中国旅游 China Tourism, 全景攝影 Panoramic Photography
# Notes
1. SML Translate: 南蓮園池: 園池景觀: 園池區域: 閣․圓滿閣:
圓滿，梵語paripūrna，是周遍充足，無所欠缺之意。南蓮園池圓滿閣為八角形，下面水池亦為八角蓮瓣造型，表示佛教淨土具有的八種殊勝功能之水，即澄淨、清冷、甘美、輕軟、潤澤、安和、除飢渴、長養諸根。此外圓滿閣有相好圓滿、萬德圓滿、功德圓滿、所願圓滿之意，表達了對各位遊人的祝福。
www.nanliangarden.org/view.php?cat=16&id=137
# Related SML Flickr
+ “南蓮園池 Nan Lian Garden” / 香港園林建築全景 Hong Kong Landscape Architecture Panorama / 中國旅遊 中国旅游 China Tourism / SML.20130329.7D.37068-SML.20130329.7D.37078-Pano.Cylindrical.154x58: www.flickr.com/photos/seeminglee/8602303024/
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“南蓮園池圓滿閣 Pavilion of Perfection, Nan Lian Garden” / 香港園林建築全景 Hong Kong Landscape Architecture Panorama / 中國旅遊 中国旅游 China Tourism / SML.20130329.7D.37104-SML.20130329.7D.37112-Pano.Cylindrical.156x70.P1.L1
/ #中國旅遊 #中国旅游 #ChinaTourism #全景 #Pano #SMLPano #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #建築 #建筑 #Architecture #園林 #Garden #城市 #Urban #攝影 #摄影 #photography #山水 #landscape
www.flickr.com/photos/seeminglee/8609498517/
www.flickr.com/photos/seeminglee/8609498517/sizes/o/ (9857 x 3653)
Blogged on ☛ HoloChromaCinePhotoRamaScope‽ as: Bye bye, Miss American Pie.
• • • • •
Posted via email to ☛ HoloChromaCinePhotoRamaScope‽: cdevers.posterous.com/concorde. See the full gallery on Posterous ...
• • • • •
Quoting Smithsonian National Air and Space Museum | Concorde, Fox Alpha, Air France:
The first supersonic airliner to enter service, the Concorde flew thousands of passengers across the Atlantic at twice the speed of sound for over 25 years. Designed and built by Aérospatiale of France and the British Aviation Corporation, the graceful Concorde was a stunning technological achievement that could not overcome serious economic problems.
In 1976 Air France and British Airways jointly inaugurated Concorde service to destinations around the globe. Carrying up to 100 passengers in great comfort, the Concorde catered to first class passengers for whom speed was critical. It could cross the Atlantic in fewer than four hours - half the time of a conventional jet airliner. However its high operating costs resulted in very high fares that limited the number of passengers who could afford to fly it. These problems and a shrinking market eventually forced the reduction of service until all Concordes were retired in 2003.
In 1989, Air France signed a letter of agreement to donate a Concorde to the National Air and Space Museum upon the aircraft's retirement. On June 12, 2003, Air France honored that agreement, donating Concorde F-BVFA to the Museum upon the completion of its last flight. This aircraft was the first Air France Concorde to open service to Rio de Janeiro, Washington, D.C., and New York and had flown 17,824 hours.
Gift of Air France.
Manufacturer:
Societe Nationale Industrielle Aerospatiale
Dimensions:
Wingspan: 25.56 m (83 ft 10 in)
Length: 61.66 m (202 ft 3 in)
Height: 11.3 m (37 ft 1 in)
Weight, empty: 79,265 kg (174,750 lb)
Weight, gross: 181,435 kg (400,000 lb)
Top speed: 2,179 km/h (1350 mph)
Engine: Four Rolls-Royce/SNECMA Olympus 593 Mk 602, 17,259 kg (38,050 lb) thrust each
Manufacturer: Société Nationale Industrielle Aérospatiale, Paris, France, and British Aircraft Corporation, London, United Kingdom
Physical Description:
Aircaft Serial Number: 205. Including four (4) engines, bearing respectively the serial number: CBE066, CBE062, CBE086 and CBE085.
Also included, aircraft plaque: "AIR FRANCE Lorsque viendra le jour d'exposer Concorde dans un musee, la Smithsonian Institution a dores et deja choisi, pour le Musee de l'Air et de l'Espace de Washington, un appariel portant le couleurs d'Air France."
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Two Solo Exhibitions
Exhibition dates: September 26 - November 8, 2009
Artists’ reception: Saturday, September 26, 5-8pm
Smack Mellon is pleased to present Ellen Driscoll’s installation FASTFORWARDFOSSIL: Part 2 and Fernando Souto’s photographic series The End of the Trail. The two concurrent solo exhibitions compress layers of time to explore industries and lifestyles that go beyond geographic borders. Composed of thousands of discarded plastic bottles collected by Ellen Driscoll, FASTFORWARDFOSSIL: Part 2 takes a critical look at the environmental and human damage inflicted by the oil and water industries in the last two centuries on regions as diverse as Nigeria and the United States. During extended trips to cattle ranches in the American West, Australia, and Uruguay, Fernando Souto photographed the fading culture of ranchers, creating black-and-white environmental portraits in the tradition of iconic photographers such as Walker Evans and Robert Frank. Both Driscoll and Souto are intimately tied to their craft—painstakingly cutting up salvaged bottles and printing large-scale silver gelatin photographs—asserting a tactile personal connection in their work.
Ellen Driscoll
FASTFORWARDFOSSIL: Part 2
“This installation is a continuation of a multi-year series which explores the dynamics of resource harvesting and consumption. This part of the series focuses on oil and water. Rising at 5:30 AM, I harvest #2 plastic bottles from the recycling bags put out for collection on the streets of Brooklyn. For one hour, one day at a time, I immerse myself in the tidal wave of plastic that engulfs us by collecting as many bottles as I can carry. The sculptural installation for Smack Mellon comprises 2600 bottles transformed into a 28 foot landscape. Constructed solely of harvested #2 plastic, the sculpture collapses three centuries into a ghostly translucent visual fugue in which a nineteenth century trestle bridge plays host to an eighteenth century water-powered mill which spills a twenty-first century flood from its structure. The flow contains North American, Middle Eastern, and African landmasses (sites of oil harvesting and their consumer destination) buoyed by a sea of plastic water molecules. The piece looks back to eighteenth century American industry powered by water, and forward to the oil refineries of the Niger Delta, site of prolonged guerilla warfare against oil corporations and the source of over fifty percent of crude oil for the United States—the oil that produces the plastic within which our privatized water is currently bought and sold.
The wall drawings in the exhibition are based on a close study of the inner workings of an oil refinery. By using huge shifts of scale between the macro and the micro, they depict a dystopic future based on rampant oil consumption. An oil rig shares the horizon with ocean fires and garbage scows, mega shopping malls are abandoned to spontaneous communities of slums, and a refugee camp is inundated by the waters of a melting glacier. The worlds in the drawings are drained of color, but filled with the flux and spillage of a potentially chaotic future.”
Ellen Driscoll is a sculptor whose work includes FASTFORWARDFOSSIL: Part 1 at Frederieke Taylor Gallery, Revenant and Phantom Limb for Nippon Ginko, Hiroshima, Japan, The Loophole of Retreat at the Whitney Museum, Phillip Morris, As Above, So Below for Grand Central Terminal (a suite of 20 mosaic and glass images for the tunnels at 45th, 47th, and 48th Streets), Catching the Drift, a restroom for the Smith College Museum of Art, and Wingspun for the International Arrivals Terminal at Raleigh-Durham airport. Ms. Driscoll has been awarded fellowships from the Guggenheim Foundation, the National Endowment for the Arts, the Bunting Institute at Harvard University, the New York Foundation for the Arts, the Massachusetts Council on the Arts, the LEF Foundation, and Anonymous Was a Woman. Her work is included in major public and private collections including the Metropolitan Museum of Art and the Whitney Museum of Art. She is a Professor of Sculpture at Rhode Island School of Design.
Smack Mellon
92 Plymouth Street @ Washington
Brooklyn, NY 11201
Gallery hours are Wednesday-Sunday, 12-6pm.
Related SML
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
A pre-pubescent girl appears lost in wonderland. Her dress is made with flowers, her hair turns into trees as the wind blows. Flocks of seagulls turn into clouds in air, which lead towards the deep space of galaxy. A 招き猫 Maneki-neko hair pin is seen on her hair, but it looks like that it might also be a kite flying in air.
The art of Aya Takano (タカノ綾 Takano Aya) is one coming straight from science fiction, or a mythology set in a distant future. As a Superflat artist, her work is deeply rooted in the language of manga and anime. Exotic animals and landforms combined with an urban city are common themes in her artwork, and are intended to show the juxtaposition between future and fantasy.
After graduating from college, Aya Takano became an assistant for 村上隆 Takashi Murakami, who became her first mentor and jump-started her career. She also work as a manga artist and science fiction essayist.
I will be frank and say that this is not really for me—I would have probably loved it though if the brushwork is more defined and precise—as it stands there is something rather amateurish about it—but it could also be intentional? It is hard to say.
Aya Takano (b. 1976, Japan)
Ejecta
Oil on canvas
606 x 500 mm
2013
# Aya Takano (タカノ綾 Takano Aya)
born December 22, 1976, Japan
Japanese Superflat artist, manga artist, and science fiction essayist.
en.wikipedia.org/wiki/Aya_Takano
# SML Data
+ Date: 2013-05-23T14:12:59+0800
+ Dimensions: 2836 x 3224
+ Exposure: 1/320 sec at f/2
+ Focal Length: 22 mm
+ ISO: 100
+ Camera: Canon EOS M
+ Lens: Canon EF-M 22mm f/2 STM
+ GPS: 22°16'59" N 114°10'22" E
+ Location: 香港會議展覽中心 Hong Kong Convention and Exhibition Centre (HKCEC)
+ Workflow: Lightroom 4
+ Serial: SML.20130523.EOSM.03974
+ Series: 新聞攝影 Photojournalism, SML Fine Art, Art Basel Hong Kong 2013
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“Painting by タカノ綾 Aya Takano: Ejecta (Oil on canvas)” / Art Basel Hong Kong 2013 / SML.20130523.EOSM.03974
/ #Photojournalism #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLFineArt #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #Art #FineArt #ArtBasel #ABHK #AyaTakano #タカノ綾 #girl #painting #oiloncanvas #superflat
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Interestingly, both of the Boston area Banksy pieces are on Essex St:
• F̶O̶L̶L̶O̶W̶ ̶Y̶O̶U̶R̶ ̶D̶R̶E̶A̶M̶S̶ CANCELLED (aka chimney sweep) in Chinatown, Boston
• NO LOITRIN in Central Square, Cambridge.
Does that mean anything? It looks like he favors Essex named streets & roads when he can. In 2008, he did another notable Essex work in London, for example, and posters on the Banksy Forums picked up & discussed on the Essex link as well.
Is there an Essex Street in any of the other nearby towns? It looks like there are several: Brookline, Charlestown, Chelsea, Gloucester, Haverhill, Lawrence, Lynn, Medford, Melrose, Quincy, Revere, Salem, Saugus, Somerville, Swampscott, and Waltham. Most of these seem improbable to me, other than maybe Brookline, or maybe Somerville or Charlestown. But they start getting pretty suburban after that.
But, again, why "Essex"? In a comment on this photo, Birbeck helps clarify:
I can only surmise that he's having a 'dig' at Essex UK, especially with the misspelling of 'Loitering'. Here, the general view of the urban districts in Essex: working class but with right wing views; that they're not the most intellectual bunch; rather obsessed with fashion (well, their idea of it); their place of worship is the shopping mall; enjoy rowdy nights out; girls are thought of as being dumb, fake blonde hair/tans and promiscuous; and guys are good at the 'chit chat', and swagger around showing off their dosh (money).
It was also the region that once had Europe's largest Ford motor factory. In its heyday, 1 in 3 British cars were made in Dagenham, Essex. Pay was good for such unskilled labour, generations worked mind-numbing routines on assembly lines for 80 years. In 2002 the recession ended the dream.
• • • • •
This photo appeared on Grafitti - A arte das ruas on Yahoo Meme. Yes, Yahoo has a Tumblr/Posterous-esque "Meme" service now -- I was as surprised as you are.
• • • • •
From Wikipedia, the free encyclopedia
Banksy
• Birth name
Unknown
• Born
1974 or 1975 (1974 or 1975), Bristol, UK[1]
• Nationality
• Field
• Movement
Anti-Totalitarianism
Anti-War
• Works
Naked Man Image
One Nation Under CCTV
Anarchist Rat
Ozone's Angel
Pulp Fiction
Banksy is a pseudonymous[2][3][4] British graffiti artist. He is believed to be a native of Yate, South Gloucestershire, near Bristol[2] and to have been born in 1974,[5] but his identity is unknown.[6] According to Tristan Manco[who?], Banksy "was born in 1974 and raised in Bristol, England. The son of a photocopier technician, he trained as a butcher but became involved in graffiti during the great Bristol aerosol boom of the late 1980s."[7] His artworks are often satirical pieces of art on topics such as politics, culture, and ethics. His street art, which combines graffiti writing with a distinctive stencilling technique, is similar to Blek le Rat, who began to work with stencils in 1981 in Paris and members of the anarcho-punk band Crass who maintained a graffiti stencil campaign on the London Tube System in the late 1970s and early 1980s. His art has appeared in cities around the world.[8] Banksy's work was born out of the Bristol underground scene which involved collaborations between artists and musicians.
Banksy does not sell photos of street graffiti.[9] Art auctioneers have been known to attempt to sell his street art on location and leave the problem of its removal in the hands of the winning bidder.[10]
Banksy's first film, Exit Through The Gift Shop, billed as "the world's first street art disaster movie", made its debut at the 2010 Sundance Film Festival.[11] The film was released in the UK on March 5.[12]
Contents
• 1 Career
•• 1.1 2000
•• 1.2 2002
•• 1.3 2003
•• 1.4 2004
•• 1.5 2005
•• 1.6 2006
•• 1.7 2007
•• 1.8 2008
•• 1.9 2009
•• 1.10 2010
Career
Banksy started as a freehand graffiti artist 1992–1994[14] as one of Bristol's DryBreadZ Crew (DBZ), with Kato and Tes.[15] He was inspired by local artists and his work was part of the larger Bristol underground scene. From the start he used stencils as elements of his freehand pieces, too.[14] By 2000 he had turned to the art of stencilling after realising how much less time it took to complete a piece. He claims he changed to stencilling whilst he was hiding from the police under a train carriage, when he noticed the stencilled serial number[16] and by employing this technique, he soon became more widely noticed for his art around Bristol and London.[16]
Stencil on the waterline of The Thekla, an entertainment boat in central Bristol - (wider view). The image of Death is based on a 19th century etching illustrating the pestilence of The Great Stink.[17]
Banksy's stencils feature striking and humorous images occasionally combined with slogans. The message is usually anti-war, anti-capitalist or anti-establishment. Subjects often include rats, monkeys, policemen, soldiers, children, and the elderly.
In late 2001, on a trip to Sydney and Melbourne, Australia, he met up with the Gen-X pastellist, visual activist, and recluse James DeWeaver in Byron Bay[clarification needed], where he stencilled a parachuting rat with a clothes peg on its nose above a toilet at the Arts Factory Lodge. This stencil can no longer be located. He also makes stickers (the Neighbourhood Watch subvert) and sculpture (the murdered phone-box), and was responsible for the cover art of Blur's 2003 album Think Tank.
2000
The album cover for Monk & Canatella's Do Community Service was conceived and illustrated by Banksy, based on his contribution to the "Walls on fire" event in Bristol 1998.[18][citation needed]
2002
On 19 July 2002, Banksy's first Los Angeles exhibition debuted at 33 1/3 Gallery, a small Silverlake venue owned by Frank Sosa. The exhibition, entitled Existencilism, was curated by 33 1/3 Gallery, Malathion, Funk Lazy Promotions, and B+.[19]
2003
In 2003 in an exhibition called Turf War, held in a warehouse, Banksy painted on animals. Although the RSPCA declared the conditions suitable, an animal rights activist chained herself to the railings in protest.[20] He later moved on to producing subverted paintings; one example is Monet's Water Lily Pond, adapted to include urban detritus such as litter and a shopping trolley floating in its reflective waters; another is Edward Hopper's Nighthawks, redrawn to show that the characters are looking at a British football hooligan, dressed only in his Union Flag underpants, who has just thrown an object through the glass window of the cafe. These oil paintings were shown at a twelve-day exhibition in Westbourne Grove, London in 2005.[21]
2004
In August 2004, Banksy produced a quantity of spoof British £10 notes substituting the picture of the Queen's head with Princess Diana's head and changing the text "Bank of England" to "Banksy of England." Someone threw a large wad of these into a crowd at Notting Hill Carnival that year, which some recipients then tried to spend in local shops. These notes were also given with invitations to a Santa's Ghetto exhibition by Pictures on Walls. The individual notes have since been selling on eBay for about £200 each. A wad of the notes were also thrown over a fence and into the crowd near the NME signing tent at The Reading Festival. A limited run of 50 signed posters containing ten uncut notes were also produced and sold by Pictures on Walls for £100 each to commemorate the death of Princess Diana. One of these sold in October 2007 at Bonhams auction house in London for £24,000.
2005
In August 2005, Banksy, on a trip to the Palestinian territories, created nine images on Israel's highly controversial West Bank barrier. He reportedly said "The Israeli government is building a wall surrounding the occupied Palestinian territories. It stands three times the height of the Berlin Wall and will eventually run for over 700km—the distance from London to Zurich. "[22]
2006
• Banksy held an exhibition called Barely Legal, billed as a "three day vandalised warehouse extravaganza" in Los Angeles, on the weekend of 16 September. The exhibition featured a live "elephant in a room", painted in a pink and gold floral wallpaper pattern.[23]
• After Christina Aguilera bought an original of Queen Victoria as a lesbian and two prints for £25,000,[24] on 19 October 2006 a set of Kate Moss paintings sold in Sotheby's London for £50,400, setting an auction record for Banksy's work. The six silk-screen prints, featuring the model painted in the style of Andy Warhol's Marilyn Monroe pictures, sold for five times their estimated value. His stencil of a green Mona Lisa with real paint dripping from her eyes sold for £57,600 at the same auction.[25]
• In December, journalist Max Foster coined the phrase, "the Banksy Effect", to illustrate how interest in other street artists was growing on the back of Banksy's success.[26]
2007
• On 21 February 2007, Sotheby's auction house in London auctioned three works, reaching the highest ever price for a Banksy work at auction: over £102,000 for his Bombing Middle England. Two of his other graffiti works, Balloon Girl and Bomb Hugger, sold for £37,200 and £31,200 respectively, which were well above their estimated prices.[27] The following day's auction saw a further three Banksy works reach soaring prices: Ballerina With Action Man Parts reached £96,000; Glory sold for £72,000; Untitled (2004) sold for £33,600; all significantly above estimated values.[28] To coincide with the second day of auctions, Banksy updated his website with a new image of an auction house scene showing people bidding on a picture that said, "I Can't Believe You Morons Actually Buy This Shit."[6]
• In February 2007, the owners of a house with a Banksy mural on the side in Bristol decided to sell the house through Red Propeller art gallery after offers fell through because the prospective buyers wanted to remove the mural. It is listed as a mural which comes with a house attached.[29]
• In April 2007, Transport for London painted over Banksy's iconic image of a scene from Quentin Tarantino's Pulp Fiction, with Samuel L. Jackson and John Travolta clutching bananas instead of guns. Although the image was very popular, Transport for London claimed that the "graffiti" created "a general atmosphere of neglect and social decay which in turn encourages crime" and their staff are "professional cleaners not professional art critics".[30] Banksy tagged the same site again (pictured at right). This time the actors were portrayed as holding real guns instead of bananas, but they were adorned with banana costumes. Banksy made a tribute art piece over this second Pulp Fiction piece. The tribute was for 19-year-old British graffiti artist Ozone, who was hit by an underground train in Barking, East London, along with fellow artist Wants, on 12 January 2007.[31] The piece was of an angel wearing a bullet-proof vest, holding a skull. He also wrote a note on his website, saying:
The last time I hit this spot I painted a crap picture of two men in banana costumes waving hand guns. A few weeks later a writer called Ozone completely dogged it and then wrote 'If it's better next time I'll leave it' in the bottom corner. When we lost Ozone we lost a fearless graffiti writer and as it turns out a pretty perceptive art critic. Ozone - rest in peace.[citation needed]
Ozone's Angel
• On 27 April 2007, a new record high for the sale of Banksy's work was set with the auction of the work Space Girl & Bird fetching £288,000 (US$576,000), around 20 times the estimate at Bonhams of London.[32]
• On 21 May 2007 Banksy gained the award for Art's Greatest living Briton. Banksy, as expected, did not turn up to collect his award, and continued with his notoriously anonymous status.
• On 4 June 2007, it was reported that Banksy's The Drinker had been stolen.[33][34]
• In October 2007, most of his works offered for sale at Bonhams auction house in London sold for more than twice their reserve price.[35]
• Banksy has published a "manifesto" on his website.[36] The text of the manifesto is credited as the diary entry of one Lieutenant Colonel Mervin Willett Gonin, DSO, which is exhibited in the Imperial War Museum. It describes how a shipment of lipstick to the Bergen-Belsen concentration camp immediately after its liberation at the end of World War II helped the internees regain their humanity. However, as of 18 January 2008, Banksy's Manifesto has been substituted with Graffiti Heroes #03 that describes Peter Chappell's graffiti quest of the 1970s that worked to free George Davis of his imprisonment.[37] By 12 August 2009 he was relying on Emo Phillips' "When I was a kid I used to pray every night for a new bicycle. Then I realised God doesn’t work that way, so I stole one and prayed for forgiveness."
• A small number of Banksy's works can be seen in the movie Children of Men, including a stenciled image of two policemen kissing and another stencil of a child looking down a shop.
• In the 2007 film Shoot 'Em Up starring Clive Owen, Banksy's tag can be seen on a dumpster in the film's credits.
• Banksy, who deals mostly with Lazarides Gallery in London, claims that the exhibition at Vanina Holasek Gallery in New York (his first major exhibition in that city) is unauthorised. The exhibition featured 62 of his paintings and prints.[38]
2008
• In March, a stencilled graffiti work appeared on Thames Water tower in the middle of the Holland Park roundabout, and it was widely attributed to Banksy. It was of a child painting the tag "Take this Society" in bright orange. London Borough of Hammersmith and Fulham spokesman, Councillor Greg Smith branded the art as vandalism, and ordered its immediate removal, which was carried out by H&F council workmen within three days.[39]
• Over the weekend 3–5 May in London, Banksy hosted an exhibition called The Cans Festival. It was situated on Leake Street, a road tunnel formerly used by Eurostar underneath London Waterloo station. Graffiti artists with stencils were invited to join in and paint their own artwork, as long as it didn't cover anyone else's.[40] Artists included Blek le Rat, Broken Crow, C215, Cartrain, Dolk, Dotmasters, J.Glover, Eine, Eelus, Hero, Pure evil, Jef Aérosol, Mr Brainwash, Tom Civil and Roadsworth.[citation needed]
• In late August 2008, marking the third anniversary of Hurricane Katrina and the associated levee failure disaster, Banksy produced a series of works in New Orleans, Louisiana, mostly on buildings derelict since the disaster.[41]
• A stencil painting attributed to Banksy appeared at a vacant petrol station in the Ensley neighbourhood of Birmingham, Alabama on 29 August as Hurricane Gustav approached the New Orleans area. The painting depicting a hooded member of the Ku Klux Klan hanging from a noose was quickly covered with black spray paint and later removed altogether.[42]
• His first official exhibition in New York, the "Village Pet Store And Charcoal Grill," opened 5 October 2008. The animatronic pets in the store window include a mother hen watching over her baby Chicken McNuggets as they peck at a barbecue sauce packet, and a rabbit putting makeup on in a mirror.[43]
• The Westminster City Council stated in October 2008 that the work "One Nation Under CCTV", painted in April 2008 will be painted over as it is graffiti. The council says it will remove any graffiti, regardless of the reputation of its creator, and specifically stated that Banksy "has no more right to paint graffiti than a child". Robert Davis, the chairman of the council planning committee told The Times newspaper: "If we condone this then we might as well say that any kid with a spray can is producing art". [44] The work was painted over in April 2009.
• In December 2008, The Little Diver, a Banksy image of a diver in a duffle coat in Melbourne Australia was vandalised. The image was protected by a sheet of clear perspex, however silver paint was poured behind the protective sheet and later tagged with the words "Banksy woz ere". The image was almost completely destroyed.[45].
2009
• May 2009, parts company with agent Steve Lazarides. Announces Pest Control [46] the handling service who act on his behalf will be the only point of sale for new works.
• On 13 June 2009, the Banksy UK Summer show opened at Bristol City Museum and Art Gallery, featuring more than 100 works of art, including animatronics and installations; it is his largest exhibition yet, featuring 78 new works.[47][48] Reaction to the show was positive, with over 8,500 visitors to the show on the first weekend.[49] Over the course of the twelve weeks, the exhibition has been visited over 300,000 times.[50]
• In September 2009, a Banksy work parodying the Royal Family was partially destroyed by Hackney Council after they served an enforcement notice for graffiti removal to the former address of the property owner. The mural had been commissioned for the 2003 Blur single "Crazy Beat" and the property owner, who had allowed the piece to be painted, was reported to have been in tears when she saw it was being painted over.[51]
• In December 2009, Banksy marked the end of the 2009 United Nations Climate Change Conference by painting four murals on global warming. One included "I don't believe in global warming" which was submerged in water.[52]
2010
• The world premiere of the film Exit Through the Gift Shop occurred at the Sundance Film Festival in Park City, Utah, on 24 January. He created 10 street pieces around Park City and Salt Lake City to tie in with the screening.[53]
• In February, The Whitehouse public house in Liverpool, England, is sold for £114,000 at auction.[54] The side of the building has an image of a giant rat by Banksy.[55]
• In April 2010, Melbourne City Council in Australia reported that they had inadvertently ordered private contractors to paint over the last remaining Banksy art in the city. The image was of a rat descending in a parachute adorning the wall of an old council building behind the Forum Theatre. In 2008 Vandals had poured paint over a stencil of an old-fashioned diver wearing a trenchcoat. A council spokeswoman has said they would now rush through retrospective permits to protect other “famous or significant artworks” in the city.[56]
• In April 2010 to coincide with the premier of Exit through the Gift Shop in San Francisco, 5 of his pieces appeared in various parts of the city.[57] Banksy reportedly paid a Chinatown building owner $50 for the use of their wall for one of his stencils.[58]
• In May 2010 to coincide with the release of "Exit Through the Gift Shop" in Chicago, one piece appeared in the city.
Notable art pieces
In addition to his artwork, Banksy has claimed responsibility for a number of high profile art pieces, including the following:
• At London Zoo, he climbed into the penguin enclosure and painted "We're bored of fish" in seven foot high letters.[59]
• At Bristol Zoo, he left the message 'I want out. This place is too cold. Keeper smells. Boring, boring, boring.' in the elephant enclosure.[60]
• In March 2005, he placed subverted artworks in the Museum of Modern Art, Metropolitan Museum of Art, the Brooklyn Museum, and the American Museum of Natural History in New York.[61]
• He put up a subverted painting in London's Tate Britain gallery.
• In May 2005 Banksy's version of a primitive cave painting depicting a human figure hunting wildlife whilst pushing a shopping trolley was hung in gallery 49 of the British Museum, London. Upon discovery, they added it to their permanent collection.[62]
Near Bethlehem - 2005
• Banksy has sprayed "This is not a photo opportunity" on certain photograph spots.
• In August 2005, Banksy painted nine images on the Israeli West Bank barrier, including an image of a ladder going up and over the wall and an image of children digging a hole through the wall.[22][63][64][65]
See also: Other Banksy works on the Israeli West Bank barrier
• In April 2006, Banksy created a sculpture based on a crumpled red phone box with a pickaxe in its side, apparently bleeding, and placed it in a street in Soho, London. It was later removed by Westminster Council. BT released a press release, which said: "This is a stunning visual comment on BT's transformation from an old-fashioned telecommunications company into a modern communications services provider."[66]
• In June 2006, Banksy created an image of a naked man hanging out of a bedroom window on a wall visible from Park Street in central Bristol. The image sparked some controversy, with the Bristol City Council leaving it up to the public to decide whether it should stay or go.[67] After an internet discussion in which 97% (all but 6 people) supported the stencil, the city council decided it would be left on the building.[67] The mural was later defaced with paint.[67]
• In August/September 2006, Banksy replaced up to 500 copies of Paris Hilton's debut CD, Paris, in 48 different UK record stores with his own cover art and remixes by Danger Mouse. Music tracks were given titles such as "Why am I Famous?", "What Have I Done?" and "What Am I For?". Several copies of the CD were purchased by the public before stores were able to remove them, some going on to be sold for as much as £750 on online auction websites such as eBay. The cover art depicted Paris Hilton digitally altered to appear topless. Other pictures feature her with a dog's head replacing her own, and one of her stepping out of a luxury car, edited to include a group of homeless people, which included the caption "90% of success is just showing up".[68][69][70]
• In September 2006, Banksy dressed an inflatable doll in the manner of a Guantanamo Bay detainment camp prisoner (orange jumpsuit, black hood, and handcuffs) and then placed the figure within the Big Thunder Mountain Railroad ride at the Disneyland theme park in Anaheim, California.[71][72]
Technique
Asked about his technique, Banksy said:
“I use whatever it takes. Sometimes that just means drawing a moustache on a girl's face on some billboard, sometimes that means sweating for days over an intricate drawing. Efficiency is the key.[73]”
Stencils are traditionally hand drawn or printed onto sheets of acetate or card, before being cut out by hand. Because of the secretive nature of Banksy's work and identity, it is uncertain what techniques he uses to generate the images in his stencils, though it is assumed he uses computers for some images due to the photocopy nature of much of his work.
He mentions in his book, Wall and Piece, that as he was starting to do graffiti, he was always too slow and was either caught or could never finish the art in the one sitting. So he devised a series of intricate stencils to minimise time and overlapping of the colour.
Identity
Banksy's real name has been widely reported to be Robert or Robin Banks.[74][75][76] His year of birth has been given as 1974.[62]
Simon Hattenstone from Guardian Unlimited is one of the very few people to have interviewed him face-to-face. Hattenstone describes him as "a cross of Jimmy Nail and British rapper Mike Skinner" and "a 28 year old male who showed up wearing jeans and a t-shirt with a silver tooth, silver chain, and one silver earring".[77] In the same interview, Banksy revealed that his parents think their son is a painter and decorator.[77]
In May 2007, an extensive article written by Lauren Collins of the New Yorker re-opened the Banksy-identity controversy citing a 2004 photograph of the artist that was taken in Jamaica during the Two-Culture Clash project and later published in the Evening Standard in 2004.[6]
In October 2007, a story on the BBC website featured a photo allegedly taken by a passer-by in Bethnal Green, London, purporting to show Banksy at work with an assistant, scaffolding and a truck. The story confirms that Tower Hamlets Council in London has decided to treat all Banksy works as vandalism and remove them.[78]
In July 2008, it was claimed by The Mail on Sunday that Banksy's real name is Robin Gunningham.[3][79] His agent has refused to confirm or deny these reports.
In May 2009, the Mail on Sunday once again speculated about Gunningham being Banksy after a "self-portrait" of a rat holding a sign with the word "Gunningham" shot on it was photographed in East London.[80] This "new Banksy rat" story was also picked up by The Times[81] and the Evening Standard.
Banksy, himself, states on his website:
“I am unable to comment on who may or may not be Banksy, but anyone described as being 'good at drawing' doesn't sound like Banksy to me.[82]”
Controversy
In 2004, Banksy walked into the Louvre in Paris and hung on a wall a picture he had painted resembling the Mona Lisa but with a yellow smiley face. Though the painting was hurriedly removed by the museum staff, it and its counterpart, temporarily on unknown display at the Tate Britain, were described by Banksy as "shortcuts". He is quoted as saying:
“To actually [have to] go through the process of having a painting selected must be quite boring. It's a lot more fun to go and put your own one up.[83]”
Peter Gibson, a spokesperson for Keep Britain Tidy, asserts that Banksy's work is simple vandalism,[84] and Diane Shakespeare, an official for the same organization, was quoted as saying: "We are concerned that Banksy's street art glorifies what is essentially vandalism".[6]
In June 2007 Banksy created a circle of plastic portable toilets, said to resemble Stonehenge at the Glastonbury Festival. As this was in the same field as the "sacred circle" it was felt by many to be inappropriate and his installation was itself vandalized before the festival even opened. However, the intention had always been for people to climb on and interact with it.[citation needed] The installation was nicknamed "Portaloo Sunset" and "Bog Henge" by Festival goers. Michael Eavis admitted he wasn't fond of it, and the portaloos were removed before the 2008 festival.
In 2010, an artistic feud developed between Banksy and his rival King Robbo after Banksy painted over a 24-year old Robbo piece on the banks of London's Regent Canal. In retaliation several Banksy pieces in London have been painted over by 'Team Robbo'.[85][86]
Also in 2010, government workers accidentally painted over a Banksy art piece, a famed "parachuting-rat" stencil, in Australia's Melbourne CBD. [87]
Bibliography
Banksy has self-published several books that contain photographs of his work in various countries as well as some of his canvas work and exhibitions, accompanied by his own writings:
• Banksy, Banging Your Head Against A Brick Wall (2001) ISBN 978-0-95417040-0
• Banksy, Existencilism (2002) ISBN 978-0-95417041-7
• Banksy, Cut it Out (2004) ISBN 978-0-95449600-5
• Banksy, Wall and Piece (2005) ISBN 978-1-84413786-2
• Banksy, Pictures of Walls (2005) ISBN 978-0-95519460-3
Random House published Wall and Piece in 2005. It contains a combination of images from his three previous books, as well as some new material.[16]
Two books authored by others on his work were published in 2006 & 2007:
• Martin Bull, Banksy Locations and Tours: A Collection of Graffiti Locations and Photographs in London (2006 - with new editions in 2007 and 2008) ISBN 978-0-95547120-9.
• Steve Wright, Banksy's Bristol: Home Sweet Home (2007) ISBN 978-1906477004
External links
Pasted from Wikipedia: Bell-Boeing V-22 Osprey
• • • • •
The Bell-Boeing V-22 Osprey is a multi-mission, military, tiltrotor aircraft with both a vertical takeoff and landing (VTOL), and short takeoff and landing (STOL) capability. It is designed to combine the functionality of a conventional helicopter with the long-range, high-speed cruise performance of a turboprop aircraft.
The V-22 originated from the U.S. Department of Defense Joint-service Vertical take-off/landing Experimental (JVX) aircraft program started in 1981. It was developed jointly by the Bell Helicopter, and Boeing Helicopters team, known as Bell Boeing, which produce the aircraft.[4] The V-22 first flew in 1989, and began years of flight testing and design alterations.
The United States Marine Corps began crew training for the Osprey in 2000, and fielded it in 2007. The Osprey's other operator, the U.S. Air Force fielded their version of the tiltrotor in 2009. Since entering service with the U.S. Marine Corps and Air Force, the Osprey has been deployed for combat operations in Iraq and Afghanistan.
Contents
•• 1.2 Flight testing and design changes
• 2 Design
• 8 Notable appearances in media
Development
Early development
The failure of the Iran hostage rescue mission in 1980 demonstrated to the United States military a need[5] for "a new type of aircraft, that could not only take off and land vertically but also could carry combat troops, and do so at speed."[6] The U.S. Department of Defense began the Joint-service Vertical take-off/landing Experimental (JVX) aircraft program in 1981, under U.S. Army leadership. Later the U.S. Navy/Marine Corps took the lead.[7][8] The JVX combined requirements from the Marine Corps, Air Force, Army and Navy.[9][10] A request for proposals (RFP) was issued in December 1982 for JVX preliminary design work. Interest in the program was expressed by Aérospatiale, Bell Helicopter, Boeing Vertol, Grumman, Lockheed, and Westland. The DoD pushed for contractors to form teams. Bell partnered with Boeing Vertol. The Bell Boeing team submitted a proposal for a enlarged version of the Bell XV-15 prototype on 17 February 1983. This was the only proposal received and a preliminary design contract was awarded on 26 April 1983.[11][12]
The JVX aircraft was designated V-22 Osprey on 15 January 1985; by March that same year the first six prototypes were being produced, and Boeing Vertol was expanded to deal with the project workload.[13][14] Work has been split evenly between Bell and Boeing. Bell Helicopter manufactures and integrates the wing, nacelles, rotors, drive system, tail surfaces, and aft ramp, as well as integrates the Rolls-Royce engines and performs final assembly. Boeing Helicopters manufactures and integrates the fuselage, cockpit, avionics, and flight controls.[4][15] The USMC variant of the Osprey received the MV-22 designation and the Air Force variant received CV-22; reversed from normal procedure to prevent Marine Ospreys from having a conflicting designation with aircraft carriers (CV).[16] Full-scale development of the V-22 tilt-rotor aircraft began in 1986.[2] On 3 May 1986 the Bell-Boeing partnership was awarded a $1.714 billion contract for V-22 aircraft by the Navy, thus at this point the project had acquisition plans with all four arms of the U.S. military.[17]
The first V-22 was rolled out with significant media attention in May 1988.[18][19] However the project suffered several political blows. Firstly in the same year, the Army left the program, citing a need to focus its budget on more immediate aviation programs.[20] The project also faced considerable dialogue in the Senate, surviving two votes that both could have resulted in cancellation.[21][22] Despite the Senate's decision, the Department of Defense instructed the Navy not to spend more money on the Osprey.[23] At the same time, the Bush administration sought the cancellation of the project.[23]
Flight testing and design changes
The first of six MV-22 prototypes first flew on 19 March 1989 in the helicopter mode,[24] and on 14 September 1989 as a fixed-wing plane.[25] The third and fourth prototypes successfully completed the Osprey's first Sea Trials on the USS Wasp in December 1990.[26] However, the fourth and fifth prototypes crashed in 1991-92.[27] Flight tests were resumed in August 1993 after changes were incorporated in the prototypes.[2] From October 1992 until April 1993, Bell and Boeing redesigned the V-22 to reduce empty weight, simplify manufacture and reduce production costs. This redesigned version became the B-model.[28]
Flight testing of four full-scale development V-22s began in early 1997 when the first pre-production V-22 was delivered to the Naval Air Warfare Test Center, Naval Air Station Patuxent River, Maryland. The first EMD flight took place on 5 February 1997. The first of four low rate initial production aircraft, ordered on 28 April 1997, was delivered on 27 May 1999. Osprey number 10 completed the program's second Sea Trials, this time from the USS Saipan in January 1999.[2] During external load testing in April 1999, Boeing used a V-22 to lift and transport the M777 howitzer.[29] In 2000, Boeing announced that the V-22 would be fitted with a nose-mounted GAU-19 Gatling gun,[30] but the GAU-19 gun was later canceled.[31]
In 2000, there were two further fatal crashes, killing a total of 19 Marines, and the production was again halted while the cause of these crashes was investigated and various parts were redesigned.[32] The V-22 completed its final operational evaluation in June 2005. The evaluation was deemed successful; events included long range deployments, high altitude, desert and shipboard operations. The problems identified in various accidents had been addressed.[33]
Controversy
The V-22's development process has been long and controversial, partly due to its large cost increases.[34] When the development budget, first planned for $2.5 billion in 1986, increased to a projected $30 billion in 1988, then-Defense Secretary Dick Cheney tried to zero out its funding. He was eventually overruled by Congress.[32] As of 2008, $27 billion have been spent on the Osprey program and another $27.2 billion will be required to complete planned production numbers by the end of the program.[2]
The V-22 squadron's former commander at Marine Corps Air Station New River, Lt. Colonel Odin Lieberman, was relieved of duty in 2001 after allegations that he instructed his unit that they needed to falsify maintenance records to make the plane appear more reliable.[2][35] Three officers were later implicated in the falsification scandal.[34]
The aircraft is incapable of autorotation, and is therefore unable to land safely in helicopter mode if both engines fail. A director of the Pentagon's testing office in 2005 said that if the Osprey loses power while flying like a helicopter below 1,600 feet (490 m), emergency landings "are not likely to be survivable". But Captain Justin (Moon) McKinney, a V-22 pilot, says that this will not be a problem, "We can turn it into a plane and glide it down, just like a C-130".[31] A complete loss of power would require the failure of both engines, as a drive shaft connects the nacelles through the wing; one engine can power both proprotors.[36] While vortex ring state (VRS) contributed to a deadly V-22 accident, the aircraft is less susceptible to the condition than conventional helicopters and recovers more quickly.[5] The Marines now train new pilots in the recognition of and recovery from VRS and have instituted operational envelope limits and instrumentation to help pilots avoid VRS conditions.[32][37]
It was planned in 2000 to equip all V-22s with a nose-mounted Gatling gun, to provide "the V-22 with a strong defensive firepower capability to greatly increase the aircraft's survivability in hostile actions."[30] The nose gun project was canceled however, leading to criticism by retired Marine Corps Commandant General James L. Jones, who is not satisfied with the current V-22 armament.[31] A belly-mounted turret was later installed on some of the first V-22s sent to the War in Afghanistan in 2009.[38]
With the first combat deployment of the MV-22 in October 2007, Time Magazine ran an article condemning the aircraft as unsafe, overpriced, and completely inadequate.[31] The Marine Corps, however, responded with the assertion that much of the article's data were dated, obsolete, inaccurate, and reflected expectations that ran too high for any new field of aircraft.[39]
Recent development
On 28 September 2005, the Pentagon formally approved full-rate production for the V-22.[40] The plan is to boost production from 11 a year to between 24 and 48 a year by 2012. Of the 458 total planned, 360 are for the Marine Corps, 48 for the Navy, and 50 for the Air Force at an average cost of $110 million per aircraft, including development costs.[2] The V-22 had an incremental flyaway cost of $70 million per aircraft in 2007,[3] but the Navy hopes to shave about $10 million off that cost after a five-year production contract starts in 2008.[41]
The Bell-Boeing Joint Project Office in Amarillo, Texas will design a new integrated avionics processor to resolve electronics obsolescence issues and add new network capabilities.[42]
Design
The Osprey is the world's first production tiltrotor aircraft, with one three-bladed proprotor, turboprop engine, and transmission nacelle mounted on each wingtip. It is classified as a powered lift aircraft by the Federal Aviation Administration.[43] For takeoff and landing, it typically operates as a helicopter with the nacelles vertical (rotors horizontal). Once airborne, the nacelles rotate forward 90° in as little as 12 seconds for horizontal flight, converting the V-22 to a more fuel-efficient, higher-speed turboprop airplane. STOL rolling-takeoff and landing capability is achieved by having the nacelles tilted forward up to 45°. For compact storage and transport, the V-22's wing rotates to align, front-to-back, with the fuselage. The proprotors can also fold in a sequence taking 90 seconds.[44]
Most Osprey missions will use fixed wing flight 75 percent or more of the time, reducing wear and tear on the aircraft and reducing operational costs.[45] This fixed wing flight is higher than typical helicopter missions allowing longer range line-of-sight communications and so improved command and control.[2] Boeing has stated the V-22 design loses 10% of its vertical lift over a Tiltwing design when operating in helicopter mode because of airflow resistance due to the wings, but that the Tiltrotor design has better short takeoff and landing performance.[46]
The V-22 is equipped with a glass cockpit, which incorporates four Multi-function displays (MFDs) and one shared Central Display Unit (CDU), allowing the pilots to display a variety of images including: digimaps centered or decentered on current position, FLIR imagery, primary flight instruments, navigation (TACAN, VOR, ILS, GPS, INS), and system status. The flight director panel of the Cockpit Management System (CMS) allows for fully-coupled (aka: autopilot) functions which will take the aircraft from forward flight into a 50-foot hover with no pilot interaction other than programming the system.[47] The glass cockpit of the canceled CH-46X was derived from the V-22.[48]
The V-22 is a fly-by-wire aircraft with triple-redundant flight control systems.[49] With the nacelles pointing straight up in conversion mode at 90° the flight computers command the aircraft to fly like a helicopter, with cyclic forces being applied to a conventional swashplate at the rotor hub. With the nacelles in airplane mode (0°) the flaperons, rudder, and elevator fly the aircraft like an airplane. This is a gradual transition and occurs over the rotation range of the nacelles. The lower the nacelles, the greater effect of the airplane-mode control surfaces.[50] The nacelles can rotate past vertical to 97.5° for rearward flight.[51][52]
The Osprey can be armed with one M240 7.62x51mm NATO (.308 in caliber) or M2 .50 in caliber (12.7 mm) machine gun on the loading ramp, that can be fired rearward when the ramp is lowered. A GAU-19 three-barrel .50 in gatling gun mounted below the V-22's nose has also been studied for future upgrade.[31][53] BAE Systems developed a remotely operated turreted weapons system for the V-22,[54] which was installed on half of the first V-22s deployed to Afghanistan in 2009.[38] The 7.62 mm belly gun turret is remotely operated by a gunner inside the aircraft, who acquires targets with a separate pod using color television and forward looking infrared imagery.
U.S. Naval Air Systems Command is working on upgrades to increase the maximum speed from 250 knots (460 km/h; 290 mph) to 270 knots (500 km/h; 310 mph), increase helicopter mode altitude limit from 10,000 feet (3,000 m) to 12,000 feet (3,700 m) or 14,000 feet (4,300 m), and increase lift performance.[55]
Operational history
US Marine Corps
Marine Corps crew training on the Osprey has been conducted by VMMT-204 since March 2000. On 3 June 2005, the Marine Corps helicopter squadron Marine Medium Helicopter 263 (HMM-263), stood down to begin the process of transitioning to the MV-22 Osprey.[56] On 8 December 2005, Lieutenant General Amos, commander of the II MEF, accepted the delivery of the first fleet of MV-22s, delivered to HMM-263. The unit reactivated on 3 March 2006 as the first MV-22 squadron and was redesignated VMM-263. On 31 August 2006, VMM-162 (the former HMM-162) followed suit. On 23 March 2007, HMM-266 became Marine Medium Tiltrotor Squadron 266 (VMM-266) at Marine Corps Air Station New River, North Carolina.[57]
The Osprey has been replacing existing CH-46 Sea Knight squadrons.[58] The MV-22 reached initial operational capability (IOC) with the U.S. Marine Corps on 13 June 2007.[1] On 10 July 2007 an MV-22 Osprey landed aboard the Royal Navy aircraft carrier, HMS Illustrious in the Atlantic Ocean. This marked the first time a V-22 had landed on any non-U.S. vessel.[59]
On 13 April 2007, the U.S. Marine Corps announced that it would be sending ten V-22 aircraft to Iraq, the Osprey's first combat deployment. Marine Corps Commandant, General James Conway, indicated that over 150 Marines would accompany the Osprey set for September deployment to Al-Asad Airfield.[60][61] On 17 September 2007, ten MV-22Bs of VMM-263 left for Iraq aboard the USS Wasp. The decision to use a ship rather than use the Osprey's self-deployment capability was made because of concerns over icing during the North Atlantic portion of the trip, lack of available KC-130s for mid-air refueling, and the availability of the USS Wasp.[62]
The Osprey has provided support in Iraq, racking up some 2,000 flight hours over three months with a mission capable availability rate of 68.1% as of late-January 2008.[63] They are primarily used in Iraq's western Anbar province for routine cargo and troop movements, and also for riskier "aero-scout" missions. General David Petraeus, the top U.S. military commander in Iraq, used one to fly around Iraq on Christmas Day 2007 to visit troops.[64] Then-presidential candidate Barack Obama also flew in Ospreys during his high profile 2008 tour of Iraq.[65]
The only major problem has been obtaining the necessary spare parts to maintain the aircraft.[66] The V-22 had flown 3,000 sorties totaling 5,200 hours in Iraq as of July 2008.[67] USMC leadership expect to deploy MV-22s to Afghanistan in 2009.[66][68] General George J. Trautman, III praised the increased range of the V-22 over the legacy helicopters in Iraq and said that "it turned his battle space from the size of Texas into the size of Rhode Island."[69]
Naval Air Systems Command has devised a temporary fix for sailors to place portable heat shields under Osprey engines to prevent damage to the decks of some of the Navy's smaller amphibious ships, but they determined that a long term solution to the problem would require these decks be redesigned with heat resistant deck coatings, passive thermal barriers and changes in ship structure in order to operate V-22s and F-35Bs.[70]
A Government Accountability Office study reported that by January 2009 the Marines had 12 MV-22s operating in Iraq and they managed to successfully complete all assigned missions. The same report found that the V-22 deployments had mission capable rates averaging 57% to 68% and an overall full mission capable rate of only 6%. It also stated that the aircraft had shown weakness in situational awareness, maintenance, shipboard operations and the ability to transport troops and external cargo.[71] That study also concluded that the "deployments confirmed that the V-22’s enhanced speed and range enable personnel and internal cargo to be transported faster and farther than is possible with the legacy helicopters it is replacing".[71]
The MV-22 saw its first offensive combat mission, Operation Cobra's Anger on 4 December 2009. Ospreys assisted in inserting 1,000 Marines and 150 Afghan troops into the Now Zad Valley of Helmand Province in southern Afghanistan to disrupt communication and supply lines of the Taliban.[38] In January 2010 the MV-22 Osprey is being sent to Haiti as part of Operation Unified Response relief efforts after the earthquake there. This will be the first use the Marine V-22 in a humanitarian mission.[72]
US Air Force
The Air Force's first operational CV-22 Osprey was delivered to the 58th Special Operations Wing (58th SOW) at Kirtland Air Force Base, New Mexico on 20 March 2006. This and subsequent aircraft will become part of the 58th SOW's fleet of aircraft used for training pilots and crew members for special operations use.[73] On 16 November 2006, the Air Force officially accepted the CV-22 in a ceremony conducted at Hurlburt Field, Florida.[74]
The US Air Force's first operational deployment of the Osprey sent four CV-22s to Mali in November 2008 in support of Exercise Flintlock. The CV-22s flew nonstop from Hurlburt Field, Florida with in-flight refueling.[5] AFSOC declared that the 8th Special Operations Squadron reached Initial Operational Capability on 16 March 2009, with six of its planned nine CV-22s operational.[75]
In June 2009, CV-22s of the 8th Special Operations Squadron delivered 43,000 pounds (20,000 kg) of humanitarian supplies to remote villages in Honduras that were not accessible by conventional vehicles.[76] In November 2009, the 8th SO Squadron and its six CV-22s returned from a three-month deployment in Iraq.[77]
The first possible combat loss of an Osprey occurred on 9 April, 2010, as a CV-22 went down near Qalat, Zabul Province, Afghanistan, killing four.[78][79]
Potential operators
In 1999 the V-22 was studied for use in the United Kingdom's Royal Navy,[80] it has been raised several times as a candidate for the role of Maritime Airborne Surveillance and Control (MASC).[81]
Israel had shown interest in the purchase of MV-22s, but no order was placed.[82][83] Flightglobal reported in late 2009 that Israel has decided to wait for the CH-53K instead.[84]
The V-22 Osprey is a candidate for the Norwegian All Weather Search and Rescue Helicopter (NAWSARH) that is planned to replace the Westland Sea King Mk.43B of the Royal Norwegian Air Force in 2015.[85] The other candidates for the NAWSARH contract of 10-12 helicopters are AgustaWestland AW101 Merlin, Eurocopter EC225, NHIndustries NH90 and Sikorsky S-92.[86]
Bell Boeing has made an unsolicited offer of the V-22 for US Army medical evacuation needs.[87] However the Joint Personnel Recovery Agency issued a report that said that a common helicopter design would be needed for both combat recovery and medical evacuation and that the V-22 would not be suitable for recovery missions because of the difficulty of hoist operations and lack of self-defense capabilities.[88]
The US Navy remains a potential user of the V-22, but its role and mission with the Navy remains unclear. The latest proposal is to replace the C-2 Greyhound with the V-22 in the fleet logistics role. The V-22 would have the advantage of being able to land on and support non-carriers with rapid delivery of supplies and people between the ships of a taskforce or to ships on patrol beyond helicopter range.[89] Loren B. Thompson of the Lexington Institute has suggested V-22s for use in combat search and rescue and Marine One VIP transport, which also need replacement aircraft.[90]
Variants
• V-22A
•• Pre-production full-scale development aircraft used for flight testing. These are unofficially considered A-variants after 1993 redesign.[91]
• HV-22
•• The U.S. Navy considered an HV-22 to provide combat search and rescue, delivery and retrieval of special warfare teams along with fleet logistic support transport. However, it chose the MH-60S for this role in 1992.[92]
• SV-22
•• The proposed anti-submarine warfare Navy variant. The Navy studied the SV-22 in the 1980s to replace S-3 and SH-2 aircraft.[93]
• MV-22B
•• Basic U.S. Marine Corps transport; original requirement for 552 (now 360). The Marine Corps is the lead service in the development of the V-22 Osprey. The Marine Corps variant, the MV-22B, is an assault transport for troops, equipment and supplies, capable of operating from ships or from expeditionary airfields ashore. It is replacing the Marine Corps' CH-46E[57] and CH-53D.[94]
• CV-22B
•• Air Force variant for the U.S. Special Operations Command (USSOCOM). It will conduct long-range, special operations missions, and is equipped with extra fuel tanks and terrain-following radar.[95][96]
Operators
•• 8th Special Operations Squadron (8 SOS) at Hurlburt Field, Florida
•• 71st Special Operations Squadron (71 SOS) at Kirtland Air Force Base, New Mexico
•• 20th Special Operations Squadron (20 SOS) at Cannon Air Force Base, New Mexico
•• VMM-161
•• VMM-162
•• VMM-261
•• VMM-263
•• VMM-264
•• VMM-266
•• VMM-365
•• VMMT-204 - Training squadron
•• VMX-22 - Marine Tiltrotor Operational Test and Evaluation Squadron
Notable accidents
Main article: Accidents and incidents involving the V-22 Osprey
From 1991 to 2000 there were four significant crashes, and a total of 30 fatalities, during testing.[32] Since becoming operational in 2007, the V-22 has had one possible combat loss due to an unknown cause, no losses due to accidents, and seven other notable, but minor, incidents.
• On 11 June 1991, a mis-wired flight control system led to two minor injuries when the left nacelle struck the ground while the aircraft was hovering 15 feet (4.6 m) in the air, causing it to bounce and catch fire.[97]
• On 20 July 1992, a leaking gearbox led to a fire in the right nacelle, causing the aircraft to drop into the Potomac River in front of an audience of Congressmen and other government officials at Quantico, killing all seven on board and grounding the aircraft for 11 months.[98]
• On 8 April 2000, a V-22 loaded with Marines to simulate a rescue, attempted to land at Marana Northwest Regional Airport in Arizona, stalled when its right rotor entered vortex ring state, rolled over, crashed, and exploded, killing all 19 on board.[37]
• On 11 December 2000, after a catastrophic hydraulic leak and subsequent software instrument failure, a V-22 fell 1,600 feet (490 m) into a forest in Jacksonville, North Carolina, killing all four aboard. This caused the Marine Corps to ground their fleet of eight V-22s, the second grounding that year.[99][100]
Specifications (MV-22B)
Data from Boeing Integrated Defense Systems,[101] Naval Air Systems Command,[102] US Air Force CV-22 fact sheet,[95] Norton,[103] and Bell[104]
General characteristics
• Crew: Four (pilot, copilot and two flight engineers)
• Capacity: 24 troops (seated), 32 troops (floor loaded) or up to 15,000 lb (6,800 kg) of cargo (dual hook)
• Length: 57 ft 4 in (17.5 m)
• Rotor diameter: 38 ft 0 in (11.6 m)
• Wingspan: 45 ft 10 in (14 m)
• Width with rotors: 84 ft 7 in (25.8 m)
• Height: 22 ft 1 in/6.73 m; overall with nacelles vertical (17 ft 11 in/5.5 m; at top of tailfins)
• Disc area: 2,268 ft² (212 m²)
• Wing area: 301.4 ft² (28 m²)
• Empty weight: 33,140 lb (15,032 kg)
• Loaded weight: 47,500 lb (21,500 kg)
• Max takeoff weight: 60,500 lb (27,400 kg)
• Powerplant: 2× Rolls-Royce Allison T406/AE 1107C-Liberty turboshafts, 6,150 hp (4,590 kW) each
Performance
• Maximum speed: 250 knots (460 km/h, 290 mph) at sea level / 305 kn (565 km/h; 351 mph) at 15,000 ft (4,600 m)[105]
• Cruise speed: 241 knots (277 mph, 446 km/h) at sea level
• Range: 879 nmi (1,011 mi, 1,627 km)
• Combat radius: 370 nmi (426 mi, 685 km)
• Ferry range: 1,940 nmi (with auxiliary internal fuel tanks)
• Service ceiling: 26,000 ft (7,925 m)
• Rate of climb: 2,320 ft/min (11.8 m/s)
• Disc loading: 20.9 lb/ft² at 47,500 lb GW (102.23 kg/m²)
• Power/mass: 0.259 hp/lb (427 W/kg)
Armament
• 1× M240 machine gun on ramp, optional
Notable appearances in media
Main article: Aircraft in fiction#V-22 Osprey
See also
• Elizabeth A. Okoreeh-Baah, USMC - first female to pilot a V-22 Osprey
Related development
Comparable aircraft
Related lists
• List of military aircraft of the United States
References
Bibliography
• Markman, Steve and Bill Holder. "Bell/Boeing V-22 Osprey Tilt-Engine VTOL Transport (U.S.A.)". Straight Up: A History of Vertical Flight. Schiffer Publishing, 2000. ISBN 0-7643-1204-9.
• Norton, Bill. Bell Boeing V-22 Osprey, Tiltrotor Tactical Transport. Midland Publishing, 2004. ISBN 1-85780-165-2.
External links
Wikimedia Commons has media related to: V-22 Osprey
• V-22 Osprey web, and www.history.navy.mil/planes/v-22.html
• CV-22 fact sheet on USAF site
• www.globalsecurity.org/military/systems/aircraft/v-22.htm
• www.airforce-technology.com/projects/osprey/
• "Flight of the Osprey", US Navy video of V-22 operations
A black kite glides in the air looking for prey near some public housing development in Hong Kong.
These birds are approximately 50-69 long with wings which span around 150cm. They usually soar high in circles gliding among thermals. They are one of the commonest raptor in Hong Kong and can often be seen circling above urban areas (pictured).
The current global population are estimated to be around 6 million. They can be seen in Asia around the year, but only in the winter in Australia and Africa, and in the summer in Europe.
These medium-sized birds of prey feed on refuse, fishes and dead animals and are considered avian scavengers, as can be seen in a photo posted earlier in my stream [1].
# References
1. The Black Kite (Milvus migrans) is a medium-sized bird of prey in the family Accipitridae, which also includes many other diurnal raptors. It is thought to be the world's most abundant species of acciptrid, although some populations have experienced dramatic declines or fluctuations. en.wikipedia.org/wiki/Black_Kite
2. 黑鳶（學名：Milvus migrans），又叫做麻鷹、老鷹、老雕、黑耳鷹、老鳶、雞屎鷹。https://zh.wikipedia.org/zh-hk/黑鸢
3. GovHK: Leisure and Cultural Services Department: Common Wild Birds Seen in Urban Parks: Black Kite: www.lcsd.gov.hk/green/birds/en/bird_2.html
# Notes
1. “痛下殺手 In for the kill” / 自然 Nature / SML.20130502.7D.40945.SQ: www.flickr.com/photos/seeminglee/8701585828/
# SML Data
+ Date: 2013-05-09T13:52:58+0800
+ Dimensions: 4902 x 3268
+ Exposure: 1/640 sec at f/11
+ Focal Length: 400 mm
+ ISO: 400
+ Flash: Did not fire
+ Camera: Canon EOS 7D
+ Lens: Canon EF 100-400mm f/4.5-5.6L IS USM
+ GPS: 22°25'22" N 114°13'29" E
+ Location: 香港馬鞍山海濱長廊 Ma On Shan Promenade, Hong Kong
+ Subject: 中國香港馬鞍山錦豐苑 Kam Fung Court, Ma On Shan, Hong Kong, China
+ Serial: SML.20130509.7D.41656
+ Workflow: Lightroom 4
+ Series: 自然 Nature, 鳥 Birds
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“城市獵人: 麻鷹(黑鳶) Urban Hunter: Black Kite (Milvus migrans)” / 自然 Nature / SML.20130509.7D.41656
/ #自然 #Nature #鳥 #Birds #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #城市 #Urban #馬鞍山 #MaOnShan #麻鷹 #BlackKite #鷹 #鹰 #Kite #MilvusMigrans
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Space Shuttle Enterprise:
Manufacturer:
Rockwell International Corporation
Country of Origin:
United States of America
Dimensions:
Overall: 57 ft. tall x 122 ft. long x 78 ft. wing span, 150,000 lb.
(1737.36 x 3718.57 x 2377.44cm, 68039.6kg)
Materials:
Aluminum airframe and body with some fiberglass features; payload bay doors are graphite epoxy composite; thermal tiles are simulated (polyurethane foam) except for test samples of actual tiles and thermal blankets.
The first Space Shuttle orbiter, "Enterprise," is a full-scale test vehicle used for flights in the atmosphere and tests on the ground; it is not equipped for spaceflight. Although the airframe and flight control elements are like those of the Shuttles flown in space, this vehicle has no propulsion system and only simulated thermal tiles because these features were not needed for atmospheric and ground tests. "Enterprise" was rolled out at Rockwell International's assembly facility in Palmdale, California, in 1976. In 1977, it entered service for a nine-month-long approach-and-landing test flight program. Thereafter it was used for vibration tests and fit checks at NASA centers, and it also appeared in the 1983 Paris Air Show and the 1984 World's Fair in New Orleans. In 1985, NASA transferred "Enterprise" to the Smithsonian Institution's National Air and Space Museum.
Transferred from National Aeronautics and Space Administration
• • •
Quoting from Wikipedia | Space Shuttle Enterprise:
The Space Shuttle Enterprise (NASA Orbiter Vehicle Designation: OV-101) was the first Space Shuttle orbiter. It was built for NASA as part of the Space Shuttle program to perform test flights in the atmosphere. It was constructed without engines or a functional heat shield, and was therefore not capable of spaceflight.
Originally, Enterprise had been intended to be refitted for orbital flight, which would have made it the second space shuttle to fly after Columbia. However, during the construction of Columbia, details of the final design changed, particularly with regard to the weight of the fuselage and wings. Refitting Enterprise for spaceflight would have involved dismantling the orbiter and returning the sections to subcontractors across the country. As this was an expensive proposition, it was determined to be less costly to build Challenger around a body frame (STA-099) that had been created as a test article. Similarly, Enterprise was considered for refit to replace Challenger after the latter was destroyed, but Endeavour was built from structural spares instead.
Service
Construction began on the first orbiter on June 4, 1974. Designated OV-101, it was originally planned to be named Constitution and unveiled on Constitution Day, September 17, 1976. A write-in campaign by Trekkies to President Gerald Ford asked that the orbiter be named after the Starship Enterprise, featured on the television show Star Trek. Although Ford did not mention the campaign, the president—who during World War II had served on the aircraft carrier USS Monterey (CVL-26) that served with USS Enterprise (CV-6)—said that he was "partial to the name" and overrode NASA officials.
The design of OV-101 was not the same as that planned for OV-102, the first flight model; the tail was constructed differently, and it did not have the interfaces to mount OMS pods. A large number of subsystems—ranging from main engines to radar equipment—were not installed on this vehicle, but the capacity to add them in the future was retained. Instead of a thermal protection system, its surface was primarily fiberglass.
In mid-1976, the orbiter was used for ground vibration tests, allowing engineers to compare data from an actual flight vehicle with theoretical models.
On September 17, 1976, Enterprise was rolled out of Rockwell's plant at Palmdale, California. In recognition of its fictional namesake, Star Trek creator Gene Roddenberry and most of the principal cast of the original series of Star Trek were on hand at the dedication ceremony.
Approach and landing tests (ALT)
Main article: Approach and Landing Tests
On January 31, 1977, it was taken by road to Dryden Flight Research Center at Edwards Air Force Base, to begin operational testing.
While at NASA Dryden, Enterprise was used by NASA for a variety of ground and flight tests intended to validate aspects of the shuttle program. The initial nine-month testing period was referred to by the acronym ALT, for "Approach and Landing Test". These tests included a maiden "flight" on February 18, 1977 atop a Boeing 747 Shuttle Carrier Aircraft (SCA) to measure structural loads and ground handling and braking characteristics of the mated system. Ground tests of all orbiter subsystems were carried out to verify functionality prior to atmospheric flight.
The mated Enterprise/SCA combination was then subjected to five test flights with Enterprise unmanned and unactivated. The purpose of these test flights was to measure the flight characteristics of the mated combination. These tests were followed with three test flights with Enterprise manned to test the shuttle flight control systems.
Enterprise underwent five free flights where the craft separated from the SCA and was landed under astronaut control. These tests verified the flight characteristics of the orbiter design and were carried out under several aerodynamic and weight configurations. On the fifth and final glider flight, pilot-induced oscillation problems were revealed, which had to be addressed before the first orbital launch occurred.
On August 12, 1977, the space shuttle Enterprise flew on its own for the first time.
Preparation for STS-1
Following the ALT program, Enterprise was ferried among several NASA facilities to configure the craft for vibration testing. In June 1979, it was mated with an external tank and solid rocket boosters (known as a boilerplate configuration) and tested in a launch configuration at Kennedy Space Center Launch Pad 39A.
Retirement
With the completion of critical testing, Enterprise was partially disassembled to allow certain components to be reused in other shuttles, then underwent an international tour visiting France, Germany, Italy, the United Kingdom, Canada, and the U.S. states of California, Alabama, and Louisiana (during the 1984 Louisiana World Exposition). It was also used to fit-check the never-used shuttle launch pad at Vandenberg AFB, California. Finally, on November 18, 1985, Enterprise was ferried to Washington, D.C., where it became property of the Smithsonian Institution.
Post-Challenger
After the Challenger disaster, NASA considered using Enterprise as a replacement. However refitting the shuttle with all of the necessary equipment needed for it to be used in space was considered, but instead it was decided to use spares constructed at the same time as Discovery and Atlantis to build Endeavour.
Post-Columbia
In 2003, after the breakup of Columbia during re-entry, the Columbia Accident Investigation Board conducted tests at Southwest Research Institute, which used an air gun to shoot foam blocks of similar size, mass and speed to that which struck Columbia at a test structure which mechanically replicated the orbiter wing leading edge. They removed a fiberglass panel from Enterprise's wing to perform analysis of the material and attached it to the test structure, then shot a foam block at it. While the panel was not broken as a result of the test, the impact was enough to permanently deform a seal. As the reinforced carbon-carbon (RCC) panel on Columbia was 2.5 times weaker, this suggested that the RCC leading edge would have been shattered. Additional tests on the fiberglass were canceled in order not to risk damaging the test apparatus, and a panel from Discovery was tested to determine the effects of the foam on a similarly-aged RCC leading edge. On July 7, 2003, a foam impact test created a hole 41 cm by 42.5 cm (16.1 inches by 16.7 inches) in the protective RCC panel. The tests clearly demonstrated that a foam impact of the type Columbia sustained could seriously breach the protective RCC panels on the wing leading edge.
The board determined that the probable cause of the accident was that the foam impact caused a breach of a reinforced carbon-carbon panel along the leading edge of Columbia's left wing, allowing hot gases generated during re-entry to enter the wing and cause structural collapse. This caused Columbia to spin out of control, breaking up with the loss of the entire crew.
Museum exhibit
Enterprise was stored at the Smithsonian's hangar at Washington Dulles International Airport before it was restored and moved to the newly built Smithsonian's National Air and Space Museum's Steven F. Udvar-Hazy Center at Dulles International Airport, where it has been the centerpiece of the space collection. On April 12, 2011, NASA announced that Space Shuttle Discovery, the most traveled orbiter in the fleet, will be added to the collection once the Shuttle fleet is retired. When that happens, Enterprise will be moved to the Intrepid Sea-Air-Space Museum in New York City, to a newly constructed hangar adjacent to the museum. In preparation for the anticipated relocation, engineers evaluated the vehicle in early 2010 and determined that it was safe to fly on the Shuttle Carrier Aircraft once again.
Window Farms (Flickr) are vertical, hydroponic, modular, low-energy, high-yield edible window gardens built using low-impact or recycled local materials.
The Beach The Pier
Goal 1: to start a Windowfarming craze in New York City and other dense urban areas, helping people grow some of their food year-round in their apartment windows.
Goal 2: give ordinary folks a means to collaborate on research and development at our.windowfarms.org
History
In February 2009, through a residency at Eyebeam, Britta Riley and Rebecca Bray began to build and test the first Window Farms prototype. Growing food inside NY apartments is a challenge, but within reach. The foundational knowledge base is emerging through working with agricultural, architectural and other specialists, collecting sensor data, and reinterpreting hydroponics research conducted by NASA scientists and marijuana farmers. We have been researching and developing hydroponic designs that are inexpensive and made from relatively inexpensive materials. The working prototype is a drip system made from recycled water bottles, holding 25 plants. Beans, tomatoes, cucumbers, arugula, basil, lettuce and kale are thriving.
While completing the first Prototype in mid-April, we invited a dozen "Pioneers" to join us in creating Window Farms. We asked them to approach the project like a night class, devoting one night a week for two months. We showed them our prototype and presented the DIY research and development we did so far and invited them to build on our research to create their own designs. Currently, the Pioneers are designing their systems. Their innovative ideas are adding to the knowledgebase about DIY hydroponics.
Eyebeam Open Studios: Fall 2009
eyebeam.org/events/open-studios-fall-2009
Eyebeam is pleased to host Open Studios for its 2009 Senior Fellows, Resident Artists, and Student Residents at Eyebeam’s state-of-the-art design, research, and fabrication studio; showcasing video performance, wearable technologies, code and humor, party technology, and sustainablity design.
///////////////
Eyebeam is the leading not-for-profit art and technology center in the United States.
Founded in 1996 and incorporated in 1997, Eyebeam was conceived as a non-profit art and technology center dedicated to exposing broad and diverse audiences to new technologies and media arts, while simultaneously establishing and demonstrating new media as a significant genre of cultural production.
Since then, Eyebeam has supported more than 130 fellowships and residencies for artists and creative technologists; we've run an active education program for youth, artists' professional development and community outreach; and have mounted an extensive series of public programs, over recent years approximately 4 exhibitions and 40 workshops, performances and events annually.
Today, Eyebeam offers residencies and fellowships for artists and technologists working in a wide range of media. At any given time, there are up to 20 resident artists and fellows onsite at Eyebeam's 15,000-square foot Chelsea offices and Labs, developing new projects and creating work for open dissemination through online, primarily open-source, publication as well as a robust calendar of public programming that includes free exhibitions, lectures and panels, participatory workshops, live performances and educational series.
As usual, the challenge lies in photographing the subject while allowing full anonymity to their identity.
# SML Data
+ Date: 2013-02-21 14:18:49 GMT+0800
+ Dimensions: 5184 x 3456
+ Exposure: 1/500 sec at f/5.6
+ Focal Length: 280 mm
+ ISO: 100
+ Flash: Did not fire
+ Camera: Canon EOS 7D
+ Lens: Canon EF 70-200mm f/4L USM + Canon EF 1.4x Extender III
+ GPS: 22°25'14" N 114°13'40" E
+ Location: 中國香港馬鞍山恆康街1號馬鞍山運動場 中国香港马鞍山恒康街1号马鞍山运动场 Ma On Shan Sports Ground, 1 Hang Hong Road, Ma On Shan, Hong Kong, China
+ Workflow: Photoshop CS6, Lightroom 4
+ Serial: SML.20130221.7D.23945.P1.L1
+ Series: 形 Forms, 體育 Sports
“跑 Run” / 體育之形 Sports Forms / SML.20130221.7D.23945.P1.L1
/ #形 #Form #SMLForms #體育 #CCBY #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #馬鞍山 #MaOnShan #男 #men #人 #people #城市 #Urban #攝影 #摄影 #photography #跑 #Run
On my way home I took a scenic route and passed by some soccer fields near me. To be frank I was a bit surprised how sharp these images turned out right off the bat. With a large f/2 maximum aperture and a wide angle 22 mm I was able to photograph these at a relatively low ISO rating.
# SML Data
+ Date: 2013-02-16 22:53:37 GMT+0800
+ Dimensions: 5154 x 3456
+ Exposure: 1/40 sec at f/2.0
+ Focal Length: 22 mm
+ ISO: 640
+ Flash: Did not fire
+ Camera: Canon EOS M
+ Lens: Canon EF-M 22mm f/2 STM
+ GPS: 22°25'11" N 114°13'42" E
+ 中國香港馬鞍山遊樂場足球場 中国香港马鞍山游乐场足球场 Football (Soccer) Field, Ma On Shan Recreation Ground, Ma On Shan, Hong Kong, China
+ Serial: SML.20130216.EOSM.02197
+ Workflow: Lightroom 4
“夜間足球 Nighttime Soccer” / 馬鞍山遊樂場 Ma On Shan Recreation Ground / SML.20130216.EOSM.02197
/ #CCBY #SMLPhotography #SMLUniverse
/ #中國 #中国 #China #香港 #HongKong #馬鞍山 #MaOnShan #足球 #Football #Soccer #人 #people #男 #Men #運動 #Sports #綠 #Green #夜 #Night #攝影 #摄影 #photography
I'm interrupting my Nikon Z50 event uploads to say after thirtteen years on #flickr I've now reached 40,000,000 views.......
Thanks then both to the people that have helped me reach this but also to #flickr itself. It's fair to say I've put a bit of effort in over the years but I've been rewarded with plenty of exposure for my #photography (no pun intended.......) and have got to know so many wonderful photographers all over the world, not least in our little corner of flickr, the #Oxford Flickr group.
There's still so many talented people posting photos to flickr I'm sure it'll continue to be a big part of my photographic life.
My Website : Twitter : Facebook : Instagram : Photocrowd
© D.Godliman
Painting by James Cospito (Flickr), seen at the Brooklyn Art Project HQ (Flickr Group) during the Dumbo Art Festival 2009.
James Cospito's portfolio is available at www.brooklynartproject.com/profile/jcospito.
See also
+ Artits on Art: James Cospito talks about his NYC Subway series (Flickr HD video)
+ Art + Artists: James Cospito talks about Brooklyn Art Project (Flickr HD video)
13th annual D.U.M.B.O. Art Under the Bridge Festival® (Sept 25 to Sept 27, 2009)
www.dumboartfestival.org/press_release.html
The three-day multi-site neighborhood-wide event is a one-of-a-kind art happening: where serendipity meets the haphazard and where the unpredictable, spontaneous and downright weird thrive. The now teenage D.U.M.B.O. Art Under the Bridge Festival® presents touchable, accessible, and interactive art, on a scale that makes it the nation's largest urban forum for experimental art.
Art Under the Bridge is an opportunity for young artists to use any medium imaginable to create temporary projects on-the-spot everywhere and anywhere, completely transforming the Dumbo section of Brooklyn, New York, into a vibrant platform for self-expression. In addition to the 80+ projects throughout the historical post-industrial waterfront span, visitors can tour local artists' studios or check out the indoor video_dumbo, a non-stop program of cutting-edge video art from New York City and around the world.
The Dumbo Arts Center (DAC) has been the exclusive producer of the D.U.M.B.O Art Under the Bridge Festival® since 1997. DAC is a big impact, small non-profit, that in addition to its year-round gallery exhibitions, is committed to preserving Dumbo as a site in New York City where emerging visual artists can experiment in the public domain, while having unprecedented freedom and access to normally off-limit locations.
Related SML
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
Quoting from Wikipedia: Jaguar E-Type:
• • • • •
The Jaguar E-Type (UK) or XK-E (US) is a British automobile manufactured by Jaguar between 1961 and 1974. Its combination of good looks, high performance, and competitive pricing established the marque as an icon of 1960s motoring. A great success for Jaguar, over seventy thousand E-Types were sold during its lifespan.
In March 2008, the Jaguar E-Type ranked first in Daily Telegraph list of the "100 most beautiful cars" of all time.[2] In 2004, Sports Car International magazine placed the E-Type at number one on their list of Top Sports Cars of the 1960s.
Contents
•• 4.2 Lightweight E-Type (1963-1964)
Overview
The E-Type was initially designed and shown to the public as a grand tourer in two-seater coupé form (FHC or Fixed Head Coupé) and as convertible (OTS or Open Two Seater). The 2+2 version with a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it "The most beautiful car ever made".
The model was made in three distinct versions which are now generally referred to as "Series 1", "Series 2" and "Series 3". A transitional series between Series 1 and Series 2 is known unofficially as "Series 1½".
In addition, several limited-edition variants were produced:
• The "'Lightweight' E-Type" which was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to produce 18 units but ultimately only a dozen were reportedly built. Of those, one is known to have been destroyed and two others have been converted to coupé form. These are exceedingly rare and sought after by collectors.
• The "Low Drag Coupé" was a one-off technical exercise which was ultimately sold to a Jaguar racing driver. It is presently believed to be part of the private collection of the current Viscount Cowdray.
Concept versions
E1A (1957)
After their success at LeMans 24 hr through the 1950s Jaguars defunct racing department were given the brief to use D-Type style construction to build a road going sports car, replacing the XK150.
It is suspected that the first prototype (E1A) was given the code based on: (E): The proposed production name E-Type (1): First Prototype (A): Aluminium construction (Production models used steel bodies)
The car featured a monocoque design, Jaguar's fully independent rear suspension and the well proved "XK" engine.
The car was used solely for factory testings and was never formally released to the public. The car was eventually scrapped by the factory
E2A (1960)
Jaguar's second E-Type concept was E2A which unlike E1A was constructed from a steel chassis and used a aluminium body. This car was completed as a race car as it was thought by Jaguar at the time it would provide a better testing ground.
E2A used a 3 litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24 hr the car was shipped to America to be used for racing by Jaguar privateer Briggs Cunningham.
In 1961 the car returned to Jaguar in England to be used as a testing mule.
Ownership of E2A passed to Roger Woodley (Jaguars customer competition car manager) who took possession on the basis the car not be used for racing. E2A had been scheduled to be scrapped.
Roger's wife Penny Griffiths owned E2A until 2008 when it was offered for sale at Bonham's Quail Auction. Sale price was US$4.5 million
Production versions
Series 1 (1961-1968)
Series I
• Production
2-door coupe
2-door convertible
96.0 in (2438 mm) (FHC / OTS)
105.0 in (2667 mm) (2+2) [5]
• Length
175.3125 in (4453 mm) (FHC / OTS)
184.4375 in (4685 mm) (2+2) [5]
• Width
65.25 in (1657 mm) (all) [5]
• Height
48.125 in (1222 mm) (FHC)
50.125 in (1273 mm) (2+2)
46.5 in (1181 mm) (OTS)[5]
2,900 lb (1,315 kg) (FHC)
2,770 lb (1,256 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
• Fuel capacity
63.64 L (16.8 US gal; 14.0 imp gal)[5]
The Series 1 was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961.[7] The cars at this time used the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S. The first 500 cars built had flat floors and external hood (bonnet) latches. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin hood latches moved to inside the car. The 3.8 litre engine was increased to 4.2 litres in October 1964.[7]
All E-Types featured independent coil spring rear suspension with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. Jaguar was one of the first auto manufacturers to equip cars with disc brakes as standard from the XK150 in 1958. The Series 1 can be recognised by glass covered headlights (up to 1967), small "mouth" opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the licence plate in the rear.
3.8 litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss 4-speed gearbox that lacks synchromesh for 1st gear ("Moss box"). 4.2 litre cars have more comfortable seats, improved brakes and electrical systems, and an all-synchromesh 4-speed gearbox. 4.2 litre cars also have a badge on the boot proclaiming "Jaguar 4.2 Litre E-Type" (3.8 cars have a simple "Jaguar" badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS.
An original E-Type hard top is very rare, and finding one intact with all the chrome, not to mention original paint in decent condition, is rather difficult. For those who want a hardtop and aren't fussy over whether or not it is an original from Jaguar, several third parties have recreated the hardtop to almost exact specifications. The cost ranges anywhere from double to triple the cost of a canvas/vinyl soft top.
A 2+2 version of the coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different with a more vertical windscreen. The roadster remained a strict two-seater.
There was a transitional series of cars built in 1967-68, unofficially called "Series 1½", which are externally similar to Series 1 cars. Due to American pressure the new features were open headlights, different switches, and some de-tuning (with a downgrade of twin Zenith-Stromberg carbs from the original triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans and adjustable seat backs. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style.
Less widely known, there was also right at the end of Series 1 production and prior to the transitional "Series 1½" referred to above, a very small number of Series 1 cars produced with open headlights.[8] These are sometimes referred to as "Series 1¼" cars.[9] Production dates on these machines vary but in right hand drive form production has been verified as late as March 1968.[10] It is thought that the low number of these cars produced relative to the other Series make them amongst the rarest of all production E Types.
An open 3.8 litre car, actually the first such production car to be completed, was tested by the British magazine The Motor in 1961 and had a top speed of 149.1 mph (240.0 km/h) and could accelerate from 0-60 mph (97 km/h) in 7.1 seconds. A fuel consumption of 21.3 miles per imperial gallon (13.3 L/100 km; 17.7 mpg-US) was recorded. The test car cost £2097 including taxes.[11]
Production numbers from Graham[12]:
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Series 2 (1969-1971)
Series II
• Production
2-door coupe
2-door convertible
3,018 lb (1,369 kg) (FHC)
2,750 lb (1,247 kg) (OTS)
3,090 lb (1,402 kg) (2+2) [6]
Open headlights without glass covers, a wrap-around rear bumper, re-positioned and larger front indicators and taillights below the bumpers, better cooling aided by an enlarged "mouth" and twin electric fans, and uprated brakes are hallmarks of Series 2 cars. De-tuned in US, but still with triple SUs in the UK, the engine is easily identified visually by the change from smooth polished cam covers to a more industrial 'ribbed' appearance. Late Series 1½ cars also had ribbed cam covers. The interior and dashboard were also redesigned, with rocker switches that met U.S health and safety regulations being substituted for toggle switches. The dashboard switches also lost their symmetrical layout. New seats were fitted, which purists claim lacked the style of the originals but were certainly more comfortable. Air conditioning and power steering were available as factory options.
Production according to Graham[12] is 13,490 of all types.
Series 2 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Official delivery numbers by market and year are listed in Porter[3] but no summary totals are given.
Series 3 (1971-1975)
Series III
• Production
1971–1975
2-door convertible
105 in (2667 mm) (both)[6]
• Length
184.4 in (4684 mm) (2+2)
184.5 in (4686 mm) (OTS)[6]
• Width
66.0 in (1676 mm) (2+2)
66.1 in (1679 mm) (OTS)[6]
• Height
48.9 in (1242 mm) (2+2)
48.1 in (1222 mm) (OTS)[6]
3,361 lb (1,525 kg) (2+2)
3,380 lb (1,533 kg) (OTS)[6]
• Fuel capacity
82 L (21.7 US gal; 18.0 imp gal)[14]
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes and standard power steering. The short wheelbase FHC body style was discontinued and the V12 was available only as a convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large cross-slatted front grille, flared wheel arches and a badge on the rear that proclaims it to be a V12. There were also a very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were featured in the initial sales literature. It is believed these are the rarest of all E-Types of any remaining.
In 2008 a British classic car enthusiast assembled what is surely the last ever E-Type from parts bought from the end-of-production surplus in 1974.[15]
Graham[12] lists production at 15,290.
Series 3 production numbers from xkedata.com[13]: [omitted -- Flickr doesn't allow tables]
Limited edtions
Two limited production E-Type variants were made as test beds, the Low Drag Coupe and Lightweight E-Type, both of which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the E-Type, Jaguar management wanted to investigate the possibility of building a car more in the spirit of the D-Type racer from which elements of the E-Type's styling and design were derived. One car was built to test the concept designed as a coupé as its monocoque design could only be made rigid enough for racing by using the "stressed skin" principle. Previous Jaguar racers were built as open-top cars because they were based on ladder frame designs with independent chassis and bodies. Unlike the steel production E-Types the LDC used lightweight aluminium. Sayer retained the original tub with lighter outer panels riveted and glued to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch welded shut. Rear brake cooling ducts appeared next to the rear windows,and the interior trim was discarded, with only insulation around the transmission tunnel. With the exception of the windscreen, all cockpit glass was plexi. A tuned version of Jaguar's 3.8 litre engine with a wide angle cylinder-head design tested on the D-Type racers was used. Air management became a major problem and, although much sexier looking and certainly faster than a production E-Type, the car was never competitive: the faster it went, the more it wanted to do what its design dictated: take off.
The one and only test bed car was completed in summer of 1962 but was sold a year later to Jaguar racing driver Dick Protheroe who raced it extensively and eventually sold it. Since then it has passed through the hands of several collectors on both sides of the Atlantic and now is believed to reside in the private collection of the current Viscount Cowdray.
Lightweight E-Type (1963-1964)
In some ways, this was an evolution of the Low Drag Coupé. It made extensive use of aluminium alloy in the body panels and other components. However, with at least one exception, it remained an open-top car in the spirit of the D-Type to which this car is a more direct successor than the production E-Type which is more of a GT than a sports car. The cars used a tuned version of the production 3.8 litre Jaguar engine with 300 bhp (224 kW) output rather than the 265 bhp (198 kW) produced by the "ordinary" version. At least one car is known to have been fitted with fuel-injection.
The cars were entered in various races but, unlike the C-Type and D-Type racing cars, they did not win at Le Mans or Sebring.
Motor Sport
Bob Jane won the 1963 Australian GT Championship at the wheel of an E-Type.
The Jaguar E-Type was very successful in SCCA Production sports car racing with Group44 and Bob Tullius taking the B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland Ohio campaigned a 4.2 L 6 cylinder FHC racer in SCCA production series and in 1980, won the National Championship in the SCCA C-Production Class defeating a fully funded factory Nissan Z-car team with Paul Newman.
See also
• Jaguar XK150 - predecessor to the E-Type
• Jaguar XJS - successor to the E-Type
• Jaguar XK8 - The E-Type's current and spiritual successor
• Guyson E12 - a rebodied series III built by William Towns
References
• ^ Loughborough graduate and designer of E Type Jaguar honoured
• ^ a b cPorter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
• ^ a b"'69 Series 2 Jaguar E Types", Autocar, October 24, 1968
• ^ a b c d eThe Complete Official Jaguar "E". Cambridge: Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
• ^ a b c d e f g"Jaguar E-Type Specifications". http://www.web-cars.com/e-type/specifications.php. Retrieved 29 August 2009.
• ^ a b"Buying secondhand E-type Jaguar". Autocar 141 (nbr4042): pages 50–52. 6 April 1974.
• ^ See Jaguar Clubs of North America concourse information at: [1] and more specifically the actual Series 1½ concourse guide at [2]
• ^ Ibid.
• ^ Compare right hand drive VIN numbers given in JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the XKEdata database at [3]
• ^"The Jaguar E-type". The Motor. March 22, 1961.
• ^ a b cRobson, Graham (2006). A–Z British Cars 1945–1980. Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
• ^ a b chttp://www.xkedata.com/stats/. http://www.xkedata.com/stats/. Retrieved 29 August 2009.
• ^Daily Express Motor Show Review 1975 Cars: Page 24 (Jaguar E V12). October 1974.
• ^ jalopnik.com/5101872/british-man-cobbles-together-last-ja...
A dirty bunny with a bow-tie sits quietly on a log in trance, completely ignoring the humans around him. People who walked by gave a curious glance but were all too WTFed-up to stand around to admire.
Much of American artist Marnie Weber (b. 1959)’s work revokes around a recurring cast of characters. Inspired by American Wsterns and Surrealism, her work is defined by a unique style of poetic narrative, which combines fantasy, animal costumes, and pastoral scenes.
This particular mixed media installation, titled ‘Log Lady & Dirty Bunny,’ was originally exhibited in 2009 for Weber’s first exhibition ‘The Truth Speakers, Sea of Silence’ with Simon Lee Gallery in London. The installation was intended to establish te relationships between the characters in the film ‘The Sea of Silence,’ which was the central focus of that show.
Marnie Weber
Log Lady & Dirty Bunny, 2009
# Marnie Weber
b. 1959
1981 B.A. University of California, Los Angeles, CA
1977-79 University of Southern California, Los Angeles, CA
Lives and works in Los Angeles, CA
en.wikipedia.org/wiki/Marnie_Weber
# Simon Lee Gallery
304, 3/F The Pedder Building, 12 Pedder Street
Hong Kong, Central
China
12 Berkeley Street
London W1J 8DT
United Kingdom
# SML Data
+ Date: 2013-05-23T17:11:54+0800
+ Dimensions: 5472 x 3648
+ Exposure: 1/40 sec at f/8.0
+ Focal Length: 17 mm
+ ISO: 800
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40 f/4L USM
+ GPS: 22°16'59" N 114°10'22" E
+ Location: 香港會議展覽中心 Hong Kong Convention and Exhibition Centre (HKCEC)
+ Workflow: Lightroom 4
+ Serial: SML.20130523.6D.14087
+ Series: 新聞攝影 Photojournalism, SML Fine Art, Art Basel Hong Kong 2013
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“Installation by Marnie Weber: Log Lady & Dirty Bunny, 2009 (Mixed Media)” / Simon Lee Gallery / Art Basel Hong Kong 2013 / SML.20130523.6D.14087
/ #Photojournalism #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLFineArt #Crazyisgood #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #Art #FineArt #ArtBasel #ABHK #MarnieWeber #SimonLeeGallery #US #LA #WTF #LOL
When I posted artworks by Yoshitomo Nara and Yayoi Kusama on Facebook, artist Claudia Schwalb commented that she prefer works by Murakami, and we had an interesting discussion of whether or not it is fair to compare them to one with another.
Japanese contemporary artists are interesting as they often blur the lines between “fine” vs “commercial” or what is unfortunately coined as “high” vs “low”. The visual language which these artists employ are used by illustrators and designers alike, but the medium they choose is one which roots from more academic roots.
What is pop anyway? What is fine? What is high? What is low? I think that in the end none of that matters—what matters is that you respond to the works. Certainly we need no “academic eye” to evaluate our taste, do we?
Takashi Murakami
Pom & Me: On the Red Mound of the Dead
2013
Acrylic on canvas mounted on board
39 3/8 x 39 3/8 inches
100 x 100 cm
# Takashi Murakami (b. 1962 Japan)
Takashi Murakami (村上隆 Murakami Takashi, born in Tokyo on February 1 1962) is an internationally prolific contemporary Japanese artist. He works in fine arts media—such as painting and sculpture—as well as what is conventionally considered commercial media —fashion, merchandise, and animation— and is known for blurring the line between high and low arts.
He coined the term superflat, which describes both the aesthetic characteristics of the Japanese artistic tradition and the nature of post-war Japanese culture and society. Superflat is also used as a moniker to describe Murakami’s own artistic style and that of other Japanese artists he has influenced.
Murakami is the founder and President of Kaikai Kiki Co., Ltd., through which he manages the careers of several younger artists and organizes the biannual art fair GEISAI.
en.wikipedia.org/wiki/Takashi_Murakami
# Blum & Poe
2727 S. La Cienega Boulevard
Los Angeles, CA 90034
USA
# SML Data
+ Date: 2013-05-23T16:18:57+0800
+ Dimensions: 2650 x 2650
+ Exposure: 1/40 sec at f/8.0
+ Focal Length: 325 mm
+ ISO: 200
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40 f/4L USM
+ GPS: 22°16'59" N 114°10'22" E
+ Location: 香港會議展覽中心 Hong Kong Convention and Exhibition Centre (HKCEC)
+ Workflow: Lightroom 4
+ Serial: SML.20130523.6D.13924.SQ
+ Series: 新聞攝影 Photojournalism, SML Fine Art, Art Basel Hong Kong 2013
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“Painting by Takashi Murakami 村上隆: Pom & Me: On the Red Mound of the Dead, 2013 (Acrylic on canvas mounted on board)” / Blum & Poe / Art Basel Hong Kong 2013 / SML.20130523.6D.13924.SQ
/ #Photojournalism #CreativeCommons #Crazyisgood #CCBY #SMLPhotography #SMLUniverse #SMLFineArt #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #Art #FineArt #ArtBasel #ABHK #TakashiMurakami #村上隆 #blumandpoe #Japan #popart #pop
Quoting Smithsonian National Air and Space Museum | Hiller YROE-1 Rotorcycle:
In 1953, Hiller Helicopters developed the Rotorcycle to meet a U. S. Marine Corps requirement for a single-person collapsible helicopter that could support special operations missions or be air-dropped to pilots trapped behind enemy lines. Hiller built the prototype, and the British firm, Saunders-Roe built ten production models, including the five YROE-1s requested by the Marine Corps, including this one. The first flight of a Rotorcycle occurred in 1956.
The Rotorcycle was so stable a non-pilot could fly it after only eight hours of instruction. However, The Marine Corps did not accept the YROE-1 for military service because of its slow speed of 84 kph (52 mph), its minimal range of 64 km (40 miles), its vulnerability to small-arms fire and the lack of visual references on the structure, which could cause the pilot to experience spatial disorientation at all but very low altitudes.
Transferred from the United States Navy.
Rotor Diameter:5.64 m (18 ft 6 in)
Length:3.81 m (12 ft 6 in)
Height:2.29 m (7 ft 6 in)
Weight:Empty, 140 kg (309 lb)
Gross, 255 kg (562 lb)
Engine:Nelson YO-65-2 four-cylinder, two-cycle engine, 43 hp
Manufacturer:Saunders-Roe for Hiller Helicopters, United Kingdom, 1961
Manufacturer:
United Helicopters Incorporated
Country of Origin:
United States of America
Dimensions:
Rotor diameter 18 feet 6 inches, height 7 feet, length 16 feet 6 inches, width 8 feet 9 inches.
• • • • •
Quoting Smithsonian National Air and Space Museum | P-V Engineering Forum PV-2:
When Igor Sikorsky began to publicly demonstrate his VS-300 helicopter in 1941, he called it the automobile of the future. This idea quickly captured the public imagination and enthusiastic helicopter designers stepped forward to produce the next aerial version of the Model T. On April 11, 1943, Frank Piasecki became the second American to successfully fly a helicopter of his own design, the Piasecki-Venzie PV-2. He built it with far fewer resources than Sikorsky had available to construct the VS-300, yet the PV-2 flew with an unprecedented smoothness and stability. Ironically, Frank Piasecki intended his first helicopter design to be the forerunner of a revolution in personal transportation, but his company actually evolved into one of the foremost manufacturers of large cargo helicopters sold primarily to the military.
Gift of Frank Piasecki
Manufacturer:
Piasecki Helicopter Corporation
Country of Origin:
United States of America
Dimensions:
Rotor Diameter: 7.7 m each (25 ft 2 in)
Length: 7.7 m (25 ft 5.25 in)
Height: 2.36 m (7 ft 9 in)
Weights: Empty, 327 kg (720 lb)
Gross, 454 kg (1,000 lb)
• • • • •
Quoting Smithsonian National Air and Space Museum | Hiller Model 1031-A-1 Flying Platform:
In the mid-1950s, Hiller constructed a series of innovative Flying Platforms for an Army-Navy program as a one-man flying vehicle that the pilot could control with minimal training. The pilot simply leaned in the desired direction and the platform would follow. The platforms, which utilized the aerodynamic advantages of the ducted fan, were incapable of tumbling, because if the pilot leaned over too far, the platform would pitch up and slow down.
The 1031-A-1 is the second of the Flying Platform prototypes and was the first to operate out of ground effect (aerodynamic cushion caused by thrust hitting the ground). The Army contracted for a larger, improved model - the VZ-1 - but the extra engines required for redundancy if the primary failed made the platform so heavy that it was impossible for the pilot to control the craft kinesthetically (by leaning), defeating the purpose of the design.
Transferred from the United States Department of the Army and the United States Department of the Navy.
Fan Diameter (x2):2.13 m (7 ft) each
Platform Diameter:2.54 m (8 ft 4 in)
Height: 2.13 m (7 ft)
Weight:Empty, 168 kg (370 lb)
Gross, 252 kg (555 lb)
Engine:2 x Nelson H-59 two-cycle engines, 40 hp each
Top Speed:26 km/h (16 mph)
Manufacturer:Hiller Aircraft, Palo Alto, Ca.,1957
Country of Origin:
United States of America
Dimensions:
Rotor Diameter: 2.1 m (7 ft) each
Platform Diameter: 2.5 m (8 ft 4 in)
Height: 2.1 m (7 ft)
Weights:
Empty, 167.8 kg (370 lb)
Gross, 251.7 kg (555 lb)
Materials:
Duct is fiberglass; rotor blades, operator platform, and guide vanes are made from aluminum sheet. Operator platform railing is made of aluminum tubing.
Physical Description:
One-man, twin-engine, flying platform with two counter-rotating rotors turning on vertical axis inside ducted fan.
• • • • •
Quoting Smithsonian National Air and Space Museum | Hiller XH-44 Hiller-Copter:
In 1944, at the age of 19, Stanley Hiller, Jr. designed, built, and test flew the first helicopter with coaxial rotors to fly successfully in the United States. The XH-44 was also the first helicopter to fly successfully with all-metal blades and a rigid rotor. Hiller used the counter-rotating coaxial configuration to distinguish his designs from Sikorsky's single main rotor designs that dominated the helicopter industry in the mid-1940s.
The first tie-down tests of the XH-44 took place on his parents' driveway and the initial flight tests occurred at the University of California at Berkeley's football stadium, where Hiller was a student. He initially tested the XH-44 with amphibious floats in his family's swimming pool. Up-scaled coaxial Hiller designs failed to sell, but his company prospered with the introduction of the popular UH-12 single rotor model.
Gift of the Hiller Aircraft Company.
Manufacturer:
United Helicopters Incorporated
Date:
1943-1945
Country of Origin:
United States of America
Dimensions:
Rotor Dia:7.6m(15ft); Fuselage Length:4.1m(13ft4in);
Height:2.7m(9ft); Weight Empty: 564kg(1,244lb)
Materials:
Steel tube and fabric fuselage; 2 2-blade metal rotors
Interestingly, both of the Boston area Banksy pieces are on Essex St:
• F̶O̶L̶L̶O̶W̶ ̶Y̶O̶U̶R̶ ̶D̶R̶E̶A̶M̶S̶ CANCELLED (aka chimney sweep) in Chinatown, Boston
• NO LOITRIN in Central Square, Cambridge.
Does that mean anything? It looks like he favors Essex named streets & roads when he can. In 2008, he did another notable Essex work in London, for example, and posters on the Banksy Forums picked up & discussed on the Essex link as well.
Is there an Essex Street in any of the other nearby towns? It looks like there are several: Brookline, Charlestown, Chelsea, Gloucester, Haverhill, Lawrence, Lynn, Medford, Melrose, Quincy, Revere, Salem, Saugus, Somerville, Swampscott, and Waltham. Most of these seem improbable to me, other than maybe Brookline, or maybe Somerville or Charlestown. But they start getting pretty suburban after that.
But, again, why "Essex"? In a comment on this photo, Birbeck helps clarify:
I can only surmise that he's having a 'dig' at Essex UK, especially with the misspelling of 'Loitering'. Here, the general view of the urban districts in Essex: working class but with right wing views; that they're not the most intellectual bunch; rather obsessed with fashion (well, their idea of it); their place of worship is the shopping mall; enjoy rowdy nights out; girls are thought of as being dumb, fake blonde hair/tans and promiscuous; and guys are good at the 'chit chat', and swagger around showing off their dosh (money).
It was also the region that once had Europe's largest Ford motor factory. In its heyday, 1 in 3 British cars were made in Dagenham, Essex. Pay was good for such unskilled labour, generations worked mind-numbing routines on assembly lines for 80 years. In 2002 the recession ended the dream.
• • • • •
This photo appeared on the Banksy forums.
• • • • •
From Wikipedia, the free encyclopedia
Banksy
• Birth name
Unknown
• Born
1974 or 1975 (1974 or 1975), Bristol, UK[1]
• Nationality
• Field
• Movement
Anti-Totalitarianism
Anti-War
• Works
Naked Man Image
One Nation Under CCTV
Anarchist Rat
Ozone's Angel
Pulp Fiction
Banksy is a pseudonymous[2][3][4] British graffiti artist. He is believed to be a native of Yate, South Gloucestershire, near Bristol[2] and to have been born in 1974,[5] but his identity is unknown.[6] According to Tristan Manco[who?], Banksy "was born in 1974 and raised in Bristol, England. The son of a photocopier technician, he trained as a butcher but became involved in graffiti during the great Bristol aerosol boom of the late 1980s."[7] His artworks are often satirical pieces of art on topics such as politics, culture, and ethics. His street art, which combines graffiti writing with a distinctive stencilling technique, is similar to Blek le Rat, who began to work with stencils in 1981 in Paris and members of the anarcho-punk band Crass who maintained a graffiti stencil campaign on the London Tube System in the late 1970s and early 1980s. His art has appeared in cities around the world.[8] Banksy's work was born out of the Bristol underground scene which involved collaborations between artists and musicians.
Banksy does not sell photos of street graffiti.[9] Art auctioneers have been known to attempt to sell his street art on location and leave the problem of its removal in the hands of the winning bidder.[10]
Banksy's first film, Exit Through The Gift Shop, billed as "the world's first street art disaster movie", made its debut at the 2010 Sundance Film Festival.[11] The film was released in the UK on March 5.[12]
Contents
• 1 Career
•• 1.1 2000
•• 1.2 2002
•• 1.3 2003
•• 1.4 2004
•• 1.5 2005
•• 1.6 2006
•• 1.7 2007
•• 1.8 2008
•• 1.9 2009
•• 1.10 2010
Career
Banksy started as a freehand graffiti artist 1992–1994[14] as one of Bristol's DryBreadZ Crew (DBZ), with Kato and Tes.[15] He was inspired by local artists and his work was part of the larger Bristol underground scene. From the start he used stencils as elements of his freehand pieces, too.[14] By 2000 he had turned to the art of stencilling after realising how much less time it took to complete a piece. He claims he changed to stencilling whilst he was hiding from the police under a train carriage, when he noticed the stencilled serial number[16] and by employing this technique, he soon became more widely noticed for his art around Bristol and London.[16]
Stencil on the waterline of The Thekla, an entertainment boat in central Bristol - (wider view). The image of Death is based on a 19th century etching illustrating the pestilence of The Great Stink.[17]
Banksy's stencils feature striking and humorous images occasionally combined with slogans. The message is usually anti-war, anti-capitalist or anti-establishment. Subjects often include rats, monkeys, policemen, soldiers, children, and the elderly.
In late 2001, on a trip to Sydney and Melbourne, Australia, he met up with the Gen-X pastellist, visual activist, and recluse James DeWeaver in Byron Bay[clarification needed], where he stencilled a parachuting rat with a clothes peg on its nose above a toilet at the Arts Factory Lodge. This stencil can no longer be located. He also makes stickers (the Neighbourhood Watch subvert) and sculpture (the murdered phone-box), and was responsible for the cover art of Blur's 2003 album Think Tank.
2000
The album cover for Monk & Canatella's Do Community Service was conceived and illustrated by Banksy, based on his contribution to the "Walls on fire" event in Bristol 1998.[18][citation needed]
2002
On 19 July 2002, Banksy's first Los Angeles exhibition debuted at 33 1/3 Gallery, a small Silverlake venue owned by Frank Sosa. The exhibition, entitled Existencilism, was curated by 33 1/3 Gallery, Malathion, Funk Lazy Promotions, and B+.[19]
2003
In 2003 in an exhibition called Turf War, held in a warehouse, Banksy painted on animals. Although the RSPCA declared the conditions suitable, an animal rights activist chained herself to the railings in protest.[20] He later moved on to producing subverted paintings; one example is Monet's Water Lily Pond, adapted to include urban detritus such as litter and a shopping trolley floating in its reflective waters; another is Edward Hopper's Nighthawks, redrawn to show that the characters are looking at a British football hooligan, dressed only in his Union Flag underpants, who has just thrown an object through the glass window of the cafe. These oil paintings were shown at a twelve-day exhibition in Westbourne Grove, London in 2005.[21]
2004
In August 2004, Banksy produced a quantity of spoof British £10 notes substituting the picture of the Queen's head with Princess Diana's head and changing the text "Bank of England" to "Banksy of England." Someone threw a large wad of these into a crowd at Notting Hill Carnival that year, which some recipients then tried to spend in local shops. These notes were also given with invitations to a Santa's Ghetto exhibition by Pictures on Walls. The individual notes have since been selling on eBay for about £200 each. A wad of the notes were also thrown over a fence and into the crowd near the NME signing tent at The Reading Festival. A limited run of 50 signed posters containing ten uncut notes were also produced and sold by Pictures on Walls for £100 each to commemorate the death of Princess Diana. One of these sold in October 2007 at Bonhams auction house in London for £24,000.
2005
In August 2005, Banksy, on a trip to the Palestinian territories, created nine images on Israel's highly controversial West Bank barrier. He reportedly said "The Israeli government is building a wall surrounding the occupied Palestinian territories. It stands three times the height of the Berlin Wall and will eventually run for over 700km—the distance from London to Zurich. "[22]
2006
• Banksy held an exhibition called Barely Legal, billed as a "three day vandalised warehouse extravaganza" in Los Angeles, on the weekend of 16 September. The exhibition featured a live "elephant in a room", painted in a pink and gold floral wallpaper pattern.[23]
• After Christina Aguilera bought an original of Queen Victoria as a lesbian and two prints for £25,000,[24] on 19 October 2006 a set of Kate Moss paintings sold in Sotheby's London for £50,400, setting an auction record for Banksy's work. The six silk-screen prints, featuring the model painted in the style of Andy Warhol's Marilyn Monroe pictures, sold for five times their estimated value. His stencil of a green Mona Lisa with real paint dripping from her eyes sold for £57,600 at the same auction.[25]
• In December, journalist Max Foster coined the phrase, "the Banksy Effect", to illustrate how interest in other street artists was growing on the back of Banksy's success.[26]
2007
• On 21 February 2007, Sotheby's auction house in London auctioned three works, reaching the highest ever price for a Banksy work at auction: over £102,000 for his Bombing Middle England. Two of his other graffiti works, Balloon Girl and Bomb Hugger, sold for £37,200 and £31,200 respectively, which were well above their estimated prices.[27] The following day's auction saw a further three Banksy works reach soaring prices: Ballerina With Action Man Parts reached £96,000; Glory sold for £72,000; Untitled (2004) sold for £33,600; all significantly above estimated values.[28] To coincide with the second day of auctions, Banksy updated his website with a new image of an auction house scene showing people bidding on a picture that said, "I Can't Believe You Morons Actually Buy This Shit."[6]
• In February 2007, the owners of a house with a Banksy mural on the side in Bristol decided to sell the house through Red Propeller art gallery after offers fell through because the prospective buyers wanted to remove the mural. It is listed as a mural which comes with a house attached.[29]
• In April 2007, Transport for London painted over Banksy's iconic image of a scene from Quentin Tarantino's Pulp Fiction, with Samuel L. Jackson and John Travolta clutching bananas instead of guns. Although the image was very popular, Transport for London claimed that the "graffiti" created "a general atmosphere of neglect and social decay which in turn encourages crime" and their staff are "professional cleaners not professional art critics".[30] Banksy tagged the same site again (pictured at right). This time the actors were portrayed as holding real guns instead of bananas, but they were adorned with banana costumes. Banksy made a tribute art piece over this second Pulp Fiction piece. The tribute was for 19-year-old British graffiti artist Ozone, who was hit by an underground train in Barking, East London, along with fellow artist Wants, on 12 January 2007.[31] The piece was of an angel wearing a bullet-proof vest, holding a skull. He also wrote a note on his website, saying:
The last time I hit this spot I painted a crap picture of two men in banana costumes waving hand guns. A few weeks later a writer called Ozone completely dogged it and then wrote 'If it's better next time I'll leave it' in the bottom corner. When we lost Ozone we lost a fearless graffiti writer and as it turns out a pretty perceptive art critic. Ozone - rest in peace.[citation needed]
Ozone's Angel
• On 27 April 2007, a new record high for the sale of Banksy's work was set with the auction of the work Space Girl & Bird fetching £288,000 (US$576,000), around 20 times the estimate at Bonhams of London.[32]
• On 21 May 2007 Banksy gained the award for Art's Greatest living Briton. Banksy, as expected, did not turn up to collect his award, and continued with his notoriously anonymous status.
• On 4 June 2007, it was reported that Banksy's The Drinker had been stolen.[33][34]
• In October 2007, most of his works offered for sale at Bonhams auction house in London sold for more than twice their reserve price.[35]
• Banksy has published a "manifesto" on his website.[36] The text of the manifesto is credited as the diary entry of one Lieutenant Colonel Mervin Willett Gonin, DSO, which is exhibited in the Imperial War Museum. It describes how a shipment of lipstick to the Bergen-Belsen concentration camp immediately after its liberation at the end of World War II helped the internees regain their humanity. However, as of 18 January 2008, Banksy's Manifesto has been substituted with Graffiti Heroes #03 that describes Peter Chappell's graffiti quest of the 1970s that worked to free George Davis of his imprisonment.[37] By 12 August 2009 he was relying on Emo Phillips' "When I was a kid I used to pray every night for a new bicycle. Then I realised God doesn’t work that way, so I stole one and prayed for forgiveness."
• A small number of Banksy's works can be seen in the movie Children of Men, including a stenciled image of two policemen kissing and another stencil of a child looking down a shop.
• In the 2007 film Shoot 'Em Up starring Clive Owen, Banksy's tag can be seen on a dumpster in the film's credits.
• Banksy, who deals mostly with Lazarides Gallery in London, claims that the exhibition at Vanina Holasek Gallery in New York (his first major exhibition in that city) is unauthorised. The exhibition featured 62 of his paintings and prints.[38]
2008
• In March, a stencilled graffiti work appeared on Thames Water tower in the middle of the Holland Park roundabout, and it was widely attributed to Banksy. It was of a child painting the tag "Take this Society" in bright orange. London Borough of Hammersmith and Fulham spokesman, Councillor Greg Smith branded the art as vandalism, and ordered its immediate removal, which was carried out by H&F council workmen within three days.[39]
• Over the weekend 3–5 May in London, Banksy hosted an exhibition called The Cans Festival. It was situated on Leake Street, a road tunnel formerly used by Eurostar underneath London Waterloo station. Graffiti artists with stencils were invited to join in and paint their own artwork, as long as it didn't cover anyone else's.[40] Artists included Blek le Rat, Broken Crow, C215, Cartrain, Dolk, Dotmasters, J.Glover, Eine, Eelus, Hero, Pure evil, Jef Aérosol, Mr Brainwash, Tom Civil and Roadsworth.[citation needed]
• In late August 2008, marking the third anniversary of Hurricane Katrina and the associated levee failure disaster, Banksy produced a series of works in New Orleans, Louisiana, mostly on buildings derelict since the disaster.[41]
• A stencil painting attributed to Banksy appeared at a vacant petrol station in the Ensley neighbourhood of Birmingham, Alabama on 29 August as Hurricane Gustav approached the New Orleans area. The painting depicting a hooded member of the Ku Klux Klan hanging from a noose was quickly covered with black spray paint and later removed altogether.[42]
• His first official exhibition in New York, the "Village Pet Store And Charcoal Grill," opened 5 October 2008. The animatronic pets in the store window include a mother hen watching over her baby Chicken McNuggets as they peck at a barbecue sauce packet, and a rabbit putting makeup on in a mirror.[43]
• The Westminster City Council stated in October 2008 that the work "One Nation Under CCTV", painted in April 2008 will be painted over as it is graffiti. The council says it will remove any graffiti, regardless of the reputation of its creator, and specifically stated that Banksy "has no more right to paint graffiti than a child". Robert Davis, the chairman of the council planning committee told The Times newspaper: "If we condone this then we might as well say that any kid with a spray can is producing art". [44] The work was painted over in April 2009.
• In December 2008, The Little Diver, a Banksy image of a diver in a duffle coat in Melbourne Australia was vandalised. The image was protected by a sheet of clear perspex, however silver paint was poured behind the protective sheet and later tagged with the words "Banksy woz ere". The image was almost completely destroyed.[45].
2009
• May 2009, parts company with agent Steve Lazarides. Announces Pest Control [46] the handling service who act on his behalf will be the only point of sale for new works.
• On 13 June 2009, the Banksy UK Summer show opened at Bristol City Museum and Art Gallery, featuring more than 100 works of art, including animatronics and installations; it is his largest exhibition yet, featuring 78 new works.[47][48] Reaction to the show was positive, with over 8,500 visitors to the show on the first weekend.[49] Over the course of the twelve weeks, the exhibition has been visited over 300,000 times.[50]
• In September 2009, a Banksy work parodying the Royal Family was partially destroyed by Hackney Council after they served an enforcement notice for graffiti removal to the former address of the property owner. The mural had been commissioned for the 2003 Blur single "Crazy Beat" and the property owner, who had allowed the piece to be painted, was reported to have been in tears when she saw it was being painted over.[51]
• In December 2009, Banksy marked the end of the 2009 United Nations Climate Change Conference by painting four murals on global warming. One included "I don't believe in global warming" which was submerged in water.[52]
2010
• The world premiere of the film Exit Through the Gift Shop occurred at the Sundance Film Festival in Park City, Utah, on 24 January. He created 10 street pieces around Park City and Salt Lake City to tie in with the screening.[53]
• In February, The Whitehouse public house in Liverpool, England, is sold for £114,000 at auction.[54] The side of the building has an image of a giant rat by Banksy.[55]
• In April 2010, Melbourne City Council in Australia reported that they had inadvertently ordered private contractors to paint over the last remaining Banksy art in the city. The image was of a rat descending in a parachute adorning the wall of an old council building behind the Forum Theatre. In 2008 Vandals had poured paint over a stencil of an old-fashioned diver wearing a trenchcoat. A council spokeswoman has said they would now rush through retrospective permits to protect other “famous or significant artworks” in the city.[56]
• In April 2010 to coincide with the premier of Exit through the Gift Shop in San Francisco, 5 of his pieces appeared in various parts of the city.[57] Banksy reportedly paid a Chinatown building owner $50 for the use of their wall for one of his stencils.[58]
• In May 2010 to coincide with the release of "Exit Through the Gift Shop" in Chicago, one piece appeared in the city.
Notable art pieces
In addition to his artwork, Banksy has claimed responsibility for a number of high profile art pieces, including the following:
• At London Zoo, he climbed into the penguin enclosure and painted "We're bored of fish" in seven foot high letters.[59]
• At Bristol Zoo, he left the message 'I want out. This place is too cold. Keeper smells. Boring, boring, boring.' in the elephant enclosure.[60]
• In March 2005, he placed subverted artworks in the Museum of Modern Art, Metropolitan Museum of Art, the Brooklyn Museum, and the American Museum of Natural History in New York.[61]
• He put up a subverted painting in London's Tate Britain gallery.
• In May 2005 Banksy's version of a primitive cave painting depicting a human figure hunting wildlife whilst pushing a shopping trolley was hung in gallery 49 of the British Museum, London. Upon discovery, they added it to their permanent collection.[62]
Near Bethlehem - 2005
• Banksy has sprayed "This is not a photo opportunity" on certain photograph spots.
• In August 2005, Banksy painted nine images on the Israeli West Bank barrier, including an image of a ladder going up and over the wall and an image of children digging a hole through the wall.[22][63][64][65]
See also: Other Banksy works on the Israeli West Bank barrier
• In April 2006, Banksy created a sculpture based on a crumpled red phone box with a pickaxe in its side, apparently bleeding, and placed it in a street in Soho, London. It was later removed by Westminster Council. BT released a press release, which said: "This is a stunning visual comment on BT's transformation from an old-fashioned telecommunications company into a modern communications services provider."[66]
• In June 2006, Banksy created an image of a naked man hanging out of a bedroom window on a wall visible from Park Street in central Bristol. The image sparked some controversy, with the Bristol City Council leaving it up to the public to decide whether it should stay or go.[67] After an internet discussion in which 97% (all but 6 people) supported the stencil, the city council decided it would be left on the building.[67] The mural was later defaced with paint.[67]
• In August/September 2006, Banksy replaced up to 500 copies of Paris Hilton's debut CD, Paris, in 48 different UK record stores with his own cover art and remixes by Danger Mouse. Music tracks were given titles such as "Why am I Famous?", "What Have I Done?" and "What Am I For?". Several copies of the CD were purchased by the public before stores were able to remove them, some going on to be sold for as much as £750 on online auction websites such as eBay. The cover art depicted Paris Hilton digitally altered to appear topless. Other pictures feature her with a dog's head replacing her own, and one of her stepping out of a luxury car, edited to include a group of homeless people, which included the caption "90% of success is just showing up".[68][69][70]
• In September 2006, Banksy dressed an inflatable doll in the manner of a Guantanamo Bay detainment camp prisoner (orange jumpsuit, black hood, and handcuffs) and then placed the figure within the Big Thunder Mountain Railroad ride at the Disneyland theme park in Anaheim, California.[71][72]
Technique
Asked about his technique, Banksy said:
“I use whatever it takes. Sometimes that just means drawing a moustache on a girl's face on some billboard, sometimes that means sweating for days over an intricate drawing. Efficiency is the key.[73]”
Stencils are traditionally hand drawn or printed onto sheets of acetate or card, before being cut out by hand. Because of the secretive nature of Banksy's work and identity, it is uncertain what techniques he uses to generate the images in his stencils, though it is assumed he uses computers for some images due to the photocopy nature of much of his work.
He mentions in his book, Wall and Piece, that as he was starting to do graffiti, he was always too slow and was either caught or could never finish the art in the one sitting. So he devised a series of intricate stencils to minimise time and overlapping of the colour.
Identity
Banksy's real name has been widely reported to be Robert or Robin Banks.[74][75][76] His year of birth has been given as 1974.[62]
Simon Hattenstone from Guardian Unlimited is one of the very few people to have interviewed him face-to-face. Hattenstone describes him as "a cross of Jimmy Nail and British rapper Mike Skinner" and "a 28 year old male who showed up wearing jeans and a t-shirt with a silver tooth, silver chain, and one silver earring".[77] In the same interview, Banksy revealed that his parents think their son is a painter and decorator.[77]
In May 2007, an extensive article written by Lauren Collins of the New Yorker re-opened the Banksy-identity controversy citing a 2004 photograph of the artist that was taken in Jamaica during the Two-Culture Clash project and later published in the Evening Standard in 2004.[6]
In October 2007, a story on the BBC website featured a photo allegedly taken by a passer-by in Bethnal Green, London, purporting to show Banksy at work with an assistant, scaffolding and a truck. The story confirms that Tower Hamlets Council in London has decided to treat all Banksy works as vandalism and remove them.[78]
In July 2008, it was claimed by The Mail on Sunday that Banksy's real name is Robin Gunningham.[3][79] His agent has refused to confirm or deny these reports.
In May 2009, the Mail on Sunday once again speculated about Gunningham being Banksy after a "self-portrait" of a rat holding a sign with the word "Gunningham" shot on it was photographed in East London.[80] This "new Banksy rat" story was also picked up by The Times[81] and the Evening Standard.
Banksy, himself, states on his website:
“I am unable to comment on who may or may not be Banksy, but anyone described as being 'good at drawing' doesn't sound like Banksy to me.[82]”
Controversy
In 2004, Banksy walked into the Louvre in Paris and hung on a wall a picture he had painted resembling the Mona Lisa but with a yellow smiley face. Though the painting was hurriedly removed by the museum staff, it and its counterpart, temporarily on unknown display at the Tate Britain, were described by Banksy as "shortcuts". He is quoted as saying:
“To actually [have to] go through the process of having a painting selected must be quite boring. It's a lot more fun to go and put your own one up.[83]”
Peter Gibson, a spokesperson for Keep Britain Tidy, asserts that Banksy's work is simple vandalism,[84] and Diane Shakespeare, an official for the same organization, was quoted as saying: "We are concerned that Banksy's street art glorifies what is essentially vandalism".[6]
In June 2007 Banksy created a circle of plastic portable toilets, said to resemble Stonehenge at the Glastonbury Festival. As this was in the same field as the "sacred circle" it was felt by many to be inappropriate and his installation was itself vandalized before the festival even opened. However, the intention had always been for people to climb on and interact with it.[citation needed] The installation was nicknamed "Portaloo Sunset" and "Bog Henge" by Festival goers. Michael Eavis admitted he wasn't fond of it, and the portaloos were removed before the 2008 festival.
In 2010, an artistic feud developed between Banksy and his rival King Robbo after Banksy painted over a 24-year old Robbo piece on the banks of London's Regent Canal. In retaliation several Banksy pieces in London have been painted over by 'Team Robbo'.[85][86]
Also in 2010, government workers accidentally painted over a Banksy art piece, a famed "parachuting-rat" stencil, in Australia's Melbourne CBD. [87]
Bibliography
Banksy has self-published several books that contain photographs of his work in various countries as well as some of his canvas work and exhibitions, accompanied by his own writings:
• Banksy, Banging Your Head Against A Brick Wall (2001) ISBN 978-0-95417040-0
• Banksy, Existencilism (2002) ISBN 978-0-95417041-7
• Banksy, Cut it Out (2004) ISBN 978-0-95449600-5
• Banksy, Wall and Piece (2005) ISBN 978-1-84413786-2
• Banksy, Pictures of Walls (2005) ISBN 978-0-95519460-3
Random House published Wall and Piece in 2005. It contains a combination of images from his three previous books, as well as some new material.[16]
Two books authored by others on his work were published in 2006 & 2007:
• Martin Bull, Banksy Locations and Tours: A Collection of Graffiti Locations and Photographs in London (2006 - with new editions in 2007 and 2008) ISBN 978-0-95547120-9.
• Steve Wright, Banksy's Bristol: Home Sweet Home (2007) ISBN 978-1906477004
External links
Quoting Smithsonian National Air and Space Museum | Lockheed P-38J-10-LO Lightning :
In the P-38 Lockheed engineer Clarence "Kelly" Johnson and his team of designers created one of the most successful twin-engine fighters ever flown by any nation. From 1942 to 1945, U. S. Army Air Forces pilots flew P-38s over Europe, the Mediterranean, and the Pacific, and from the frozen Aleutian Islands to the sun-baked deserts of North Africa. Lightning pilots in the Pacific theater downed more Japanese aircraft than pilots flying any other Allied warplane.
Maj. Richard I. Bong, America's leading fighter ace, flew this P-38J-10-LO on April 16, 1945, at Wright Field, Ohio, to evaluate an experimental method of interconnecting the movement of the throttle and propeller control levers. However, his right engine exploded in flight before he could conduct the experiment.
Transferred from the United States Air Force.
Manufacturer:
Date:
1943
Country of Origin:
United States of America
Dimensions:
Overall: 390 x 1170cm, 6345kg, 1580cm (12ft 9 9/16in. x 38ft 4 5/8in., 13988.2lb., 51ft 10 1/16in.)
Materials:
All-metal
Physical Description:
Twin-tail boom and twin-engine fighter; tricycle landing gear.
• • • • •
Quoting Smithsonian National Air and Space Museum | Boeing B-29 Superfortress "Enola Gay":
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Date:
1945
Country of Origin:
United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
Related Flickr Sets
+ Coney Island Mermaid Parade 2008
+ Coney Island Mermaid Parade 2007
Related Flickr Collection
From the Wikipedia page on the Elgin Marbles:
[[[
The Elgin Marbles, known also as the Parthenon Marbles, are a collection of classical Greek marble sculptures, inscriptions and architectural members that originally were part of the Parthenon and other buildings on the Acropolis of Athens.[1][2] Thomas Bruce, 7th Earl of Elgin, the British ambassador to the Ottoman Empire from 1799–1803, had obtained a controversial permission from the Ottoman authorities to remove pieces from the Acropolis.
There is controversy as to whether the removed pieces were purchased from the ruling government of the time or not. [3] From 1801 to 1812 Elgin's agents removed about half of the surviving sculptures of the Parthenon, as well as architectural members and sculpture from the Propylaea and Erechtheum.[4] The Marbles were transported by sea to Britain. In Britain, the acquisition of the collection was supported by some,[5] while many critics compared Elgin's actions to vandalism[6] or looting.[7][8][9][10][11]
Following a public debate in Parliament and subsequent exoneration of Elgin's actions, the marbles were purchased by the British Government in 1816 and placed on display in the British Museum, where they stand now on view in the purpose-built Duveen Gallery. The legality of the removal has been questioned and the debate continues as to whether the Marbles should remain in the British Museum or be returned to Athens.
Contents
• 3 Legality of the removal from Athens
• 5 Damage
•• 5.1 Use as a Christian church
•• 5.2 Morosini •
•• 5.4 Elgin
•• 5.6 Athens
•• 6.1 Rationale for returning to Athens
•• 6.2 Rationale for retaining in London
• 7 Public perception of the issue
••• 7.1.2 Popular support for restitution
• 8 Other displaced Parthenon art
•• 12.1 Pros and cons of restitution
Acquisition
In December of 1798, Thomas Bruce, 7th Earl of Elgin, was appointed as "Ambassador Extraordinary and Minister Plenipotentiary of His Britannic Majesty to the Sublime Porte of Selim III, Sultan of Turkey". Prior to his departure to take up the post he had approached at least three officials of the British government to inquire if they would be interested in employing artists to take casts and drawings of the sculptured portions of the Parthenon. According to Lord Elgin, "the answer of the Government... was entirely negative."[5]
Lord Elgin decided to carry out the work at his own expense and employed artists to take casts and drawings under the supervision of the Neapolitan court painter Giovani Lusieri.[5] However, while conducting surveys, he found that Parthenon statuary that had been documented in a 17th century survey was now missing, and so he investigated. According to a Turkish local, marble sculptures that fell were burned to obtain lime for building.[5] Although the original intention was only to document the sculptures, in 1801 Lord Elgin began to remove material from the Parthenon and its surrounding structures[12] under the supervision of Lusieri.
The excavation and removal was completed in 1812 at a personal cost of £74,240 (about $4 million in today's currency).[13] Elgin intended the marbles for display in the British Museum, selling them to the British government for less than the cost of bringing them to Britain and declining higher offers from other potential buyers, including Napoleon.[12]
Description
Main articles: Parthenon Frieze and Metopes of the Parthenon
The Elgin Marbles include some 17 figures from the statuary from the east and west pediments, 15 (of an original 92) of the metope panels depicting battles between the Lapiths and the Centaurs, as well as 247 feet (of an original 524 feet) of the Parthenon Frieze which decorated the horizontal course set above the interior architrave of the temple. As such, they represent more than half of what now remains of the surviving sculptural decoration of the Parthenon. Elgin's acquisitions also included objects from other buildings on the Athenian Acropolis: a Caryatid from Erechtheum; four slabs from the frieze of the Temple of Athena Nike; and a number of other architectural fragments of the Parthenon, Propylaia, Erechtheum, the Temple of Athena Nike and the Treasury of Atreus.
Legality of the removal from Athens
As the Acropolis was still an Ottoman military fort, Elgin required permission to enter the site, including the Parthenon and the surrounding buildings. He allegedly obtained from the Sultan a firman to allow his artists access to the site. The original document is now lost, but what is said to be a translated Italian copy made at the time still survives.[14] Vassilis Demetriades, Professor of Turkish Studies at the University of Crete, has argued that "any expert in Ottoman diplomatic language can easily ascertain that the original of the document which has survived was not a firman",[15] and its authenticity has been challenged.[16]
The document was recorded in an appendix of an 1816 parliamentary committee report. The committee had convened to examine a request by Elgin asking the British government to purchase the marbles. The report claimed that the document[17] in the appendix was an accurate translation in English of an Ottoman firman dated in July 1801. In Elgin's view it amounted to an Ottoman authorization to remove the marbles. The committee was told that the original document was given to Ottoman officials in Athens in 1801, but researchers have so far failed to locate any traces of it despite the fact that the Ottoman archives still hold an outstanding number of similar documents dating from the same period.[16] Moreover the parliamentary record shows that the Italian copy of the firman was not presented to the committee by Elgin himself but by one of his associates, the clergyman Rev. Philip Hunt. Hunt, who at the time resided in Bedford, was the last witness to appear before the committee and claimed that he had in his possession an Italian translation of the Ottoman original. He went on to explain that he had not brought the document, because, upon leaving Bedford, he was not aware that he was to testify as a witness. The English document in the parliamentary report was filed by Hunt, but the committee was not presented with the Italian translation purportedly in his possession. William St. Clair, a contemporary biographer of Lord Elgin, claimed to possess Hunt's Italian document and "vouches for the accuracy of the English translation". In addition, the committee report states on page 69 "(Signed with a signet.) Seged Abdullah Kaimacan". But the document presented to the committee was "an English translation of this purported translation into Italian of the original firman",[18] and had neither signet nor signature on it, a fact corroborated by St. Clair.[16] The lines pertaining to the removal of the marbles allowed Elgin and his team to fix scaffolding, make drawings, make mouldings in chalk or gypsum, measure the remains of the ruined buildings and excavate the foundations which may have become covered in the [ghiaja]; and "...that when they wish to take away [qualche] pieces of stone with old inscriptions or figures thereon, that no opposition be made thereto". The interpretation of these lines has been questioned even by non-restitutionalists,[19] particularly the word qualche, which in modern language is translated as some. According to non-restitutionalists, further evidence that the removal of the sculptures by Elgin was approved by the Ottoman authorities is shown by a second firman which was required for the shipping of the marbles from the Piraeus.[20]
Despite the controversial firman, many have questioned the legality of Elgin's actions. A study by Professor David Rudenstine of the Benjamin N. Cardozo School of Law concluded that the premise that Elgin obtained legal title to the marbles, which he then transferred to the British government, "is certainly not established and may well be false".[21] Rudenstine's argumentation is partly based on a translation discrepancy he noticed between the surviving Italian document and the English text submitted by Hunt to the parliamentary committee. The text from the committee report reads "We therefore have written this Letter to you, and expedited it by Mr. Philip Hunt, an English Gentleman, Secretary of the aforesaid Ambassador" but according to the St. Clair Italian document the actual wording is "We therefore have written this letter to you and expedited it by N.N.". In Rudenstine's, view this substitution of "Mr. Philip Hunt" with the initials "N.N." can hardly be a simple mistake. He further argues that the document was presented after the committee's insistence that some form of Ottoman written authorization for the removal of the marbles was provided, a fact known to Hunt by the time he testified. Thus, according to Rudenstine, "Hunt put himself in a position in which he could simultaneously vouch for the authenticity of the document and explain why he alone had a copy of it fifteen years after he surrendered the original to Ottoman officials in Athens". On two earlier occasions, Elgin stated that the Ottomans gave him written permissions more than once, but that he had "retained none of them." Hunt testified on March 13, and one of the questions asked was "Did you ever see any of the written permissions which were granted to [Lord Elgin] for removing the Marbles from the Temple of Minerva?" to which Hunt answered "yes", adding that he possessed an Italian translation of the original firman. Nonetheless, he did not explain why he had retained the translation for 15 years, whereas Elgin, who had testified two weeks earlier, knew nothing about the existence of any such document.[16]
In contrast, Professor John Merryman, Sweitzer Professor of Law and also Professor of Art at Stanford University, putting aside the discrepancy presented by Rudenstine, argues that since the Ottomans had controlled Athens since 1460, their claims to the artifacts were legal and recognizable. The Ottoman sultan was grateful to the British for repelling Napoleonic expansion, and the Parthenon marbles had no sentimental value to him.[12] Further, that written permission exists in the form of the firman, which is the most formal kind of permission available from that government, and that Elgin had further permission to export the marbles, legalizes his (and therefore the British Museum's) claim to the Marbles.[20][citation needed] He does note, though, that the clause concerning the extent of Ottoman authorization to remove the marbles "is at best ambiguous", adding that the document "provides slender authority for the massive removals from the Parthenon... The reference to 'taking away any pieces of stone' seems incidental, intended to apply to objects found while excavating. That was certainly the interpretation privately placed on the firman by several of the Elgin party, including Lady Elgin. Publicly, however, a different attitude was taken, and the work of dismantling the sculptures on the Parthenon and packing them for shipment to England began in earnest. In the process, Elgin's party damaged the structure, leaving the Parthenon not only denuded of its sculptures but further ruined by the process of removal. It is certainly arguable that Elgin exceeded the authority granted in the firman in both respects".[19]
Contemporary reaction
When the marbles were shipped to England, they were "an instant success among many"[5] who admired the sculptures and supported their arrival, but both the sculptures and Elgin also received criticism from detractors. Lord Elgin began negotiations for the sale of the collection to the British Museum in 1811, but negotiations failed despite the support of British artists[5] after the government showed little interest. Many Britons opposed the statues because they were in bad condition and therefore did not display the "ideal beauty" found in other sculpture collections.[5] The following years marked an increased interest in classical Greece, and in June 1816, after parliamentary hearings, the House of Commons offered £35,000 in exchange for the sculptures. Even at the time the acquisition inspired much debate, although it was supported by "many persuasive calls" for the purchase.[5]
Lord Byron didn't care for the sculptures, calling them "misshapen monuments".[22] He strongly objected to their removal from Greece, denouncing Elgin as a vandal.[6] His view of the removal of the Marbles from Athens is also reflected in his poem "Childe Harold's Pilgrimage":[23]
Dull is the eye that will not weep to see
Thy walls defaced, thy mouldering shrines removed
By British hands, which it had best behoved
To guard those relics ne'er to be restored.
Curst be the hour when from their isle they roved,
And once again thy hapless bosom gored,
And snatch'd thy shrinking gods to northern climes abhorred!
Byron was not the only one to protest against the removal at the time:
"The Honourable Lord has taken advantage of the most unjustifiable means and has committed the most flagrant pillages. It was, it seems, fatal that a representative of our country loot those objects that the Turks and other barbarians had considered sacred," said Sir John Newport.[13]
A parliamentary committee investigating the situation concluded that the monuments were best given "asylum" under a "free government" such as the British one.[5] In 1810, Elgin published a defence of his actions which silenced most of his detractors,[4] although the subject remained controversial.[citation needed] John Keats was one of those who saw them privately exhibited in London, hence his two sonnets about the marbles. Notable supporters of Elgin included the painter Benjamin Robert Haydon.[5]
A public debate in Parliament followed Elgin's publication, and Elgin's actions were again exonerated. Parliament purchased the marbles for the nation in 1816 by a vote of 82-30 for £35,000.[6] They were deposited in the British Museum, where they were displayed in the Elgin Saloon (constructed in 1832), until the Duveen Gallery was completed in 1939. Crowds packed the British Museum to view the sculptures, setting attendance records for the museum.[5] William Wordsworth viewed the marbles at the museum and commented favorably on their aesthetics.[24]
Damage
Some of the Marbles were damaged prior to Lord Elgin's obtaining them.
Use as a Christian church
After the conversion of the Greek people to Christianity the Parthenon was eventually converted from a temple of the Virgin (Parthenos) Athena to a holy temple (hieros naos) of the Virgin Mary.[25] The church of the Parthenon and Athens in general was considered the fourth most important pilgrimage in the Eastern Roman Empire, after Constantinople, Ephesos and Thessalonica.[26] The temple's use as a Christian church constitutes the single longest period of its history (ca. 500–1450 AD) and its importance as a church and Christian pilgrimage was greater than that it enjoyed in Ancient Greece.[27] During this period, frescoes and inscriptions were added to the marble walls and columns as it was a custom of the era's pilgrim to mark their visit.[25] Altogether some 220 funerary inscriptions survive for the years 600-1200, though many more were probably lost due to structural damage to the building and erosion of the surface.[25] Similar inscriptions were found in the Propylaia as well as on the church of St. George in the Keramykos, which in antiquity was a temple of Hephaistos and is today called the Theseion.[28] From 1205 to 1456 Athens was ruled by Western Crusaders and the church was converted into a Latin cathedral, although the stream of pilgrims continued.[29]
Morosini
Another example of prior damage is that sustained during wars. It is during these periods that the Parthenon and its artwork have sustained by far the most extensive damage. In particular, an explosion ignited by Venetian gun and cannon fire bombardment in 1687, whilst the Parthenon was used as a munitions store during the Ottoman rule, destroyed or damaged many pieces of Parthenon art including some of those later taken by Lord Elgin.[30] In particular this explosion sent the marble roof, most of the cella walls, 14 columns from the north and south peristyles and carved metopes and frieze blocks flying and crashing to the ground and thus destroyed much of the artwork.Further damage was made to the art of the Parthenon by the Venetian general Francesco Morosini when he subsequently looted the site of its larger sculptures. His tackle was faulty and snapped, dropping an over life-sized Poseidon and the horses of Athena's chariot from the west pediment to the rock of the Acropolis forty feet below.[31]
War of Independence
The Erechtheum was used as a munitions store by the Ottomans during the Greek War of Independence[32] (1821–1833) which ended the 350-year Ottoman rule of Athens.
The Acropolis was besieged twice during the Greek War of Independence, once by the Greek and once by the Ottoman forces. During the siege the Greeks were aware of the dilemma and chose to offer the besieged Ottoman forces, who were attempting to melt the lead in the columns to cast bullets, bullets of their own if they would leave the Parthenon undamaged.[33]
Elgin
Elgin consulted with sculptor Antonio Canova in 1803 about how best to restore the marbles. Canova was considered by some to be the world's best sculptural restorer of the time; Elgin wrote that Canova declined to work on the marbles for fear of damaging them further.[5]
To facilitate transport by Elgin, the column capital of the Parthenon and many metopes and slabs were either hacked off the main structure or sawn and sliced into smaller sections causing irreparable damage to the Parthenon itself to which these Marbles were connected.[34] One shipload of marbles on board the British brig Mentor was caught in a storm off Cape Matapan and sank near Kythera, but was salvaged at the Earl's personal expense;[35] it took two years to bring them to the surface.
British Museum
The artifacts held in London suffered from 19th century pollution—which persisted until the mid-20th century[37] — and they have been irrevocably damaged[38] by previous cleaning methods employed by British Museum staff.
As early as 1838, scientist Michael Faraday was asked to provide a solution to the problem of the deteriorating surface of the marbles. The outcome is described in the following excerpt from the letter he sent to Henry Milman, a commissioner for the National Gallery.[39][40]
The marbles generally were very dirty ... from a deposit of dust and soot. ... I found the body of the marble beneath the surface white. ... The application of water, applied by a sponge or soft cloth, removed the coarsest dirt. ... The use of fine, gritty powder, with the water and rubbing, though it more quickly removed the upper dirt, left much imbedded in the cellular surface of the marble. I then applied alkalis, both carbonated and caustic; these quickened the loosening of the surface dirt ... but they fell far short of restoring the marble surface to its proper hue and state of cleanliness. I finally used dilute nitric acid, and even this failed. ... The examination has made me despair of the possibility of presenting the marbles in the British Museum in that state of purity and whiteness which they originally possessed.
A further effort to clean the marbles ensued in 1858. Richard Westmacott, who was appointed superintendent of the "moving and cleaning the sculptures" in 1857, in a letter approved by the British Museum Standing Committee on 13 March 1858 concluded[41]
'I think it my duty to say that some of the works are much damaged by ignorant or careless moulding — with oil and lard — and by restorations in wax, and wax and resin. These mistakes have caused discolouration. I shall endeavour to remedy this without, however, having recourse to any composition that can injure the surface of the marble
Yet another effort to clean the marbles occurred in the years 1937–38. This time the incentive was provided by the construction of a new Gallery to house the collection. The Pentelic marble, from which the sculptures are made, naturally acquires a tan colour similar to honey when exposed to air; this colouring is often known as the marble's "patina"[42] but Lord Duveen, who financed the whole undertaking, acting under the misconception that the marbles were originally white[43] probably arranged for the team of masons working in the project to remove discoloration from some of the sculptures. The tools used were seven scrapers, one chisel and a piece of carborundum stone. They are now deposited in the British Museum's Department of Preservation.[43][44] The cleaning process scraped away some of the detailed tone of many carvings.[45] According to Harold Plenderleith, the surface removed in some places may have been as much as one-tenth of an inch (2.5 mm).[43]
The British Museum has responded to these allegations with the statement that "mistakes were made at that time."[38] On another occasion it was said that "the damage had been exaggerated for political reasons" and that "the Greeks were guilty of excessive cleaning of the marbles before they were brought to Britain."[44] During the international symposium on the cleaning of the marbles, organised by the British Museum, Dr Ian Jenkins, deputy keeper of Greek and Roman antiquities, remarked that "The British Museum is not infallible, it is not the Pope. Its history has been a series of good intentions marred by the occasional cock-up, and the 1930s cleaning was such a cock-up". Nonetheless, he pointed out that the prime cause for the damage inflicted upon the marbles was the 2000 year long weathering on the Acropolis[46]
Dorothy King, in a newspaper article, claimed that techniques similar to the ones used in 1937-1938 were applied by Greeks as well in more recent decades than the British, and maintained that Italians still find them acceptable.[12] Attention has been drawn by the British Museum to a purportedly similar cleaning of the temple of Hephaistos in the Athenian Agora carried out by the conservation team of the American School of Classical Studies at Athens[47] with steel chisels and brass wire in 1953.[35] According to the Greek ministry of Culture, the cleaning was carefully limited to surface salt crusts.[46] The 1953 American report concluded that the techniques applied were aimed at removing the black deposit formed by rain-water and "brought out the high technical quality of the carving" revealing at the same time "a few surviving particles of colour".[47]
According to documents released by the British Museum under the Freedom of Information Act, a series of minor accidents, thefts and acts of vandalism by visitors have inflicted further damage to the sculptures.[48] This includes an incident in 1961 when two schoolboys knocked off a part of a centaur's leg. In June 1981, a west pediment figure was slightly chipped by a falling glass skylight, and in 1966 four shallow lines were scratched on the back of one of the figures by vandals. During a similar mishap in 1970, letters were scratched on to the upper right thigh of another figure. Four years later, the dowel hole in a centaur's hoof was damaged by thieves trying to extract pieces of lead.[48]
Athens
While the levels of nitrogen oxide, nitrogen dioxide, and particulate matter pollution in Athens are average compared to other European cites,[49] air pollution and acid rain have caused damage to marble and stonework at the Parthenon.[50] The last remaining slabs from the western section of the Parthenon frieze were removed from the monument in 1993 for fear of further damage.[51] They have now been transported to the New Acropolis Museum.[50]
Until cleaning of the remaining marbles was completed in 2005,[52] black crusts and coatings were present on the marble surface.[53] The laser technique applied on the 14 slabs that Elgin did not remove revealed a surprising array of original details such as the original chisel marks and the veins on the horses' bellies. Similar features in the British Museum collection have been scraped and scrubbed with chisels to make the marbles look white.[54] Between January 20 and the end of March 2008, 4200 items (sculptures, inscriptions small terracotta objects), including some 80 artifacts dismantled from the monuments in recent years, were removed from the old museum on the Acropolis to the new Parthenon Museum.[55][56] Natural disasters have also affected the Parthenon. In 1981, an earthquake caused damage to the east facade.[57]
Since 1975, Greece has been restoring the Acropolis. This restoration has included replacing the thousands of rusting iron clamps and supports that had previously been used, with non-corrosive titanium rods;[58] removing surviving artwork from the building into storage and subsequently into a new museum built specifically for the display of the Parthenon art; and replacing the artwork with high-quality replicas. This process has come under fire from some groups as some buildings have been completely dismantled, including the dismantling of the Temple of Athena Nike and for the unsightly nature of the site due to the necessary cranes and scaffolding.[58] But the hope is to restore the site to some of its former glory, which may take another 20 years and 70 million euros, though the prospect of the Acropolis being "able to withstand the most extreme weather conditions — earthquakes" is "little consolation to the tourists visiting the Acropolis" according to The Guardian.[58] Directors of the British Museum have not ruled out temporarily loaning the marbles to the new museum, but state that it would be under the condition of Greece acknowledging British ownership.[13]
Ownership debate
Rationale for returning to Athens
Defenders of the request for the Marble's return claim that the marbles should be returned to Athens on moral and artistic grounds. The arguments include:
• The main stated aim of the Greek campaign is to reunite the Parthenon sculptures around the world in order to restore "organic elements" which "at present remain without cohesion, homogeneity and historicity of the monument to which they belong" and allow visitors to better appreciate them as a whole;[59][60]
• Presenting all the extant Parthenon Marbles in their original historical and cultural environment would permit their "fuller understanding and interpretation";[60]
• Precedents have been set with the return of fragments of the monument by Sweden,[61] the University of Heidelberg, Germany,[62] the Getty Museum in Los Angeles.[62] and the Vatican[63];
• That the marbles may have been obtained illegally and hence should be returned to their rightful owner;[64]
• Returning the Elgin Marbles would not set a precedent for other restitution claims because of the distinctively "universal value" of the Parthenon.[65]
• Safekeeping of the marbles would be ensured at the New Acropolis Museum, situated to the south of the Acropolis hill. It was built to hold the Parthenon sculpture in natural sunlight that characterises the Athenian climate, arranged in the same way as they would have been on the Parthenon. The museum's facilities have been equipped with state-of-the-art technology for the protection and preservation of exhibits [66]
Rationale for retaining in London
A range of different arguments have been presented by scholars[13], political-leaders and British Museum spokespersons over the years in defence of retention of the Elgin Marbles within the British Museum. The main points include:
• the maintenance of a single worldwide-oriented cultural collection, all viewable in one location, thereby serving as a world heritage centre. The British Museum is a creative and living achievement of the Enlightenment, while the Parthenon, on the other hand, is a ruin that can never now be restored.[48]
• the assertion that fulfilling all restitution claims would empty most of the world's great museums – this has also caused concerns among other European and American museums, with one potential target being the famous bust of Nefertiti in Berlin's Altes Museum;[13] in addition, portions of Parthenon marbles are kept by many other European museums, so the Greeks would then establish a precedent to claim these other artworks;[12]
• scholars agree that the marbles were saved from what would have been severe damage from pollution and other factors, which could have perhaps destroyed the marbles,[12] if they had been located in Athens the past few hundred years;[13]
• experts agree that Greece could mount no court case because Elgin was granted permission by what was then Greece's ruling government and a legal principle of limitation would apply, i.e. the ability to pursue claims expires after a period of time prescribed by law;[13]
• More than half the original marbles are lost and therefore the return of the Elgin Marbles could never complete the collection in Greece. In addition, many of the marbles are too fragile to travel from London to Athens;[13]
• display in the British museum puts the sculptures in a European artistic context, alongside the work of art which both influenced and was influenced by Greek sculpture. This allows parallels to be drawn with the art of other cultures;[67]
• the notion that the Parthenon sculptures are an item of global rather than solely Greek significance strengthens the argument that they should remain in a museum which is both free to visit, and located in Europe's most visited and largest city. The government of Greece intends to charge visitors of the New Acropolis Museum, where they can view the marbles (as of 2010 the price is five Euros),
• a legal position that the museum is banned by charter from returning any part of its collection.[68]
The latter was tested in the British High Court in May 2005 in relation to Nazi-looted Old Master artworks held at the museum; it was ruled that these could not be returned.[69] The judge, Sir Andrew Morritt, ruled that the British Museum Act – which protects the collections for posterity – cannot be overridden by a "moral obligation" to return works known to have been plundered. It has been argued, however, that connections between the legal ruling and the Elgin Marbles were more tenuous than implied by the Attorney General.[70] However, despite the British Museum's charter preventing the repatriation of items within its collection, a 2005 bill concerning the repatriation of ancestral remains allowed for the return of Aboriginal human remains to Tasmania after a 20-year battle with Australia.[71]
Another argument for maintaining their location within the UK has been made by J. H. Merryman, Sweitzer Professor of Law at Stanford University and co-operating professor in the Stanford Art Department. He argued that if the Parthenon were actually being restored, there would be a moral argument for returning the Marbles to the temple whence they came, and thus restoring its integrity. The Guardian has written that many repatrionists imply that the marbles would be displayed in their original position on the Parthenon.[12] However, the Greek plan is to transfer them from a museum in London to one in Athens. The sculptures which Elgin spared have been taken down and put in the New Acropolis Museum. "Is it more spiritually satisfying to see the Marbles in an Athenian museum gallery than one in London?"[50] Other voices, this time in the House of Lords, have raised more acute concerns about the fate of the Elgin Marbles if they were to be returned to Greece. In an exchange on 19 May 1997, Lord Wyatt, stated:
My Lords, is the Minister aware that it would be dangerous to return the marbles to Athens because they were under attack by Turkish and Greek fire in the Parthenon when they were rescued and the volatile Greeks might easily start hurling bombs around again?[72]
Public perception of the issue
Neologisms
The practice of plundering artifacts from their original setting is sometimes referred to as 'elginism',[73][74][75][76] while the claim, sometimes used by looters and collectors, that they are trying to rescue the artifacts they recover has become known as the "Elgin Excuse".[77]
Opinion polls
Despite the British Museum's position on its ownership of the marbles, in 1998, a poll carried out by Ipsos MORI asking "If there were a referendum on whether or not the Elgin Marbles should be returned to Greece, how would you vote?" returned these values from the general adult population:[78]
• 40% in favour of returning the marbles to Greece
• 15% in favour of keeping them at the British Museum
• 18% would not vote
• 27% had no opinion
A more recent opinion poll in 2002 (again carried out by MORI) showed similar results, with 40% in favour of returning the marbles to Greece, 16% in favour of keeping them within Britain and the remainder either having no opinion or would not vote.[79] When asked how they would vote if a number of conditions were met (including, but not limited to, a long-term loan where by the British maintained ownership and joint control over maintenance) the number responding in favour of return increased to 56% and those in favour of keeping them dropped to 7%.
Both MORI poll results have been characterised by proponents of the return of the Marbles to Greece as representing a groundswell of public opinion supporting return, since the proportion explicitly supporting return to Greece significantly exceeds the number who are explicitly in favour of keeping the Marbles at the British Museum.[78][80]
Popular support for restitution
An internet campaign site [81], in part sponsored by Metaxa aims to consolidate support for the return of the Elgin Marbles to the New Acropolis Museum in Athens.
Other displaced Parthenon art
The remainder of the surviving sculptures that are not in museums or storerooms in Athens are held in museums in various locations across Europe. The British Museum also holds additional fragments from the Parthenon sculptures acquired from various collections that have no connection with Lord Elgin.
The collection held in the British Museum includes the following material from the Acropolis:
• Parthenon: 247 ft (75 m) of the original 524 ft (160 m) of frieze
•• 15 of the 92 metopes
•• 17 pedimental figures; various pieces of architecture
• Erechtheion: a Caryatid, a column and other architectural members
• Propylaia: Architectural members
• Temple of Athena Nike: 4 slabs of the frieze and architectural members
Further reading
• Mary Beard, The Parthenon (Profile Books, 2004) ISBN 978-1-86197-301-6
• Marc Fehlmann, "Casts and Connoisseurs. The Early Reception of the Elgin Marbles" (Apollo, June 2007, pp. 44–51)[82]
• Jeanette Greenfield 'The Return of Cultural Treasures'(Cambridge University Press 2007)
• Christopher Hitchens, Imperial Spoils: The Curious Case of the Elgin Marbles (with essays by Robert Browning and Graham Binns) (Verso, March 1998)
• Ian Jenkins, The Parthenon Frieze (British Museum Press, 2002)
• Dorothy King, The Elgin Marbles (Hutchinson, January 2006)
• François Queyrel, Le Parthénon, Un monument dans l'Histoire (Bartillat, 2008) ISBN 978-2-84100-435-5.
• William St Clair, Lord Elgin and the Marbles (Oxford University Press, 1998)
See also
• Greece – United Kingdom relations
References
• ^ "What are the 'Elgin Marbles'?". britishmuseum.org. http://www.britishmuseum.org/explore/highlights/article_index/w/what_are_the_elgin_marbles.aspx. Retrieved 2009-05-12.
• ^ "Elgin Marbles — Greek sculpture". Encyclopædia Britannica. http://www.britannica.com/eb/topic-184554/Elgin-Marbles. Retrieved 2009-05-12.
• ^ www.athensguide.com/elginmarbles. http://www.athensguide.com/elginmarbles.
• ^ a b Encycolopedia Britannica, Elgin Marbles, 2008, O.Ed.
• ^ a b c d e f g h i j k l Casey, Christopher (October 30, 2008). ""Grecian Grandeurs and the Rude Wasting of Old Time": Britain, the Elgin Marbles, and Post-Revolutionary Hellenism". Foundations. Volume III, Number 1. http://ww2.jhu.edu/foundations/?p=8. Retrieved 2009-06-25.
• ^ a b c Encyclopedia Britannica, The Acropolis, p.6/20, 2008, O.Ed.
• ^ Linda Theodorou; Facaros, Dana (2003). Greece (Cadogan Country Guides). Cadogan Guides. p. 55. ISBN 1-86011-898-4.
• ^ Dyson, Stephen L. (2004). Eugenie Sellers Strong: portrait of an archaeologist. London: Duckworth. ISBN 0-7156-3219-1.
• ^ Mark Ellingham, Tim Salmon, Marc Dubin, Natania Jansz, John Fisher, Greece: The Rough Guide,Rough Guides, 1992,ISBN 1-85828-020-6, p.39
• ^ Chester Charlton McCown, The Ladder of Progress in Palestine: A Story of Archaeologic
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | _details_pending_:
I have to take a break from my photojournalism, so here is a panoramic view of the Hong Kong Coliseum (香港體育館), photographed recently when I went to attend a lecture but could not hear a thing because the sound projection at the “mountain top” was dismal at best. So as usual, I took the opportunity to do photography instead.
The coliseum is better known amongst the public as the Hung Hom Coliseum (紅磡體育館, 紅館). Although it was built for sports originally, it was mostly used for pop music concerts and other large performance events which need to house a large amount of audience. Opened in 1983, it seats 12,500 people and is the second largest indoor facility in Hong Kong, only behind the AsiaWorld-Arena opened in 2005.
The seats to the top of the audience stage is intimately known as the “山頂” (mountain top) mostly because it was so far away from the stage. But as you can see, it offers a fantastic view for panoramic photography.
Stitched using 10 full res RAW captures with the 6D + 17-40 f/4L. Processed using Autopano Giga 3, a new pano stitching software I just bought and am trying out.
# References
+ Hong Kong Coliseum: Wikipedia: EN: en.wikipedia.org/wiki/Hong_Kong_Coliseum
+ 香港體育館: Wikipedia: ZH-HK: zh.wikipedia.org/zh-hk/香港體育館
# SML Data
+ Date: 2013-05-27T19:336:05+0800
+ Dimensions: 9253 x 4433
+ Exposure: 1/15 sec at f/8.0
+ Focal Length: 17 mm
+ ISO: 12800
+ Flash: Did not fire
+ Camera: Canon EOS 6D
+ Lens: Canon EF 100-400mm f/4.5-5.6L IS USM
+ Panorama FOV: 176 degree horizontal, 93 degree vertical
+ Panoramic Projection: Spherical
+ GPS: 22°17'4" N 114°9'39" E
+ Location: 香港九龍油尖旺區紅磡灣暢運道9號香港體育館 Hong Kong Coliseum, 9 Cheong Wan Road, Hung Hom, Kowloon, Hong Kong
+ Workflow: Autopano Giga 3.0, Lightroom 4
+ Serial: SML.20130527.6D.15089-SML.20130527.6D.15098-Pano.Spherical.176x93
+ Series: 建築 Architecture, 形 Forms, 全景攝影 Panoramic Photography
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“紅館山頂觀” / 香港體育館全景 Hong Kong Coliseum Panorama / SML.20130527.6D.15089-SML.20130527.6D.15098-Pano.Spherical.176x93
/ #建築 #建筑 Architecture #形 #Forms #SMLForms #全景 #Pano #SMLPano #CreativeCommons #SMLPhotography #SMLUniverse #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #城市 #Urban #香港體育館 #紅館 #Autopano
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | Vought F4U-1D Corsair:
By V-J Day, September 2, 1945, Corsair pilots had amassed an 11:1 kill ratio against enemy aircraft. The aircraft's distinctive inverted gull-wing design allowed ground clearance for the huge, three-bladed Hamilton Standard Hydromatic propeller, which spanned more than 4 meters (13 feet). The Pratt and Whitney R-2800 radial engine and Hydromatic propeller was the largest and one of the most powerful engine-propeller combinations ever flown on a fighter aircraft.
Charles Lindbergh flew bombing missions in a Corsair with Marine Air Group 31 against Japanese strongholds in the Pacific in 1944. This airplane is painted in the colors and markings of the Corsair Sun Setter, a Marine close-support fighter assigned to the USS Essex in July 1944.
Transferred from the United States Navy.
Manufacturer:
Date:
1940
Country of Origin:
United States of America
Dimensions:
Overall: 460 x 1020cm, 4037kg, 1250cm (15ft 1 1/8in. x 33ft 5 9/16in., 8900lb., 41ft 1/8in.)
Materials:
All metal with fabric-covered wings behind the main spar.
Physical Description:
R-2800 radial air-cooled engine with 1,850 horsepower, turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch; wing bent gull-shaped on both sides of the fuselage.
Long Description:
On February 1, 1938, the United States Navy Bureau of Aeronautics requested proposals from American aircraft manufacturers for a new carrier-based fighter airplane. During April, the Vought Aircraft Corporation responded with two designs and one of them, powered by a Pratt & Whitney R-2800 engine, won the competition in June. Less than a year later, Vought test pilot Lyman A. Bullard, Jr., first flew the Vought XF4U-1 prototype on May 29, 1940. At that time, the largest engine driving the biggest propeller ever flown on a fighter aircraft propelled Bullard on this test flight. The R-2800 radial air-cooled engine developed 1,850 horsepower and it turned a three-blade Hamilton Standard Hydromatic propeller with solid aluminum blades spanning 13 feet 1 inch.
The airplane Bullard flew also had another striking feature, a wing bent gull-shaped on both sides of the fuselage. This arrangement gave additional ground clearance for the propeller and reduced drag at the wing-to-fuselage joint. Ironically for a 644-kph (400 mph) airplane, Vought covered the wing with fabric behind the main spar, a practice the company also followed on the OS2U Kingfisher (see NASM collection).
When naval air strategists had crafted the requirements for the new fighter, the need for speed had overridden all other performance goals. With this in mind, the Bureau of Aeronautics selected the most powerful air-cooled engine available, the R-2800. Vought assembled a team, lead by chief designer Rex Biesel, to design the best airframe around this powerful engine. The group included project engineer Frank Albright, aerodynamics engineer Paul Baker, and propulsion engineer James Shoemaker. Biesel and his team succeeded in building a very fast fighter but when they redesigned the prototype for production, they were forced to make an unfortunate compromise.
The Navy requested heavier armament for production Corsairs and Biesel redesigned each outboard folding wing panel to carry three .50 caliber machine guns. These guns displaced fuel tanks installed in each wing leading edge. To replace this lost capacity, an 897-liter (237 gal) fuselage tank was installed between the cockpit and the engine. To maintain the speedy and narrow fuselage profile, Biesel could not stack the cockpit on top of the tank, so he moved it nearly three feet aft. Now the wing completely blocked the pilot's line of sight during the most critical stages of landing. The early Corsair also had a vicious stall, powerful torque and propeller effects at slow speed, a short tail wheel strut, main gear struts that often bounced the airplane at touchdown, and cowl flap actuators that leaked oil onto the windshield. These difficulties, combined with the lack of cockpit visibility, made the airplane nearly impossible to land on the tiny deck of an aircraft carrier. Navy pilots soon nicknamed the F4U the 'ensign eliminator' for its tendency to kill these inexperienced aviators. The Navy refused to clear the F4U for carrier operations until late in 1944, more than seven years after the project started.
This flaw did not deter the Navy from accepting Corsairs because Navy and Marine pilots sorely needed an improved fighter to replace the Grumman F4F Wildcat (see NASM collection). By New Year's Eve, 1942, the service owned 178 F4U-1 airplanes. Early in 1943, the Navy decided to divert all Corsairs to land-based United States Marine Corps squadrons and fill Navy carrier-based units with the Grumman F6F Hellcat (see NASM collection). At its best speed of 612 kph (380 mph) at 6,992 m (23,000 ft), the Hellcat was about 24 kph (15 mph) slower than the Corsair but it was a joy to fly aboard the carrier. The F6F filled in splendidly until improvements to the F4U qualified it for carrier operations. Meanwhile, the Marines on Guadalcanal took their Corsairs into combat and engaged the enemy for the first time on February 14, 1943, six months before Hellcat pilots on that battle-scared island first encountered enemy aircraft.
The F4U had an immediate impact on the Pacific air war. Pilots could use the Corsair's speed and firepower to engage the more maneuverable Japanese airplanes only when the advantage favored the Americans. Unprotected by armor or self-sealing fuel tanks, no Japanese fighter or bomber could withstand for more than a few seconds the concentrated volley from the six .50 caliber machine guns carried by a Corsair. Major Gregory "Pappy" Boyington assumed command of Marine Corsair squadron VMF-214, nicknamed the 'Black Sheep' squadron, on September 7, 1943. During less than 5 months of action, Boyington received credit for downing 28 enemy aircraft. Enemy aircraft shot him down on January 3, 1944, but he survived the war in a Japanese prison camp.
In May and June 1944, Charles A. Lindbergh flew Corsair missions with Marine pilots at Green Island and Emirau. On September 3, 1944, Lindbergh demonstrated the F4U's bomb hauling capacity by flying a Corsair from Marine Air Group 31 carrying three bombs each weighing 450 kg (1,000 lb). He dropped this load on enemy positions at Wotje Atoll. On the September 8, Lindbergh dropped the first 900-kg (2,000 lb) bomb during an attack on the atoll. For the finale five days later, the Atlantic flyer delivered a 900-kg (2,000 lb) bomb and two 450-kg (1,000 lb) bombs. Lindbergh went ahead and flew these missions after the commander of MAG-31 informed him that if he was forced down and captured, the Japanese would almost certainly execute him.
As of V-J Day, September 2, 1945, the Navy credited Corsair pilots with destroying 2,140 enemy aircraft in aerial combat. The Navy and Marines lost 189 F4Us in combat and 1,435 Corsairs in non-combat accidents. Beginning on February 13, 1942, Marine and Navy pilots flew 64,051 operational sorties, 54,470 from runways and 9,581 from carrier decks. During the war, the British Royal Navy accepted 2,012 Corsairs and the Royal New Zealand Air Force accepted 364. The demand was so great that the Goodyear Aircraft Corporation and the Brewster Aeronautical Corporation also produced the F4U.
Corsairs returned to Navy carrier decks and Marine airfields during the Korean War. On September 10, 1952, Captain Jesse Folmar of Marine Fighter Squadron VMF-312 destroyed a MiG-15 in aerial combat over the west coast of Korea. However, F4U pilots did not have many air-to-air encounters over Korea. Their primary mission was to support Allied ground units along the battlefront.
After the World War II, civilian pilots adapted the speedy bent-wing bird from Vought to fly in competitive air races. They preferred modified versions of the F2G-1 and -2 originally built by Goodyear. Corsairs won the prestigious Thompson Trophy twice. In 1952, Vought manufactured 94 F4U-7s for the French Navy, and these aircraft saw action over Indochina but this order marked the end of Corsair production. In production longer than any other U.S. fighter to see service in World War II, Vought, Goodyear, and Brewster built a total of 12,582 F4Us.
The United States Navy donated an F4U-1D to the National Air and Space Museum in September 1960. Vought delivered this Corsair, Bureau of Aeronautics serial number 50375, to the Navy on April 26, 1944. By October, pilots of VF-10 were flying it but in November, the airplane was transferred to VF-89 at Naval Air Station Atlantic City. It remained there as the squadron moved to NAS Oceana and NAS Norfolk. During February 1945, the Navy withdrew the airplane from active service and transferred it to a pool of surplus aircraft stored at Quantico, Virginia. In 1980, NASM craftsmen restored the F4U-1D in the colors and markings of a Corsair named "Sun Setter," a fighter assigned to Marine Fighter Squadron VMF-114 when that unit served aboard the "USS Essex" in July 1944.
• • •
Quoting from Wikipedia | Vought F4U Corsair:
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured by Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–1953).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aeronavale and other, smaller, air forces until the 1960s. It quickly became the most capable carrier-based fighter-bomber of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the role of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed.[] The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies' glass from cracking as they moved along the fuselage spines of the fighters.[] Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers.
This is where I live. Not this particular tower but another one close to the promenade. No feng shui holes here but who needs feng shui holes when you the air is free of pollution and birds are singing outside?
When this place was first built, there was absolutely nothing around the complex, and it truly felt like a paradise. But alas the space in Hong Kong is tight but very soon the development is surrounded by other buildings, including some public housing development which is seen also at the top of the capture.
# SML Data
+ Date: 2013-05-09T13:56:12+0800
+ Dimensions: 5384 x 3589
+ Exposure: 1/500 sec at f/10
+ Focal Length: 17 mm
+ ISO: 100
+ Flash: Did not fire
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40mm f/4L USM
+ GPS: 22°25'18" N 114°13'30" E
+ Location: 香港馬鞍山恆明街2號聽濤雅苑 Vista Paradiso, 2 Hang Ming Street, Ma On Shan, Hong Kong
+ Workflow: Lightroom 4
+ Serial: SML.20130509.6D.05679
+ Series: 建築 Architecture, 形 Forms
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“聽濤望藍天 Vista Paradiso against the blue sky” / 香港住宅建築之形 Hong Kong Residential Architecture Forms / SML.20130509.6D.05679
/ #建築 #建筑 #Architecture #形 #Forms #SMLForms #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLProjects
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13th annual D.U.M.B.O. Art Under the Bridge Festival® (Sept 25 to Sept 27, 2009)
www.dumboartfestival.org/press_release.html
The three-day multi-site neighborhood-wide event is a one-of-a-kind art happening: where serendipity meets the haphazard and where the unpredictable, spontaneous and downright weird thrive. The now teenage D.U.M.B.O. Art Under the Bridge Festival® presents touchable, accessible, and interactive art, on a scale that makes it the nation's largest urban forum for experimental art.
Art Under the Bridge is an opportunity for young artists to use any medium imaginable to create temporary projects on-the-spot everywhere and anywhere, completely transforming the Dumbo section of Brooklyn, New York, into a vibrant platform for self-expression. In addition to the 80+ projects throughout the historical post-industrial waterfront span, visitors can tour local artists' studios or check out the indoor video_dumbo, a non-stop program of cutting-edge video art from New York City and around the world.
The Dumbo Arts Center (DAC) has been the exclusive producer of the D.U.M.B.O Art Under the Bridge Festival® since 1997. DAC is a big impact, small non-profit, that in addition to its year-round gallery exhibitions, is committed to preserving Dumbo as a site in New York City where emerging visual artists can experiment in the public domain, while having unprecedented freedom and access to normally off-limit locations.
Related SML
+ SML Flickr Collections: Events
+ SML Flickr Sets: Dumbo Arts Center: Art Under the Bridge Festival 2009
See more photos of this, and the Wikipedia article.
Details, quoting from Smithsonian National Air and Space Museum | U.S.S. Enterprise Model, Star Trek:
This model of the fictional startship Enterprise was used in the weekly hour-long "Star Trek" TV show (NBC-TV), which aired from September 1966 until June 1969. Despite its short initial run (only three seasons), Star Trek became one of the most popular shows in the history of television. The show's depiction of a mixed-sex, racially-integrated, multinational crew and its attention to contemporary social and political issues pushed the boundaries of network television, earning Star Trek a dedicated fan base that lobbied for the franchise's continuation.
The Enterprise was meant to travel many times beyond light speed, powered by a controlled matter/anti-matter system, a propulsion concept "stretched" from a then-accepted theory. The fictional ship grossed 190,000 tons, and measured 947 feet long and 417 feet in diameter. The saucer-shaped hull included 11 decks, and had a crew complement of 430.
The model's principal designer, Walter "Matt" Jefferies, worked with concepts provided by Star Trek's creator Gene Roddenberry. At first, Paramount Studios constructed a rough 4-inch balsa and cardboard prototype. A 3-foot "pilot" model mostly of solid wood was then built by model-maker Richard C. Datin under subcontract to the Howard Anderson Company. Enlarging the plans for the 3-foot model resulted in the final 11-foot model shown here. The Anderson Company again turned to Datin who contracted it out to Production Model Shop of Burbank, California, with Datin supervising the construction while he did the detail work.
Paramount donated the model to the National Collection in 1974.
Manufacturer:
Country of Origin:
United States of America
Dimensions:
Overall: 2ft 8in. x 11ft x 5ft, 200lb. (81.28 x 335.28 x 152.4cm, 90.7kg)
Other (engines): 6ft 1/4in. (183.52cm)
Other (central pod): 4ft 5 5/16in. (135.38cm)
Materials:
Primarily constructed of poplar wood, vacu-formed plastic, rolled sheet metal tubes for both the engine pods from the back of the struts to the start of the nacelle caps, and plastic for the main sensor dish and detailing (light covers, etc.). The front and rear of the engine pods or nacelles are of wood. The nacelle grill plates brass. Rolled steel wires were also inserted through its original pipe support for lights.
Gift of Paramount Pictures Inc.
Quoting Smithsonian National Air and Space Museum | Lockheed 1049F-55-96, "Constellation":
In June 1938, Lockheed began design work on an airliner to satisfy a Transcontinental Western & Air (later Trans-World Airlines) (TWA), requirement for a non-stop transcontinental airliner with a 3,500-mile range and 6,000 lb. payload capability. Construction of a prototype began in 1940. The U.S. was soon involved in the Second World War and all transport production was directed to military needs and consequently the prototype first flew on January 9, 1943, as a military aircraft. Hydraulic-powered controls were used, full feathering and reversing propellers were also installed. First known by its civil designator as Model 049, it soon became better known during wartime by its military designation, the C-69 Constellation. Improvements were steadily made, beginning with the L-649, which was the first Constellation built as a commercial type and the L-749 which was the long-range version of the 649.
The next stage in development led to the L-1049 Super Constellation. The first prototype Super Constellation was a "stretched" version of the original Model 049 (C-69), modified by lengthening the fuselage from 95’ 2" to 113’ 7", adding more fuel capacity, more powerful engines, higher gross weight, and increasing its tourist-class seating from 69 to 92. These L-1049 aircraft were powered by four 2700 hp Wright engines. The prototype aircraft was first flown on October 13, 1950. The production version of the Model L-1049, of which fourteen were built for Eastern Airlines, and ten for TWA, ended up with a strengthened fuselage, stiffened outer wing panels and rectangular windows instead of the Constellation’s round ones. This production version was first flown on July 14, 1951, and the type entered service on December 7, 1951, with Eastern Airlines (EAL). The last Model 1049 produced was delivered in September 1952. Passenger accommodations on the 1049 varied - 88 for Eastern; 65 over water or 75 domestic for TWA, with adaptation to 102 in high density configuration. The flight crew consisted of three, with two cabin attendants.
The Model 1049 was followed by an A version (military WV-2, WV-3, and RC-121D) the B version (USN R7V-1, USAF RC-121C, the presidential VC-121E), and the C version, the first commercial transport certificated with turbo-compound engines. These Double Cyclone Wright engines had three "blow-down" turbines, which converted the heat energy of exhaust gases into additional power, with a 20% reduction in fuel consumption.
The engine produced 3,250 h.p. for take-off for which the aircraft weight had been increased to 133,000 lb. The Model 1049C, Turbo-Cyclone-powered Super Constellation began flight trials on February 17, 1953. A convertible model, the 1049D was built for Seaboard and Western Airlines in 1954. They were fitted with reinforced flooring and they had main deck cargo loading doors on the part side of the fuselage, fore and aft of the wings. They could carry either 18 tons of freight or up to 104 passengers. Maximum take—off weight was 135,400 lb. A Model 1049E was delivered between May 1954 and April 1955 which was identical to the 1049C but with the increased take-off and landing weight of the 1049D. Next on the model list was the Model 1049F, which was Lockheed’s designation for 33 C-121C cargo/personnel transports built for the USAF and fitted with stronger landing gear. The F was followed by a "G" model which was determined to be the most successful version of the Super Constellation. It was powered by 3,400 h.p. engines, it had longer range than the E, and the maximum take-off weight was increased to 137,500 lb. with some models modified to 140,000 lb. Often known as Super Gs, 42 of these aircraft were delivered to domestic carriers (20 to TWA, 10 to EAL, and 4 to NW), and 50 to foreign carriers. The final version to the Super Constellation was the Model 1049H, a combination of Model 1049D, and the convertible and improved Model 1049G.
The Super Constellation and its derivatives represent, along with the Douglas DC-7, the ultimate step in the development of longer range, more capacity and more powerful piston-engined aircraft to meet the needs of both commercial and military aviation. Eastern Air Lines, the first airline to order Super Constellations, introduced the type on its New York-Miami route on December 15, 1951. It was able to take advantage of the 1049s additional capacity to absorb an increased holiday seasonal demand. A decade later on April 30, 1961, Eastern inaugurated its revolutionary air shuttle, no-reservation service, Washington-New York-Boston with Super Constellations. Incidentally, as it turns out, the last use of the Super Constellations by a major U.S. domestic airline was a backup for the shuttle until February 1968.
TWA, a co-sponsor with EAL on the design of the Super Constellation, first used the Model 1049 on its domestic network in September 1952, and when it received the higher performance "C" version, it began scheduled non-stop transcontinental service on October 19, 1953, a first for the industry. On its trans-Atlantic routes, TWA made use of its early Super Constellation models, but on November 1, 1955, it could offer improved service, using its newer Model l049Gs which enabled it to operate non-stop most of the time, at least in the eastbound direction.
Over the Atlantic and other long distance routes, the Super Constellation was also operated by several former Constellation operators, until Lockheed was again challenged by Douglas and its DC-7C, the first aircraft capable of flying non-stop in both directions over the North Atlantic. To compete, Lockheed responded by mating the Super Constellation’s fuselage and tail surfaces with an entirely new wing, resulting in a major redesign. The outcome, the Model 1649A Starliner, which entered service on June 1, 1957, it was the most attractive of the Constellation series, but its success was short lived for in six months it was overtaken in 1958 by the faster, turbine-powered (Bristol Britannia) and jet aircraft (the Boeing 707-120) which finally made all propeller-driven aircraft obsolescent in October 1958. A total of 44 Lockheed L-1649As were built, 29 went to TWA, 10 to Air France, 4 to Lufthansa.
When the age of piston-powered passenger transport aircraft was coming to a close, Lockheed offered to carriers a convertible Model 1049H, suggesting that when they were no longer competitive in the passenger market they could convert to carrying cargo. This second hand market did materialize briefly with the H model but the market for 1049s soon dried up as they were becoming too expensive to operate and maintain. The engines were giving problems not only in the Lockheed Super Connies, but also in the Douglas DC-7s, and the aircraft were becoming known as the "world’s best trimotors." A total of 579 Super Constellations were built but by the end of 1980 only four Super Constellations remained in airline service.
The Museum’s Lockheed C-121C (1049F-55-96), with former Air Force serial number 54-177, and now registered N-1104W, is one of the thirty-three C-l2lCs delivered to the USAF and the Atlantic Division of the Military Air Transport Service at Charleston AFB, South Carolina. This airplane arrived there in March 1956 and was assigned to the 1608th Air Transport Wing. Its original configuration was that of an over-water cargo/passenger transport, having eight crew members and accommodations for up to 80 passengers.
While with the 1608th ATW, the "Super Connies" flew throughout the Caribbean, made crossings of the North and South Atlantic to Europe, the Mediterranean, the Middle East and as far east as India. They participated in the Hungarian airlift during 1956-57, carrying refugees from Eastern Europe to the U.S. and flew troops to Lebanon during the crisis there in 1958. In general, this "Connie" and others of the unit flew a variety of transport missions including cargo, passenger, medical evacuation, and humanitarian support.
On October 30, 1962, the Museum’s C-121C left the regular USAF and was transferred to the 183rd Air Transport Squadron of the Mississippi Air National Guard. This unit was re-designated the 183rd Military Airlift Squadron as of January 1, 1966. While with the 183rd, it flew transport, evacuation, and support missions across the North Atlantic. It remained with the Guard unit until April 19, 1967, at which time it was transferred to the West Virginia ANG and the 167th Military Airlift Squadron. This and other C-l2lCs of this unit flew across the Atlantic and Pacific Oceans, the Caribbean, and to South America, taking part in operation "Creek Guardlift" in Europe from June 1971 to March 1972.
This Super Constellation served with the 167th until 1972 and was again transferred, this time to the 193rd Tactical Electronic Warfare (TEW) Squadron, Pennsylvania ANG, at Olmstead AFB, Middletown, Pennsylvania. This squadron had one other C-121, an electronic countermeasure configured aircraft. Together they took part in many exercises and training missions such as "Reforger VI," "Flintlock" and "Northern Merger" in 1974. While operating out of Ramey AFB in Puerto Rico, they took part in "Gallant Shield" and "Solid Shield," both in 1975.
This "Connie" remained with the 193rd and operations with the ANG until November 1977, when it was retired after 21½ years of military service, thousands of flying hours, and countless ocean crossings, which for propeller driven aircraft were long endurance flights often exceeding 12 or 14 hours. When taken out of service, it was transferred to the Military Aircraft Storage and Disposition Center (MASDC), at Davis Monthan AFB, Arizona, for storage. It remained there until August 1981, at which time it was sold at auction to Ascher Ward of Classic Air Inc., and flown to Van Nuys Airport, California, where the new company was forming. As a civil aircraft in a hoped-for new career, it was assigned FAA registration number Nll04W. It retained its 193rd TEW paint scheme of a royal blue cheat-line outlined in gold, with a white cabin roof and empennage, and pale blue under surfaces. It carried its small serial number on the left side under the stabilizer and a U.S. flag on the center fin.
The newly formed company Classic Air Inc., which intended to operate two or three passenger—carrying "Connies" between Los Angeles and Reno, Nevada, failed to receive FAA approval and the airplanes remained dormant. At this time the National Air and Space Museum was seeking a Super Constellation. Mr. Darryl Greenameyer soon became a party to this transaction as he had acquired two of the Constellations from Air Classics. He negotiated a trade with NASM a C-121C, NllO4W in exchange for two Grumman HU-16 Albatrosses drawn from the remaining holdings of spare Albatross belonging to the Smithsonian, and which had been used in support of one Albatross that was operated by the Museum of Natural History.
Gift of Mr. Darryl G. Greenamyer
Manufacturer:
Country of Origin:
United States of America
Dimensions:
24 ft. 9 in. High 116 ft. 2 in. Long 72,815 lbs. Weight 123 ft. Wing Span
Physical Description:
123ft. span, 116ft. 2in. long, 24ft. 9in. high; 72,815lbs. empty weight.
• • • • •
Quoting Smithsonian National Air and Space Museum | Pathfinder Plus:
Pathfinder Plus is a high-altitude, solar-powered, unmanned experimental aircraft intended to explore the possibilities of unlimited-duration, high-altitude reconnaissance. During the 1990s, it conducted 10 test flights, three of which set altitude records, the highest of which was 24,445m (80,201 ft). The aircraft was built under the sponsorship of the Lawrence Livermore National Laboratory and the Ballistic Missile Defense Organization. It has a carbon fiber main spar and is covered with a polymer skin and silicon solar cells that power eight electric motors. The project was later managed by NASA Dryden.
Donated by Aerovironment Inc.
Dimensions:
Wingspan: 36.3 m (121 ft)
Length: 3.6 m (12 ft)
Gross weight: 315 kg (700 lb)
Speed: 24-40 kmph (15-25 mph)
• • • • •
Quoting Smithsonian National Air and Space Museum | Federal Express's Dassault Falcon 20:
The Dassault Cargo Falcon 20 is a French jet aircraft that, on April 17, 1973, became the first to carry a Federal Express air package. This was a new milestone in the history of air transport in the United States and created a new category of airline, the exclusive air express carrier. Within a decade, no less than thirty-three were flying on the spokes of the Federal Express network. The service was so successful that, by the early 1980s, its front-line aircraft were expanded to the McDonnell Douglas DC-10Cs, whose cargo holds were big enough to carry several Falcons each.
The first Dassault Falcon made its maiden flight on May 4, 1973. It is a well-proportioned, all metal low-wing monoplane, with full cantilever wing and tail surfaces, pressurized fuselage, and retractable tricycle dual-wheel landing gear. It is powered by two aft-mounted General Electric CF-700-2D turbofan engines. For cargo use, the Series 20 was modified by several basic changes, the success of which is a tribute to the inherent soundness of the design. The Cargo Falcon 20 also features an oversized cargo door, measuring 55 inches x 74.5 inches, and a strengthened floor to accept loads of concentrated weight.
Gift of the Federal Express Corp.
Manufacturer:
Date:
1973-1982
Country of Origin:
United States of America
Dimensions:
Height: 17 ft 7 in
Length: 56 ft 4 in
Wingspan: 53 ft 6 in
Weight: 15,940 lbs
Materials:
Overall: Aluminum
Physical Description:
Twin engine jet transport, purple and white, orange trim, all metal.
New York-based artist Petah Coyne has taken the term “mixed media” to new heights. Seen at the Galeries Lelong at Art Basel Hong Kong 2013, the “Untitled #1378 (ZELDA, Alabama Slammer Series)” has a media listing which reads like a laundry list of ingredients on a piece of candy. It is eye candy in this case, which includes silk flowers, a personal wax formula, candles, stands of ribbons, knitting needles, steel rods and more.
I do not know if it is specific to the very “friendly” Chinese audience, a lot of these sculptures seen at the art fair comes with a gigantic glass display case. There is a fantasy world housed inside her cage, waiting to come alive.
Enchanting. Crazyisgood. SML Love.
# Art Info
Petah Coyne
Untitled #1378 (ZELDA, Alabama Slammer Series), 1997-2013
Silk flowers, specially-formulated wax, candles, acrylic paint, white pigment, pearl-head pins, artificial pearl strands, cast wax, statuary figure, cast wax hand sculptures, ribbon, knitting needles, steel rods, chicken-wire, washers, fabric, thread, wire, horse hair, Masonite, plywood, drywall, plaster, glue, filament, rubber, steel, wood and metal screw, maple, laminated Luxar.
81.2 x 35.75 x 35.75 inches (206.2 x 90.8 x 90.x cm)
# Petah Coyne
Born in New York, USA, 1953
Lives and works in New York
Petah Coyne is well known for her beautifully hand-crafted sculptures made from innovative materials such as silk flowers, velvet, ribbons, and pearls. In many of her works, Coyne adds layers of floral elements to adorn central figures, carefully covering the composition in her own unique blend of wax. Her sculptures often convey a complex narrative about innocence and seduction, life and death, and vulnerability and redemption as a mirror to real life. In 2010, Coyne presented a major solo exhibition at one of the United States’ largest contemporary art museums, MASS MoCA in North Adams, Massachusetts.
en.wikipedia.org/wiki/Petah_Coyne
# Galerie Lelong
Galerie Lelong is located in Paris, New York and Zurich.
The Paris gallery has been exhibiting recent works from artists of international standing since 1981. The 1980s were notable for artists who went on to become household names, including Joan Miró, Antoni Tàpies, Francis Bacon, Eduardo Chillida, Paul Rebeyrolle and Pierre Alechinsky, but also for the next generation of artists: Konrad Klapheck, Jan Dibbets, Jannis Kounellis, Arnulf Rainer, Nicola De Maria and Jan Voss.
In the 1990s, the gallery hosted artists who represented major movements in contemporary art: Sean Scully, Günther Förg, Andy Goldsworthy, Karel Appel, Ernest Pignon-Ernest and Antonio Saura.
Since the turn of the century, Galerie Lelong has accentuated the geographical and expressive diversity of its artists: from sculpture and objects by Jaume Plensa, David Nash, Wolfgang Laib, Rebecca Horn, Barry Flanagan and Urs Lüthi to installations by Barthélémy Toguo, without forgetting painting, namely Robert Motherwell, Ryan Mendoza and Kate Shepherd.
Following the first personal exhibition of Louise Bourgeois in France in 1985, Galerie Lelong has also exhibited Nancy Spero, Ana Mendieta, Kiki Smith, Nalini Malani and Jane Hammond.
Galerie Lelong has a large publishing department which produces and distributes engravings, lithographs, digital prints and multiple objects, and collates these works in catalogues raisonnés.
It produces monumental sculptures to order for public spaces and private clients.
The gallery is present at the leading international contemporary art fairs (Art Basel, Art Basel Miami Beach, Fiac Paris, Art HK, Arco Madrid, Art Brussels, Art Cologne).
The directors of the Gallery are Daniel Lelong, Jacques Dupin and Jean Frémon (Paris); Patrice Cotensin (editions); Mary Sabbatino (New York) and Anne Blümel (Zürich).
13, rue de Téhéran
75008 Paris
France
528 West 26th Street
New York, NY 10001
USA
# SML Data
+ Date: 2013-05-23T16:21:37+0800
+ Dimensions: 2874 x 4672
+ Exposure: 1/40 sec at f/8.0
+ Focal Length: 35 mm
+ ISO: 800
+ Flash: Did not fire
+ Camera: Canon EOS 6D
+ Lens: Canon EF 17-40mm f/4L USM
+ GPS: 22°16'58" N 114°10'22" E
+ Location: 香港會議展覽中心 Hong Kong Convention and Exhibition Centre (HKCEC)
+ Workflow: Lightroom 4
+ Serial: SML.20130523.6D.13930
+ Series: 新聞攝影 Photojournalism, SML Fine Art, Art Basel Hong Kong 2013
# Media Licensing
Creative Commons (CCBY) See-ming Lee 李思明 / SML Photography / SML Universe Limited
“Mixed Media Sculpture by Petah Coyne: Untitled #1378 (ZELDA, Alabama Slammer Series), 1997-2013” / Galerie Lelong / Art Basel Hong Kong 2013 / SML.20130523.6D.13930
/ #Photojournalism #CreativeCommons #CCBY #SMLPhotography #SMLUniverse #SMLFineArt #Crazyisgood #SMLProjects
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #Art #FineArt #ArtBasel #ABHK #MixedMedia #PetahCoyne #GalerieLelong #untitled #sculpture #AlabamaSlammer
EL Wire Dress by Diana Eng
Aqua silk chiffon organically draped dress edge with electroluminescent wire controlled by an accelerometer. Circuit boards are housed in 3-D printed neck piece.
SML Pro Blog: Diana Eng's Fairytale Fashion Collection Debut at Eyebeam NYC
+++
Fairytale Fashion Show
2010-02-24
7pm - 9pm
Eyebeam
Diana Eng presented the Fairytale Fashion Collection in a technology fashion show on Wed., February 24, 7PM, at Eyebeam. Models hit the runway while an orchestra of circuit bending DJ’s create music from hacked video game consoles.
The Fairytale Fashion Collection uses technology to create magical clothing in real life. Electronics, mechanical engineering, and mathematics are used to create clothing with blooming flowers, changing colors and transforming shapes. Research and development for the Fairytale Fashion collection are shared online at FairytaleFashion.org as an educational tool that teaches about science, math, and technology through fashion. Fairytale Fashion was created with the support of Eyebeam Art and Technology Center, the leading not-for-profit art and technology center in the United States.
Diana Eng is a fashion designer who specializes in technology, math, and science. Her designs range from inflatable clothing to fashions inspired by mechanical engineering. She is a designer from Bravo’s Emmy nominated TV show, Project Runway season 2 and author of Fashion Geek: Clothes, Accessories, Tech. Diana is cofounder of NYC Resistor hacker group. Diana is currently a resident artist at Eyebeam.
See also video interview with the artist (Flickr HD video).
Deadly Sins
A new collectible, slated to set the mark as an icon for the 22nd Century - collect all Seven Deadly Sins. Due out by December in an exclusive limited edition set.
Pure Products USA | Ligorano/Reese Collaboration in Art
Towards a Surreal Politik…
In 1992, we began Pure Products of America as a series of multiple editions focusing on the impact of marketing on politics. Over the past 17 years, the series has expanded and now includes 14 pieces running the gamut from snow globes to underwear (our underwear was the first to pack a political message), to happy meals.
Each object is signed and numbered in various sized editions. When we introduce Pure Products, we send some of them as gifts to government officials. Presidents Obama, Bush, and Clinton, members of the Supreme Court and various Senators and Congressional representatives have all received a pure product at one time or another.
Pure Products also function as discreet elements in installations. The installations The Bible Belt, Pillars of the Clean Order, and Steel Nipples incorporated them in sculptural settings with video and other media. In 2001, we expanded on this idea with the inauguration of an online retail website as part of the project.
Each piece is grounded within a framework that satirizes political values and, often, lampoons morality. Some pure products, like Line Up and Contract with America underwear, became media sensations, reported in the press, on television and radio. The commentary surrounding the artwork is a mixture of absurdity and culture jamming, amplifying how much the media interprets and misinterprets contemporary art and blurs the connections between art, activism and commerce.
ligoranoreese.net/pure-products-usa
Bio
NORA LIGORANO and MARSHALL REESE have collaborated together as Ligorano/Reese since the early 80’s. They use collaboration to blend diverse talents into a singular voice and vision. In the process of creating their work, their individual contributions cross and criss-cross between each other from brainstorming to realizing and making the art on location or in the studio.
They use unusual materials and industrial processes to make their limited edition multiples, videos, sculptures and installations, moving easily from dish towels, underwear, and snow globes, to electronic art and computer controlled interactive installations.
They take and manipulate images, audio and text from old media: print, television, radio and combine that with the new: internet and mobile telecommunications. Their pursuit is an ongoing investigation into the impact of technology on culture and the associations and meanings that the media brings to images, language and speech in politics.
They have an interest with using open forms to involve community interaction, like their drawing contests, Crater Bay Area for the 01 Festival in San Jose and Crater New York at Location1. Installations that combine sculpture with public participation in drawing, within the context of a contest that is also streamed on the internet and in Second Life. Their ice sculptures, “Main Street Meltdown” and “The State of Things” share that same sense of open possibility, fusing natural processes of erosion and decay as flexible durations and markers to determine the experience of the work.
Many of their sculptures and installations reinterpret and reexamine older forms of technology - using objects that signify truth, authority and manifest cultural historicity. Ligorano/Reese use mirrors, clocks, metronomes and medieval codex bindings and combine them with video screens. They have invented micro-projection systems to display films on the head of a pin or the counterweight of a metronome.
Since 2004, they’ve investigated portraiture as a construct of social representation. Line Up (2004-5), their series of portraits of Bush administration officials in mug shot, acknowledges that the mug shot is the preeminent form of portraiture now that more people are incarcerated in the U.S. than any other country in the world. In December, 2007, the exhibition of these photos at the New York Public Library caused a firestorm of controversy with heavy rotation on FoxNews, DrudgeReport’s homepage and many, many other publications.
In 2001, they launched www.pureproductsusa.com, the online retail website for their infamous political art series the Pure Products of America. Since 1992, Ligorano/Reese have made 11 multiples in signed editions of 3 to 100. They are best selling editions at Printed Matter, artbook@ps1 and the New Museum store and have prompted, at least on one occasion, the RNC to threaten them with copyright infringement.
For more information see “The Joy of Collaborating: recipes for time-based art.”
Eyebeam Open Studios: Fall 2009
eyebeam.org/events/open-studios-fall-2009
Eyebeam is pleased to host Open Studios for its 2009 Senior Fellows, Resident Artists, and Student Residents at Eyebeam’s state-of-the-art design, research, and fabrication studio; showcasing video performance, wearable technologies, code and humor, party technology, and sustainablity design.
///////////////
Eyebeam is the leading not-for-profit art and technology center in the United States.
Founded in 1996 and incorporated in 1997, Eyebeam was conceived as a non-profit art and technology center dedicated to exposing broad and diverse audiences to new technologies and media arts, while simultaneously establishing and demonstrating new media as a significant genre of cultural production.
Since then, Eyebeam has supported more than 130 fellowships and residencies for artists and creative technologists; we've run an active education program for youth, artists' professional development and community outreach; and have mounted an extensive series of public programs, over recent years approximately 4 exhibitions and 40 workshops, performances and events annually.
Today, Eyebeam offers residencies and fellowships for artists and technologists working in a wide range of media. At any given time, there are up to 20 resident artists and fellows onsite at Eyebeam's 15,000-square foot Chelsea offices and Labs, developing new projects and creating work for open dissemination through online, primarily open-source, publication as well as a robust calendar of public programming that includes free exhibitions, lectures and panels, participatory workshops, live performances and educational series.
FlickrStats: 1,000,000+ views! THANK YOU!
sometimes, in all of the struggle and after all of the bad days, each day comes and goes, and days upon days...
each visit, each and every day adds up, and every comment, every favorite, every moment, every photo, every act comes together -- and i never imagined i'd have the chance to share this much, never enough, and beyond :
1,000,000+ views, with you all, and thanks to you! all you!
thank you!
i am humbled, inspired, and blessed to have you with me, for all that we share and choose to create and make of this, our miraculous wondrous world, life and experience.
Love, Peace
THANK YOU!
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so much to share; more and better, for All.
THANK YOU.
ryan
From the Wikipedia page on the Elgin Marbles:
[[[
The Elgin Marbles, known also as the Parthenon Marbles, are a collection of classical Greek marble sculptures, inscriptions and architectural members that originally were part of the Parthenon and other buildings on the Acropolis of Athens.[1][2] Thomas Bruce, 7th Earl of Elgin, the British ambassador to the Ottoman Empire from 1799–1803, had obtained a controversial permission from the Ottoman authorities to remove pieces from the Acropolis.
There is controversy as to whether the removed pieces were purchased from the ruling government of the time or not. [3] From 1801 to 1812 Elgin's agents removed about half of the surviving sculptures of the Parthenon, as well as architectural members and sculpture from the Propylaea and Erechtheum.[4] The Marbles were transported by sea to Britain. In Britain, the acquisition of the collection was supported by some,[5] while many critics compared Elgin's actions to vandalism[6] or looting.[7][8][9][10][11]
Following a public debate in Parliament and subsequent exoneration of Elgin's actions, the marbles were purchased by the British Government in 1816 and placed on display in the British Museum, where they stand now on view in the purpose-built Duveen Gallery. The legality of the removal has been questioned and the debate continues as to whether the Marbles should remain in the British Museum or be returned to Athens.
Contents
• 3 Legality of the removal from Athens
• 5 Damage
•• 5.1 Use as a Christian church
•• 5.2 Morosini •
•• 5.4 Elgin
•• 5.6 Athens
•• 6.1 Rationale for returning to Athens
•• 6.2 Rationale for retaining in London
• 7 Public perception of the issue
••• 7.1.2 Popular support for restitution
• 8 Other displaced Parthenon art
•• 12.1 Pros and cons of restitution
Acquisition
In December of 1798, Thomas Bruce, 7th Earl of Elgin, was appointed as "Ambassador Extraordinary and Minister Plenipotentiary of His Britannic Majesty to the Sublime Porte of Selim III, Sultan of Turkey". Prior to his departure to take up the post he had approached at least three officials of the British government to inquire if they would be interested in employing artists to take casts and drawings of the sculptured portions of the Parthenon. According to Lord Elgin, "the answer of the Government... was entirely negative."[5]
Lord Elgin decided to carry out the work at his own expense and employed artists to take casts and drawings under the supervision of the Neapolitan court painter Giovani Lusieri.[5] However, while conducting surveys, he found that Parthenon statuary that had been documented in a 17th century survey was now missing, and so he investigated. According to a Turkish local, marble sculptures that fell were burned to obtain lime for building.[5] Although the original intention was only to document the sculptures, in 1801 Lord Elgin began to remove material from the Parthenon and its surrounding structures[12] under the supervision of Lusieri.
The excavation and removal was completed in 1812 at a personal cost of £74,240 (about $4 million in today's currency).[13] Elgin intended the marbles for display in the British Museum, selling them to the British government for less than the cost of bringing them to Britain and declining higher offers from other potential buyers, including Napoleon.[12]
Description
Main articles: Parthenon Frieze and Metopes of the Parthenon
The Elgin Marbles include some 17 figures from the statuary from the east and west pediments, 15 (of an original 92) of the metope panels depicting battles between the Lapiths and the Centaurs, as well as 247 feet (of an original 524 feet) of the Parthenon Frieze which decorated the horizontal course set above the interior architrave of the temple. As such, they represent more than half of what now remains of the surviving sculptural decoration of the Parthenon. Elgin's acquisitions also included objects from other buildings on the Athenian Acropolis: a Caryatid from Erechtheum; four slabs from the frieze of the Temple of Athena Nike; and a number of other architectural fragments of the Parthenon, Propylaia, Erechtheum, the Temple of Athena Nike and the Treasury of Atreus.
Legality of the removal from Athens
As the Acropolis was still an Ottoman military fort, Elgin required permission to enter the site, including the Parthenon and the surrounding buildings. He allegedly obtained from the Sultan a firman to allow his artists access to the site. The original document is now lost, but what is said to be a translated Italian copy made at the time still survives.[14] Vassilis Demetriades, Professor of Turkish Studies at the University of Crete, has argued that "any expert in Ottoman diplomatic language can easily ascertain that the original of the document which has survived was not a firman",[15] and its authenticity has been challenged.[16]
The document was recorded in an appendix of an 1816 parliamentary committee report. The committee had convened to examine a request by Elgin asking the British government to purchase the marbles. The report claimed that the document[17] in the appendix was an accurate translation in English of an Ottoman firman dated in July 1801. In Elgin's view it amounted to an Ottoman authorization to remove the marbles. The committee was told that the original document was given to Ottoman officials in Athens in 1801, but researchers have so far failed to locate any traces of it despite the fact that the Ottoman archives still hold an outstanding number of similar documents dating from the same period.[16] Moreover the parliamentary record shows that the Italian copy of the firman was not presented to the committee by Elgin himself but by one of his associates, the clergyman Rev. Philip Hunt. Hunt, who at the time resided in Bedford, was the last witness to appear before the committee and claimed that he had in his possession an Italian translation of the Ottoman original. He went on to explain that he had not brought the document, because, upon leaving Bedford, he was not aware that he was to testify as a witness. The English document in the parliamentary report was filed by Hunt, but the committee was not presented with the Italian translation purportedly in his possession. William St. Clair, a contemporary biographer of Lord Elgin, claimed to possess Hunt's Italian document and "vouches for the accuracy of the English translation". In addition, the committee report states on page 69 "(Signed with a signet.) Seged Abdullah Kaimacan". But the document presented to the committee was "an English translation of this purported translation into Italian of the original firman",[18] and had neither signet nor signature on it, a fact corroborated by St. Clair.[16] The lines pertaining to the removal of the marbles allowed Elgin and his team to fix scaffolding, make drawings, make mouldings in chalk or gypsum, measure the remains of the ruined buildings and excavate the foundations which may have become covered in the [ghiaja]; and "...that when they wish to take away [qualche] pieces of stone with old inscriptions or figures thereon, that no opposition be made thereto". The interpretation of these lines has been questioned even by non-restitutionalists,[19] particularly the word qualche, which in modern language is translated as some. According to non-restitutionalists, further evidence that the removal of the sculptures by Elgin was approved by the Ottoman authorities is shown by a second firman which was required for the shipping of the marbles from the Piraeus.[20]
Despite the controversial firman, many have questioned the legality of Elgin's actions. A study by Professor David Rudenstine of the Benjamin N. Cardozo School of Law concluded that the premise that Elgin obtained legal title to the marbles, which he then transferred to the British government, "is certainly not established and may well be false".[21] Rudenstine's argumentation is partly based on a translation discrepancy he noticed between the surviving Italian document and the English text submitted by Hunt to the parliamentary committee. The text from the committee report reads "We therefore have written this Letter to you, and expedited it by Mr. Philip Hunt, an English Gentleman, Secretary of the aforesaid Ambassador" but according to the St. Clair Italian document the actual wording is "We therefore have written this letter to you and expedited it by N.N.". In Rudenstine's, view this substitution of "Mr. Philip Hunt" with the initials "N.N." can hardly be a simple mistake. He further argues that the document was presented after the committee's insistence that some form of Ottoman written authorization for the removal of the marbles was provided, a fact known to Hunt by the time he testified. Thus, according to Rudenstine, "Hunt put himself in a position in which he could simultaneously vouch for the authenticity of the document and explain why he alone had a copy of it fifteen years after he surrendered the original to Ottoman officials in Athens". On two earlier occasions, Elgin stated that the Ottomans gave him written permissions more than once, but that he had "retained none of them." Hunt testified on March 13, and one of the questions asked was "Did you ever see any of the written permissions which were granted to [Lord Elgin] for removing the Marbles from the Temple of Minerva?" to which Hunt answered "yes", adding that he possessed an Italian translation of the original firman. Nonetheless, he did not explain why he had retained the translation for 15 years, whereas Elgin, who had testified two weeks earlier, knew nothing about the existence of any such document.[16]
In contrast, Professor John Merryman, Sweitzer Professor of Law and also Professor of Art at Stanford University, putting aside the discrepancy presented by Rudenstine, argues that since the Ottomans had controlled Athens since 1460, their claims to the artifacts were legal and recognizable. The Ottoman sultan was grateful to the British for repelling Napoleonic expansion, and the Parthenon marbles had no sentimental value to him.[12] Further, that written permission exists in the form of the firman, which is the most formal kind of permission available from that government, and that Elgin had further permission to export the marbles, legalizes his (and therefore the British Museum's) claim to the Marbles.[20][citation needed] He does note, though, that the clause concerning the extent of Ottoman authorization to remove the marbles "is at best ambiguous", adding that the document "provides slender authority for the massive removals from the Parthenon... The reference to 'taking away any pieces of stone' seems incidental, intended to apply to objects found while excavating. That was certainly the interpretation privately placed on the firman by several of the Elgin party, including Lady Elgin. Publicly, however, a different attitude was taken, and the work of dismantling the sculptures on the Parthenon and packing them for shipment to England began in earnest. In the process, Elgin's party damaged the structure, leaving the Parthenon not only denuded of its sculptures but further ruined by the process of removal. It is certainly arguable that Elgin exceeded the authority granted in the firman in both respects".[19]
Contemporary reaction
When the marbles were shipped to England, they were "an instant success among many"[5] who admired the sculptures and supported their arrival, but both the sculptures and Elgin also received criticism from detractors. Lord Elgin began negotiations for the sale of the collection to the British Museum in 1811, but negotiations failed despite the support of British artists[5] after the government showed little interest. Many Britons opposed the statues because they were in bad condition and therefore did not display the "ideal beauty" found in other sculpture collections.[5] The following years marked an increased interest in classical Greece, and in June 1816, after parliamentary hearings, the House of Commons offered £35,000 in exchange for the sculptures. Even at the time the acquisition inspired much debate, although it was supported by "many persuasive calls" for the purchase.[5]
Lord Byron didn't care for the sculptures, calling them "misshapen monuments".[22] He strongly objected to their removal from Greece, denouncing Elgin as a vandal.[6] His view of the removal of the Marbles from Athens is also reflected in his poem "Childe Harold's Pilgrimage":[23]
Dull is the eye that will not weep to see
Thy walls defaced, thy mouldering shrines removed
By British hands, which it had best behoved
To guard those relics ne'er to be restored.
Curst be the hour when from their isle they roved,
And once again thy hapless bosom gored,
And snatch'd thy shrinking gods to northern climes abhorred!
Byron was not the only one to protest against the removal at the time:
"The Honourable Lord has taken advantage of the most unjustifiable means and has committed the most flagrant pillages. It was, it seems, fatal that a representative of our country loot those objects that the Turks and other barbarians had considered sacred," said Sir John Newport.[13]
A parliamentary committee investigating the situation concluded that the monuments were best given "asylum" under a "free government" such as the British one.[5] In 1810, Elgin published a defence of his actions which silenced most of his detractors,[4] although the subject remained controversial.[citation needed] John Keats was one of those who saw them privately exhibited in London, hence his two sonnets about the marbles. Notable supporters of Elgin included the painter Benjamin Robert Haydon.[5]
A public debate in Parliament followed Elgin's publication, and Elgin's actions were again exonerated. Parliament purchased the marbles for the nation in 1816 by a vote of 82-30 for £35,000.[6] They were deposited in the British Museum, where they were displayed in the Elgin Saloon (constructed in 1832), until the Duveen Gallery was completed in 1939. Crowds packed the British Museum to view the sculptures, setting attendance records for the museum.[5] William Wordsworth viewed the marbles at the museum and commented favorably on their aesthetics.[24]
Damage
Some of the Marbles were damaged prior to Lord Elgin's obtaining them.
Use as a Christian church
After the conversion of the Greek people to Christianity the Parthenon was eventually converted from a temple of the Virgin (Parthenos) Athena to a holy temple (hieros naos) of the Virgin Mary.[25] The church of the Parthenon and Athens in general was considered the fourth most important pilgrimage in the Eastern Roman Empire, after Constantinople, Ephesos and Thessalonica.[26] The temple's use as a Christian church constitutes the single longest period of its history (ca. 500–1450 AD) and its importance as a church and Christian pilgrimage was greater than that it enjoyed in Ancient Greece.[27] During this period, frescoes and inscriptions were added to the marble walls and columns as it was a custom of the era's pilgrim to mark their visit.[25] Altogether some 220 funerary inscriptions survive for the years 600-1200, though many more were probably lost due to structural damage to the building and erosion of the surface.[25] Similar inscriptions were found in the Propylaia as well as on the church of St. George in the Keramykos, which in antiquity was a temple of Hephaistos and is today called the Theseion.[28] From 1205 to 1456 Athens was ruled by Western Crusaders and the church was converted into a Latin cathedral, although the stream of pilgrims continued.[29]
Morosini
Another example of prior damage is that sustained during wars. It is during these periods that the Parthenon and its artwork have sustained by far the most extensive damage. In particular, an explosion ignited by Venetian gun and cannon fire bombardment in 1687, whilst the Parthenon was used as a munitions store during the Ottoman rule, destroyed or damaged many pieces of Parthenon art including some of those later taken by Lord Elgin.[30] In particular this explosion sent the marble roof, most of the cella walls, 14 columns from the north and south peristyles and carved metopes and frieze blocks flying and crashing to the ground and thus destroyed much of the artwork.Further damage was made to the art of the Parthenon by the Venetian general Francesco Morosini when he subsequently looted the site of its larger sculptures. His tackle was faulty and snapped, dropping an over life-sized Poseidon and the horses of Athena's chariot from the west pediment to the rock of the Acropolis forty feet below.[31]
War of Independence
The Erechtheum was used as a munitions store by the Ottomans during the Greek War of Independence[32] (1821–1833) which ended the 350-year Ottoman rule of Athens.
The Acropolis was besieged twice during the Greek War of Independence, once by the Greek and once by the Ottoman forces. During the siege the Greeks were aware of the dilemma and chose to offer the besieged Ottoman forces, who were attempting to melt the lead in the columns to cast bullets, bullets of their own if they would leave the Parthenon undamaged.[33]
Elgin
Elgin consulted with sculptor Antonio Canova in 1803 about how best to restore the marbles. Canova was considered by some to be the world's best sculptural restorer of the time; Elgin wrote that Canova declined to work on the marbles for fear of damaging them further.[5]
To facilitate transport by Elgin, the column capital of the Parthenon and many metopes and slabs were either hacked off the main structure or sawn and sliced into smaller sections causing irreparable damage to the Parthenon itself to which these Marbles were connected.[34] One shipload of marbles on board the British brig Mentor was caught in a storm off Cape Matapan and sank near Kythera, but was salvaged at the Earl's personal expense;[35] it took two years to bring them to the surface.
British Museum
The artifacts held in London suffered from 19th century pollution—which persisted until the mid-20th century[37] — and they have been irrevocably damaged[38] by previous cleaning methods employed by British Museum staff.
As early as 1838, scientist Michael Faraday was asked to provide a solution to the problem of the deteriorating surface of the marbles. The outcome is described in the following excerpt from the letter he sent to Henry Milman, a commissioner for the National Gallery.[39][40]
The marbles generally were very dirty ... from a deposit of dust and soot. ... I found the body of the marble beneath the surface white. ... The application of water, applied by a sponge or soft cloth, removed the coarsest dirt. ... The use of fine, gritty powder, with the water and rubbing, though it more quickly removed the upper dirt, left much imbedded in the cellular surface of the marble. I then applied alkalis, both carbonated and caustic; these quickened the loosening of the surface dirt ... but they fell far short of restoring the marble surface to its proper hue and state of cleanliness. I finally used dilute nitric acid, and even this failed. ... The examination has made me despair of the possibility of presenting the marbles in the British Museum in that state of purity and whiteness which they originally possessed.
A further effort to clean the marbles ensued in 1858. Richard Westmacott, who was appointed superintendent of the "moving and cleaning the sculptures" in 1857, in a letter approved by the British Museum Standing Committee on 13 March 1858 concluded[41]
'I think it my duty to say that some of the works are much damaged by ignorant or careless moulding — with oil and lard — and by restorations in wax, and wax and resin. These mistakes have caused discolouration. I shall endeavour to remedy this without, however, having recourse to any composition that can injure the surface of the marble
Yet another effort to clean the marbles occurred in the years 1937–38. This time the incentive was provided by the construction of a new Gallery to house the collection. The Pentelic marble, from which the sculptures are made, naturally acquires a tan colour similar to honey when exposed to air; this colouring is often known as the marble's "patina"[42] but Lord Duveen, who financed the whole undertaking, acting under the misconception that the marbles were originally white[43] probably arranged for the team of masons working in the project to remove discoloration from some of the sculptures. The tools used were seven scrapers, one chisel and a piece of carborundum stone. They are now deposited in the British Museum's Department of Preservation.[43][44] The cleaning process scraped away some of the detailed tone of many carvings.[45] According to Harold Plenderleith, the surface removed in some places may have been as much as one-tenth of an inch (2.5 mm).[43]
The British Museum has responded to these allegations with the statement that "mistakes were made at that time."[38] On another occasion it was said that "the damage had been exaggerated for political reasons" and that "the Greeks were guilty of excessive cleaning of the marbles before they were brought to Britain."[44] During the international symposium on the cleaning of the marbles, organised by the British Museum, Dr Ian Jenkins, deputy keeper of Greek and Roman antiquities, remarked that "The British Museum is not infallible, it is not the Pope. Its history has been a series of good intentions marred by the occasional cock-up, and the 1930s cleaning was such a cock-up". Nonetheless, he pointed out that the prime cause for the damage inflicted upon the marbles was the 2000 year long weathering on the Acropolis[46]
Dorothy King, in a newspaper article, claimed that techniques similar to the ones used in 1937-1938 were applied by Greeks as well in more recent decades than the British, and maintained that Italians still find them acceptable.[12] Attention has been drawn by the British Museum to a purportedly similar cleaning of the temple of Hephaistos in the Athenian Agora carried out by the conservation team of the American School of Classical Studies at Athens[47] with steel chisels and brass wire in 1953.[35] According to the Greek ministry of Culture, the cleaning was carefully limited to surface salt crusts.[46] The 1953 American report concluded that the techniques applied were aimed at removing the black deposit formed by rain-water and "brought out the high technical quality of the carving" revealing at the same time "a few surviving particles of colour".[47]
According to documents released by the British Museum under the Freedom of Information Act, a series of minor accidents, thefts and acts of vandalism by visitors have inflicted further damage to the sculptures.[48] This includes an incident in 1961 when two schoolboys knocked off a part of a centaur's leg. In June 1981, a west pediment figure was slightly chipped by a falling glass skylight, and in 1966 four shallow lines were scratched on the back of one of the figures by vandals. During a similar mishap in 1970, letters were scratched on to the upper right thigh of another figure. Four years later, the dowel hole in a centaur's hoof was damaged by thieves trying to extract pieces of lead.[48]
Athens
While the levels of nitrogen oxide, nitrogen dioxide, and particulate matter pollution in Athens are average compared to other European cites,[49] air pollution and acid rain have caused damage to marble and stonework at the Parthenon.[50] The last remaining slabs from the western section of the Parthenon frieze were removed from the monument in 1993 for fear of further damage.[51] They have now been transported to the New Acropolis Museum.[50]
Until cleaning of the remaining marbles was completed in 2005,[52] black crusts and coatings were present on the marble surface.[53] The laser technique applied on the 14 slabs that Elgin did not remove revealed a surprising array of original details such as the original chisel marks and the veins on the horses' bellies. Similar features in the British Museum collection have been scraped and scrubbed with chisels to make the marbles look white.[54] Between January 20 and the end of March 2008, 4200 items (sculptures, inscriptions small terracotta objects), including some 80 artifacts dismantled from the monuments in recent years, were removed from the old museum on the Acropolis to the new Parthenon Museum.[55][56] Natural disasters have also affected the Parthenon. In 1981, an earthquake caused damage to the east facade.[57]
Since 1975, Greece has been restoring the Acropolis. This restoration has included replacing the thousands of rusting iron clamps and supports that had previously been used, with non-corrosive titanium rods;[58] removing surviving artwork from the building into storage and subsequently into a new museum built specifically for the display of the Parthenon art; and replacing the artwork with high-quality replicas. This process has come under fire from some groups as some buildings have been completely dismantled, including the dismantling of the Temple of Athena Nike and for the unsightly nature of the site due to the necessary cranes and scaffolding.[58] But the hope is to restore the site to some of its former glory, which may take another 20 years and 70 million euros, though the prospect of the Acropolis being "able to withstand the most extreme weather conditions — earthquakes" is "little consolation to the tourists visiting the Acropolis" according to The Guardian.[58] Directors of the British Museum have not ruled out temporarily loaning the marbles to the new museum, but state that it would be under the condition of Greece acknowledging British ownership.[13]
Ownership debate
Rationale for returning to Athens
Defenders of the request for the Marble's return claim that the marbles should be returned to Athens on moral and artistic grounds. The arguments include:
• The main stated aim of the Greek campaign is to reunite the Parthenon sculptures around the world in order to restore "organic elements" which "at present remain without cohesion, homogeneity and historicity of the monument to which they belong" and allow visitors to better appreciate them as a whole;[59][60]
• Presenting all the extant Parthenon Marbles in their original historical and cultural environment would permit their "fuller understanding and interpretation";[60]
• Precedents have been set with the return of fragments of the monument by Sweden,[61] the University of Heidelberg, Germany,[62] the Getty Museum in Los Angeles.[62] and the Vatican[63];
• That the marbles may have been obtained illegally and hence should be returned to their rightful owner;[64]
• Returning the Elgin Marbles would not set a precedent for other restitution claims because of the distinctively "universal value" of the Parthenon.[65]
• Safekeeping of the marbles would be ensured at the New Acropolis Museum, situated to the south of the Acropolis hill. It was built to hold the Parthenon sculpture in natural sunlight that characterises the Athenian climate, arranged in the same way as they would have been on the Parthenon. The museum's facilities have been equipped with state-of-the-art technology for the protection and preservation of exhibits [66]
Rationale for retaining in London
A range of different arguments have been presented by scholars[13], political-leaders and British Museum spokespersons over the years in defence of retention of the Elgin Marbles within the British Museum. The main points include:
• the maintenance of a single worldwide-oriented cultural collection, all viewable in one location, thereby serving as a world heritage centre. The British Museum is a creative and living achievement of the Enlightenment, while the Parthenon, on the other hand, is a ruin that can never now be restored.[48]
• the assertion that fulfilling all restitution claims would empty most of the world's great museums – this has also caused concerns among other European and American museums, with one potential target being the famous bust of Nefertiti in Berlin's Altes Museum;[13] in addition, portions of Parthenon marbles are kept by many other European museums, so the Greeks would then establish a precedent to claim these other artworks;[12]
• scholars agree that the marbles were saved from what would have been severe damage from pollution and other factors, which could have perhaps destroyed the marbles,[12] if they had been located in Athens the past few hundred years;[13]
• experts agree that Greece could mount no court case because Elgin was granted permission by what was then Greece's ruling government and a legal principle of limitation would apply, i.e. the ability to pursue claims expires after a period of time prescribed by law;[13]
• More than half the original marbles are lost and therefore the return of the Elgin Marbles could never complete the collection in Greece. In addition, many of the marbles are too fragile to travel from London to Athens;[13]
• display in the British museum puts the sculptures in a European artistic context, alongside the work of art which both influenced and was influenced by Greek sculpture. This allows parallels to be drawn with the art of other cultures;[67]
• the notion that the Parthenon sculptures are an item of global rather than solely Greek significance strengthens the argument that they should remain in a museum which is both free to visit, and located in Europe's most visited and largest city. The government of Greece intends to charge visitors of the New Acropolis Museum, where they can view the marbles (as of 2010 the price is five Euros),
• a legal position that the museum is banned by charter from returning any part of its collection.[68]
The latter was tested in the British High Court in May 2005 in relation to Nazi-looted Old Master artworks held at the museum; it was ruled that these could not be returned.[69] The judge, Sir Andrew Morritt, ruled that the British Museum Act – which protects the collections for posterity – cannot be overridden by a "moral obligation" to return works known to have been plundered. It has been argued, however, that connections between the legal ruling and the Elgin Marbles were more tenuous than implied by the Attorney General.[70] However, despite the British Museum's charter preventing the repatriation of items within its collection, a 2005 bill concerning the repatriation of ancestral remains allowed for the return of Aboriginal human remains to Tasmania after a 20-year battle with Australia.[71]
Another argument for maintaining their location within the UK has been made by J. H. Merryman, Sweitzer Professor of Law at Stanford University and co-operating professor in the Stanford Art Department. He argued that if the Parthenon were actually being restored, there would be a moral argument for returning the Marbles to the temple whence they came, and thus restoring its integrity. The Guardian has written that many repatrionists imply that the marbles would be displayed in their original position on the Parthenon.[12] However, the Greek plan is to transfer them from a museum in London to one in Athens. The sculptures which Elgin spared have been taken down and put in the New Acropolis Museum. "Is it more spiritually satisfying to see the Marbles in an Athenian museum gallery than one in London?"[50] Other voices, this time in the House of Lords, have raised more acute concerns about the fate of the Elgin Marbles if they were to be returned to Greece. In an exchange on 19 May 1997, Lord Wyatt, stated:
My Lords, is the Minister aware that it would be dangerous to return the marbles to Athens because they were under attack by Turkish and Greek fire in the Parthenon when they were rescued and the volatile Greeks might easily start hurling bombs around again?[72]
Public perception of the issue
Neologisms
The practice of plundering artifacts from their original setting is sometimes referred to as 'elginism',[73][74][75][76] while the claim, sometimes used by looters and collectors, that they are trying to rescue the artifacts they recover has become known as the "Elgin Excuse".[77]
Opinion polls
Despite the British Museum's position on its ownership of the marbles, in 1998, a poll carried out by Ipsos MORI asking "If there were a referendum on whether or not the Elgin Marbles should be returned to Greece, how would you vote?" returned these values from the general adult population:[78]
• 40% in favour of returning the marbles to Greece
• 15% in favour of keeping them at the British Museum
• 18% would not vote
• 27% had no opinion
A more recent opinion poll in 2002 (again carried out by MORI) showed similar results, with 40% in favour of returning the marbles to Greece, 16% in favour of keeping them within Britain and the remainder either having no opinion or would not vote.[79] When asked how they would vote if a number of conditions were met (including, but not limited to, a long-term loan where by the British maintained ownership and joint control over maintenance) the number responding in favour of return increased to 56% and those in favour of keeping them dropped to 7%.
Both MORI poll results have been characterised by proponents of the return of the Marbles to Greece as representing a groundswell of public opinion supporting return, since the proportion explicitly supporting return to Greece significantly exceeds the number who are explicitly in favour of keeping the Marbles at the British Museum.[78][80]
Popular support for restitution
An internet campaign site [81], in part sponsored by Metaxa aims to consolidate support for the return of the Elgin Marbles to the New Acropolis Museum in Athens.
Other displaced Parthenon art
The remainder of the surviving sculptures that are not in museums or storerooms in Athens are held in museums in various locations across Europe. The British Museum also holds additional fragments from the Parthenon sculptures acquired from various collections that have no connection with Lord Elgin.
The collection held in the British Museum includes the following material from the Acropolis:
• Parthenon: 247 ft (75 m) of the original 524 ft (160 m) of frieze
•• 15 of the 92 metopes
•• 17 pedimental figures; various pieces of architecture
• Erechtheion: a Caryatid, a column and other architectural members
• Propylaia: Architectural members
• Temple of Athena Nike: 4 slabs of the frieze and architectural members
Further reading
• Mary Beard, The Parthenon (Profile Books, 2004) ISBN 978-1-86197-301-6
• Marc Fehlmann, "Casts and Connoisseurs. The Early Reception of the Elgin Marbles" (Apollo, June 2007, pp. 44–51)[82]
• Jeanette Greenfield 'The Return of Cultural Treasures'(Cambridge University Press 2007)
• Christopher Hitchens, Imperial Spoils: The Curious Case of the Elgin Marbles (with essays by Robert Browning and Graham Binns) (Verso, March 1998)
• Ian Jenkins, The Parthenon Frieze (British Museum Press, 2002)
• Dorothy King, The Elgin Marbles (Hutchinson, January 2006)
• François Queyrel, Le Parthénon, Un monument dans l'Histoire (Bartillat, 2008) ISBN 978-2-84100-435-5.
• William St Clair, Lord Elgin and the Marbles (Oxford University Press, 1998)
See also
• Greece – United Kingdom relations
References
• ^ "What are the 'Elgin Marbles'?". britishmuseum.org. http://www.britishmuseum.org/explore/highlights/article_index/w/what_are_the_elgin_marbles.aspx. Retrieved 2009-05-12.
• ^ "Elgin Marbles — Greek sculpture". Encyclopædia Britannica. http://www.britannica.com/eb/topic-184554/Elgin-Marbles. Retrieved 2009-05-12.
• ^ www.athensguide.com/elginmarbles. http://www.athensguide.com/elginmarbles.
• ^ a b Encycolopedia Britannica, Elgin Marbles, 2008, O.Ed.
• ^ a b c d e f g h i j k l Casey, Christopher (October 30, 2008). ""Grecian Grandeurs and the Rude Wasting of Old Time": Britain, the Elgin Marbles, and Post-Revolutionary Hellenism". Foundations. Volume III, Number 1. http://ww2.jhu.edu/foundations/?p=8. Retrieved 2009-06-25.
• ^ a b c Encyclopedia Britannica, The Acropolis, p.6/20, 2008, O.Ed.
• ^ Linda Theodorou; Facaros, Dana (2003). Greece (Cadogan Country Guides). Cadogan Guides. p. 55. ISBN 1-86011-898-4.
• ^ Dyson, Stephen L. (2004). Eugenie Sellers Strong: portrait of an archaeologist. London: Duckworth. ISBN 0-7156-3219-1.
• ^ Mark Ellingham, Tim Salmon, Marc Dubin, Natania Jansz, John Fisher, Greece: The Rough Guide,Rough Guides, 1992,ISBN 1-85828-020-6, p.39
• ^ Chester Charlton McCown, The Ladder of Progress in Palestine: A Story of Archaeologic