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embodied form: 198
7.16.16 nll
I created these two “couplings” tonight. I might cut them out and start piecing them together to see how they interact with each other. I used one of the pods as inspiration for another ‘digital sketch’.
Mammatus clouds formed on the backend of the storm system as it moved out of Chicago. Though if it wasn't for the lightning illuminating it, I would have never known.
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www.lne.es/oviedo/2009/09/21/obra-piedad-formara-parte-re...
El escultor Santiago de Santiago, con obras en medio mundo, regresó ayer a Oviedo. Y no viene para un tema baladí, sino para presentar la estatua que ocupará el lugar de la fuente de la plaza Longoria Carbajal. Una reproducción que forma parte de una exposición que se inaugurará hoy en el Café Español y el en Ayuntamiento.
-Una vez más visita Oviedo.
-Porque la estatua de Mavi se nos va y viene «La Piedad», que formará parte de la reforma que se va a hacer en la plaza de Longoria Carbajal.
-Toda una incógnita...
-Va a ser la estatua más querida para los ovetenses, aunque su nombre representa algo que puede parecer muy doloroso, pero que es simplemente muy sentimental.
-¿Cómo será la estatua?
-Es una mujer que está en una postura muy acogedora, muy significativa, que inspira un cariño especial porque se la ve profundamente preocupada por algo. Espero que sea un éxito, porque fue elegida por un grupo reducido de gente de Oviedo, entre los que, por supuesto, estaba el Alcalde.
-¿Cómo va a ser esta estatua que ocupará el lugar de la fuente?
-Estará en posición reclinada, construida en bronce, y se colocará, más o menos, según la estructura que dejen en la plaza, en una situación físicamente paralela a la instalación de ahora. Al fondo estará lo que quede de la fuente, y de cara al público, la escultura.
-¿Qué quiso representar con esta obra?
-Un sentimiento. Está un poco arrodillada en el suelo, en una actitud como de sentimiento profundo por un tema de amor.
-La figura femenina es una constante en su obra.
-Porque no sé si es la culpable o la promotora de toda la vida, de lo bueno y de lo malo. La mujer es el regalo del hombre con los reglones torcidos... y que no falte.
-¿Qué representa para usted poner una estatua en Oviedo, donde hay muchas y de artistas tan importantes como Botero?
-Es una ciudad en la que ya tengo algunas obras, y después es un lugar de referencia para mí, donde también tengo parte de mi vida y muchos amigos. Ahora estoy aquí, porque ocurrió este curioso percance de la fuente.
-Tiene estatuas y monumentos repartidos por todo el mundo, de México a Japón, pasando por Rusia, Dinamarca y China, entre otros países.
-Un buen día cogí el mapamundi y dibujé una línea entre México, España y Japón, tres países muy distantes pero dominantes culturalmente. En este viaje estoy trabajando en países que pueden aportar mucho a la Humanidad. No obstante, para mí Oviedo siempre será una referencia.
«Espero que sea un éxito, porque la estatua fue elegida por un grupo reducido de gente de Oviedo»
Table Mountain (Khoekhoe: Huriǂoaxa, lit. 'sea-emerging'; Afrikaans: Tafelberg) is a flat-topped mountain forming a prominent landmark overlooking the city of Cape Town in South Africa.
It is a significant tourist attraction, with many visitors either using the cableway or hiking to the top.[4] The mountain has 2,285 plant species,[5] of which around 80% are fynbos (Afrikaans for 'fine bush'). Table Mountain National Park is the most visited national park in South Africa, attracting 4.2 million people every year for various activities.[6] It forms part of the lands formerly inhabited by Khoe-speaking clans, such as the !Uriǁʼaes (the "High Clan").
Table Mountain is home to a large array of mostly endemic flora and fauna.[7] Its top rises about 1,000 m above the surrounding city, making the popular hike upwards on a large variety of different, often steep and rocky pathways a serious mountain tour which requires fitness, preparation and hiking equipment.
Features
Table Mountain as seen from Lion's Head, with low-lying cloud cover over Cape Town
Cape Town under the clouds
The main feature of Table Mountain is the level plateau approximately three kilometres (2 mi) from side to side, edged by steep cliffs. The plateau, flanked by Devil's Peak to the east and by Lion's Head to the west, forms a dramatic backdrop to Cape Town. This broad sweep of mountainous heights, together with Signal Hill, forms the natural amphitheatre of the City Bowl and Table Bay harbour. The highest point on Table Mountain is towards the eastern end of the plateau and is marked by Maclear's Beacon, a stone cairn built in 1865 by Sir Thomas Maclear for trigonometrical survey. It is 1,086 metres (3,563 ft) above sea level, and about 19 metres (62 ft) higher than the cable station at the western end of the plateau.
The cliffs of the main plateau are split by Platteklip Gorge ("Flat Stone Gorge"), which provides an easy and direct ascent to the summit and was the route taken by António de Saldanha on the first recorded ascent of the mountain in 1503.[8]
The flat top of the mountain is often covered by orographic clouds, formed when a southeasterly wind is directed up the mountain's slopes into colder air, where the moisture condenses to form the so-called "table cloth" of cloud. Legend attributes this phenomenon to a smoking contest between the Devil and a local pirate called Van Hunks.[9] When the table cloth is seen, it symbolises the contest.
Table Mountain is at the northern end of a sandstone mountain range that forms the spine of the Cape Peninsula that terminates approximately 50 kilometres (30 mi) to the south at the Cape of Good Hope and Cape Point. Immediately to the south of Table Mountain is a rugged "plateau" at a somewhat lower elevation than the Table Mountain Plateau (at about 1,000 m or 3,300 ft), called the "Back Table". The "Back Table" extends southwards for approximately 6 km to the Constantia Nek-Hout Bay valley. The Atlantic side of the Back Table is known as the Twelve Apostles, which extends from Kloof Nek (the saddle between Table Mountain and Lion's Head) to Hout Bay. The eastern side of this portion of the Peninsula's mountain chain, extending from Devil's Peak, the eastern side of Table Mountain (Erica and Fernwood Buttresses), and the Back Table to Constantia Nek, does not have a single name, as on the western side. It is better known by the names of the conservation areas on its lower slopes: Groote Schuur Estate, Newlands Forest, Kirstenbosch Botanical Gardens, Cecilia Park, and Constantia Nek. Wikipedia
You made my whole being;
you formed me in my mother's body.
I praise you because you made me in an amazing and wonderful way.
What you have done is wonderful.
I know this very well.
You saw my bones being formed
as I took shape in my mother's body.
When I was put together there,
you saw my body as it was formed.
All the days planned for me
were written in your book
before I was one day old.
- Psalm 139 v13-16
The High Level Bridge is a road and railway bridge spanning the River Tyne between Newcastle upon Tyne and Gateshead in North East England. It is considered the most notable historical engineering work in the city. It was built by the Hawks family from 5,050 tons of iron. George Hawks, Mayor of Gateshead, drove in the last key of the structure on 7 June 1849, and the bridge was officially opened by Queen Victoria later that year.
It was designed by Robert Stephenson to form a rail link towards Scotland for the developing English railway network; a carriageway for road vehicles and pedestrians was incorporated to generate additional revenue. The main structural elements are tied cast-iron arches.
Notwithstanding the considerable increase in the weight of railway vehicles since it was designed, it continues to carry rail traffic, although the King Edward bridge nearby was opened in 1906 to ease congestion. The roadway is also still in use, although with a weight restriction. It is a Grade I listed structure.
In 1835, the Newcastle and Carlisle Railway (N&CR) Act authorised the line to approach Newcastle to a terminus at Redheugh, on the south bank of the River Tyne, close to the end of the present-day New Redheugh Bridge. The Act also authorised a crossing of the Tyne there, giving rail access to the north shore quays. The river was shallow at this point, and the bridge would have been at a low level, only 20 ft (6.1 m) above high water. The line would then have climbed to a terminus at the Spital, near Neville Street and the east end of the present-day Newcastle Central station. The climb was to be at a gradient of 1 in 22 and would have been operated by a stationary steam engine with rope haulage.
Hitherto railways in the region had had a local focus, but now the Great North of England Railway (GNER) obtained authorising Acts to build from Newcastle to York, forming part of a continuous trunk railway network to connect to London; the project was controlled by George Hudson, the so-called Railway King. At first the GNER was content to get access to the N&CR Newcastle terminus, by connecting with the N&CR at Redheugh and running over its line across the Tyne and up to the Spital. This had the advantage of avoiding a separate, and expensive, crossing of the river, but would have meant a steep descent to Redheugh as the GNER line approached on high ground from the Team Valley, only to climb once again to the Spital. Moreover, William Brandling had made known his intention to reach Newcastle from his line by running at a high level through Gateshead. On 25 April 1837, the N&CR decided to build to their south side, low-level terminus at Redheugh, but to leave the issue of the Tyne crossing open.
Richard Grainger was a developer in Newcastle, and had acquired lands at Elswick (on the north bank of the Tyne west of the proposed Redheugh crossing). In 1836, he published a pamphlet recommending a crossing of the Tyne there, and the formation of spacious railway terminal accommodation there. Drawing attention to the limited scope for extending eastwards from the Spital, and "in the event of an Edinburgh Railway also terminating in this situation, the interchange of passengers, goods, and cattle would be greatly increased".
Grainger's plan was not adopted, and the Brandling Junction Railway reached Gateshead in 1839. The GNER ran out of money and it was superseded in Hudson's railway empire by the Newcastle and Darlington Junction Railway, which opened its line using the Brandling Junction Railway from the south east instead of through the Team Valley. The Brandling Junction line had a terminus in Gateshead at Greenesfield at a high level, and the N&CR line was built climbing on an inclined plane at a gradient of 1 in 23 from Redheugh to reach that. The Newcastle and Darlington Junction Railway opened its line from the south to Pelaw, allowing its trains to reach Gateshead over the Brandling Junction line, in 1844. The tables had been turned, and indeed for a while Greenesfield was the de facto main station for the conurbation of Newcastle and Gateshead.
John and Benjamin Green were a father and son architectural practice active in Newcastle. In 1841 Benjamin Green had proposed a high level bridge for road traffic, substantially on the alignment of the actual High Level Bridge; and sensing the commercial climate he explained how it could be adapted for railway use. He failed to get any financial support, but in 1843 George Hudson was looking for ways to extend his railway network northwards, and the Greens' scheme fitted with his takeover of the Newcastle and Darlington Junction Railway; the line got its authorising Act on 22 May 1844, and the Act included the road bridge.
The Newcastle and North Shields Railway had opened in 1839 from its own terminus at Carliol Square, on the north-east edge of Newcastle. As a purely local concern, the disconnection was not important, but interest gathered in a railway to central Scotland; the "Edinburgh Railway" foreseen by Grainger. A Scottish concern, the North British Railway, had got its Act of Parliament the previous year to build as far south as Berwick (later known as Berwick-upon-Tweed.
Now Hudson was intent on capturing the line to Edinburgh for his empire, and he encouraged the development of railway plans to get there; the route such a line might take continued to generate considerable controversy. There was still ambiguity about Hudson's intentions for the bridge—an easier crossing point at Bill Quay, two miles downstream had been considered—and Newcastle Town Council sought undertakings from him. In addition, he promised a footway crossing; this was apparently not a sweetener to the Town Council, but a commercial decision, expected to bring in £250 a week. The footway crossing was later extended to include horse-drawn vehicles.
Finally, the Newcastle and Berwick Railway was authorised by Act of Parliament of 31 July 1845. The line would cross the Greens' high level bridge, starting from the Gateshead Greenesfield station, and commitments made to the building of a bridge by the Newcastle and Darlington Junction Railway were transferred to the Newcastle and Berwick Railway.
The bridge was to be designed by Robert Stephenson; T E Harrison did the detailed design work.
The height of the railway, at about 120 ft (37 m) above high water, was determined by the level of the Brandling Junction line in Gateshead. A double-deck configuration was selected because of road levels on the approaches, and to avoid the excess width of foundations which a side-by-side arrangement would require. The deck width was determined by the useful roadway width plus the width of structural members, which gave the railway deck the width for three tracks.
The foundations were to be difficult because of the poor ground conditions in the river, and this ruled out an all-masonry structure, so cast iron or wrought iron was inevitable for the superstructure. A tied arch (or bow-string) design was favoured because the outward thrust imposed by an arch is contained by the tie; no abutments capable of resisting the thrust could be provided here.
Stephenson had used this configuration before; he recorded that, "The earliest railway bridge on the bowstring principle is that over the Regent's Canal, near Chalk Farm, on the London and Birmingham Railway".
The arch would consist of iron ribs. Fawcett says, "The reasons for not using wrought iron was due to some engineers' distrust of rivetting, the relatively small size of wrought iron plates then available, and the higher cost… On 1 October 1845 when the Newcastle and Berwick Board instructed T E Harrison for their bridges, none of the uses of wrought iron had been developed far enough to be considered as an alternative to cast iron for the High Level Bridge. A tubular bridge might have been considered by Robert Stephenson but the distance between solid and reasonably shallow foundations would have given a span much larger than the Britannia Bridge."
The depth of rock in the riverbed resulted in a height of 140 ft (43 m) from there to the superstructure. Three river piers were permitted by the Tyne Improvement Commissioners, and therefore four river spans of 125 ft (38 m) were decided on; there were additional subsidiary spans on the shore.
The cast iron arch ribs are 3 ft 6 in (1.07 m) deep at the crown, increasing to 3 ft 9 in (1.14 m) at the springing, with 12-inch (30 cm) flanges; the flanges and webs were three inches thick; in the case of the inner ribs, and two inches for the outer ribs. The rise was 17 ft 6 in (5.33 m), determined by the desired geometry to confine the horizontal thrust within bounds. Each arch was cast in five sections, bolted together.
Stephenson described the tie bars:
The ties consist of flat wrought-iron bars, 7 inches by 1 inch of best scrap iron, with eyes of 3½ inches diameter, bored out of the solid, and pins turned and fitted closely. Each external rib is tied by four of these bars, and each internal rib by eight. The sectional area of each external tie is 28 [square] inches, and of each internal tie 56 [square] inches, giving a total area of 168 square inches. These bars were all tested to 9 tons on the square inch.
The rail deck is supported above the arches by twelve 14-inch (360 mm) square columns at 9 feet 11 inches (3.02 m) centres. Suspension rods supported the road deck, and both decks had two layers of diagonally laid three-inch deck timbers on suitable wrought iron cross girders (and rail-bearers in the case of the rail deck).
The main contractors for the ironwork were Hawks, Crawshay, and Sons, who were assisted by John Abbot and Co., of Gateshead Park Works, and Losh Wilson and Bell, of Walker Ironworks, in the production of the castings. The tender was accepted at £112,000. The contract for the bridge piers and land arches and for the Newcastle Viaduct were won by John Rush and Benjamin Lawton of York for £94,000 and £82,500 respectively. The total cost of the contracts at 1999 prices would be over £30 million.
The first masonry was laid on 12 January 1847. A temporary timber viaduct on the east side was ready on 20 August 1848.
Timber coffer dams were constructed; they were 76 ft 6 in (23.32 m) by 29 ft (8.8 m) with two skins, the space between being filled with puddle clay. James Nasmyth had a novel design of steam pile driver; it had first been used in Devonport Docks in 1845; it could deliver 60 to 70 blows a minute; the cycle time with the hand-operated pile drivers formerly in use was four minutes. The drop weight was 1½ tons and its stroke was 2 ft 9 in (0.84 m); one was purchased from Nasmyth.
The ground gave considerable trouble during construction; Stephenson recorded:
Many difficulties occurred in driving the piles which considerably retarded the progress of the work, and, among others, the peculiar effect of ebb and flow during this operation is worthy of note. At flood-tide, the sand became so hard as almost totally to resist the utmost efforts of driving, while at ebb the sand was quite loose, and allowed of doing so with facility. It was therefore found necessary to abandon the driving on many occasions during high water. The difference between high and low water is 11 feet 6 inches. Another difficulty arose from the quicksands beneath the foundations. Although the piles were driven to the rock bottom, the water forced its way up, baffling the attempts to fill in between them; this, however, was remedied by using a concrete made of broken stone and Roman cement, which was continually thrown in until the bottom was found to be secure.
The arch ribs were erected in section by travelling crane; each arch was temporarily erected at the contractor’s works. The first was placed on 10 July 1848, and the erection of the ironwork was quick.
Already on 29 August 1848, it was possible to pass a special train over the first arch, and over a temporary structure for the rest of the crossing:
The High Level Bridge Over the Tyne: This important junction between the York and Newcastle and the Newcastle and Berwick Railway has been completed, and the event was celebrated on Tuesday last. In the afternoon of that day, a train of [specially invited] passengers passed along the temporary timber viaduct from the station at Gateshead to the station at Newcastle. Mr Hudson and several other Directors of the York, Newcastle, and Berwick line, who had been visiting Sunderland ... proceeded in a special train from that town to Gateshead... Several carriages were then added to the special train, and an open truck placed at each end, in which bands of music were stationed. The shrill sound of the whistle gave the signal for a royal salute, under the booming of which the train passed along the line, the band playing, and the thousands assembled to witness the event, rending the air with joyous acclamation Upon reaching the bridge, the bands struck up the well-known local air of "The Keel Row" which they continued till the train had reached the solid ground on the northern side of the river... The train proceeded to the Newcastle and Berwick station, where the company alighted and walked in procession to the Queen’s Head Inn, where a magnificent entertainment had been provided for the Directors and their friends, by the Mayor of Newcastle.
[From the south abutment of the High Level Bridge] and the river pier on the south side, the cast iron arch and road-way are nearly completed, and the second arch will be in progress in the course of a few weeks. From the middle of the first arch, the line curves to a temporary timber viaduct erected along the west side of the intended bridge. The height of this viaduct is one hundred and twenty feet to the level of the rails; it is built upon piles, which are driven between thirty and forty feet into the bed of the river. Its stability was sufficiently tested on Monday, when Captain Leffan (sic), the Government Inspector of Railways, examined it preparatory to the opening. On that day, two powerful engines weighing upwards of seventy tons, traversed it at different degrees of speed for between two and three hours; the weight would be about one ton to a foot, being four or five times greater than the temporary structure will ever be required to bear, and the result was, in the highest degree, satisfactory.
Among the company in the train were four ladies, who are deserving of honourable mention, from the courage they displayed in accompanying it, namely, Mrs Nichs. Wood, and Miss F. Wood, Mrs I. L. Bell, and her sister, Miss Pattinson of Washington. As the train passed steadily over the bridge the anxiety of the immense multitude seemed intense, and the scene was truly exciting, yet fearful—not only from the lofty eminence occupied by the train but, from the apparent narrowness and nakedness of the platform on which it rolled along. It seemed from its noiselessness, rather an aerial flight, than the rattling sweep of the iron horse.
Ordinary traffic appears to have used the temporary single line structure after this date.
The eastern track was ready for an inspection by Captain Laffan, Inspecting Office for the Board of Trade, when he visited on 11 August 1849; a load test with four tender locomotives and eighteen wagons loaded with ballast, a total weight of 200 tons. Laffan approved the bridge:
I believe all the works of the bridge are completed, and that I believe it to be perfectly secure and safe. The Company have as yet only laid one line of rails over this structure, and I beg to recommend that permission be given to open that one line.
The first passenger train crossed the completed structure on the morning of 15 August 1849.
Queen Victoria formally inaugurated the bridge on passing through by train on 28 September 1849.
The Queen at Newcastle: Her Majesty yesterday honoured this ancient borough with her presence. The event was one of universal and all-engrossing interest... The morning, unfortunately, was dull and the weather unsettled, giving forebodings of a wet and uncomfortable day... Notwithstanding, however, the unfavourable weather dense crowds assembled at every spot in this locality, where a view of the royal carriage could be obtained, and many remained for hours exposed to the weather in order that they might retain the places which at an earlier period of the morning they had secured. The bridge was densely lined with people, and the platform was well covered, though not inconveniently crowded. A profusion of banners were displayed on this elegant and substantial structure, and from nearly all the public and many of the private buildings both in Newcastle and Gateshead. The vessels in the river hoisted their flags mast-high on the occasion, and the church bells of the two towns rung many a merry peal in honour of the royal visit... Pursuant to a request issued by the Mayor, most of the shops were closed about 11 o’clock, and the manufacturers were desired by our worthy chief magistrate "not to produce smoke between that hour and one," with which we believe, they generally complied... At precisely twenty minutes past twelve, the royal carriage appeared in sight, and when it reached the Spital, a splendid locomotive, built by the celebrated house of Stephenson and Co., gaily decorated and bearing on its front "God save the Queen" surmounted by a crown, and a suitable inscription encircling the boiler, was attached to the train. It then slowly proceeded to the centre of the colossal fabric, amidst bursts of loud and rapturous cheering from the assembled thousands, her Majesty repeatedly acknowledging these marked demonstrations of loyalty and affection from her faithful and attached subjects.
The Mayors of Newcastle and Gateshead presented a formal address. The queen travelled in the royal carriage belonging to the London and North Western Railway.
In other carriages were members of her Majesty’s suite and the directors of the York, Newcastle, and Berwick Railway. The engine drawing the royal train was under the direction of Mr T. E. Harrison, the resident engineer, and driven by Mr Thos. Carr... After staying altogether from five to ten minutes, the train was again put in motion, and amidst firing of artillery and rapturous plaudits from the dense throng, proceeded en route to Darlington.
The bridge and its immediate approaches had cost £243,000.
The road deck was re-opened only in a southbound (towards Gateshead) direction and carries only buses and taxis; the one-way operation is required because of width considerations after protection to the structural members was inserted. Pedestrians and cyclists use the bridge freely. Railway traffic continues in full use of the bridge, although the majority of mainline trains use the King Edward VII bridge for reasons of convenience.
Spring form, Zebra Swallowtail (Eurytides marcellus). Patuxent Research Refuge, Anne Arundel County, Maryland.
The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed "The Wooden Wonder". The Mosquito was also known affectionately as the "Mossie" to its crews. Originally conceived as an unarmed fast bomber, the Mosquito was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace.
When the Mosquito began production in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs - 4,000 lb (1,812 kg) "cookies" - in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.
As a night fighter, from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, notably defeating Operation Steinbock in 1944. Starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a night fighter and intruder supporting RAF Bomber Command's heavy bombers and reduced bomber losses during 1944 and 1945. As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay, where significant numbers were sunk or damaged) and intercepting transport ship concentrations.
The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European theatre, and the Mediterranean and Italian theatres. The Mosquito was also used by the RAF in the South East Asian theatre, and by the Royal Australian Air Force (RAAF) based in the Halmaheras and Borneo during the Pacific War.
By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer. The later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour (340 km/h) at 11,000 feet (3,400 m), better than the 100 miles per hour (160 km/h) Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but simplified production and reduced construction time.
Air Ministry bomber requirements and concepts:
On 8 September 1936, the British Air Ministry issued Specification P.13/36 which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 pounds (1,400 kg) for 3,000 miles (4,800 km) with a maximum speed of 275 miles per hour (443 km/h) at 15,000 feet (4,600 m); a maximum bomb load of 8,000 pounds (3,600 kg) which could be carried over shorter ranges was also specified. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to the production of the Avro Manchester and Handley Page Halifax.
In May 1937, as a comparison to P.13/36, George Volkert, the chief designer of Handley Page, put forward the concept of a fast unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds (1,400 kg) of bombs at a cruising speed of 300 miles per hour (480 km/h). There was support in the RAF and Air Ministry; Captain R N Liptrot, Research Director Aircraft 3 (RDA3), appraised Volkert's design, calculating that its top speed would exceed the new Supermarine Spitfire. There were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non-strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and the Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than sometimes acknowledged though it was unlikely that the Air Ministry envisaged it not using light alloy components.
Project Mosquito:
Once design of the DH.98 had started, de Havilland built mock-ups, the most detailed at Salisbury Hall, in the hangar where E0234 was being built. Initially, this was designed with the crew enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a more conventional canopy.
The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production, decided there was no production capacity for aircraft like the DH.98, which was not expected to be in service until early 1941. Although Lord Beaverbrook told Air Vice-Marshal Freeman that work on the project had better stop, he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production was to focus on five existing types, namely the Supermarine Spitfire, Hawker Hurricane, Vickers Wellington, Armstrong-Whitworth Whitley and the Bristol Blenheim. Work on the DH.98 prototype stopped, and it seemed that the project would be shut down when the design team were denied the materials with which to build their prototype.
The Mosquito was only reinstated as a priority in July 1940, after de Havilland's General Manager L.C.L Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941, and this, only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Oxford trainers and repairing Hurricanes as well as the licence manufacture of Merlin engines. In promising Beaverbrook 50 Mosquitoes by the end of 1941, de Havilland was taking a gamble, because it was unlikely that 50 Mosquitos could be built in such a limited time; as it transpired only 20 Mosquitos were built in 1941, but the other 30 were delivered by mid-March 1942.
During the Battle of Britain, nearly a third of de Havilland's factory time was lost because the workers took cover in the factory's bomb shelters. Nevertheless, work on the prototype went quickly, such that E0234 was rolled out on 19 November 1940.
In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. It was still uncertain whether the fighter version should have dual or single controls, or should carry a turret, so three prototypes were eventually built: W4052, W4053 and W4073. The latter, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays as half-built wing components had to be strengthened for the expected higher combat load requirements. The nose sections also had to be altered, omitting the clear perspex bomb-aimer's position, to solid noses designed to house four .303 machine guns and their ammunition.
Overview:
The Mosquito was a fast, twin-engined aircraft with shoulder-mounted wings. The most-produced variant, designated the FB Mk VI (Fighter-bomber Mark 6), was powered by two Merlin Mk 23 or Mk 25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk VI was four Browning .303 machine guns and four 20 mm Hispano cannon while the offensive load consisted of up to 2,000 pounds (910 kg) of bombs, or eight RP-3 unguided rockets.
Construction:
The oval-section fuselage was a frameless monocoque shell built in two halves being formed to shape by band clamps over a mahogany or concrete mould, each holding one half of the fuselage, split vertically. The shell halves were made of sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength— such as along cut-outs— stronger woods replaced the balsa filler; the overall thickness of the birch and balsa sandwich skin was only 7⁄16 inch (11 mm). This sandwich skin was so stiff that no internal reinforcement was necessary from the wing's rear spar to the tail bearing bulkhead. The join was along the vertical centre line. This split construction greatly aided the assembly of the internal equipment as it allowed the technicians easy access to the fuselage interior. While the glue in the plywood skin dried, carpenters cut a sawtooth joint into the edges of the fuselage shells, while other workers installed the controls and cabling on the inside wall. When the glue completely dried, the two halves were glued and screwed together. The fuselage was strengthened internally by seven bulkheads made up of two plywood skins parted by spruce blocks, which formed the basis on each half for the outer shell. Each bulkhead was a repeat of the spruce design for the fuselage halves; a balsa sheet sandwich between two plywood sheets/skins. Bulkhead number seven carried the fittings and loads for the tailplane and rudder, The type of glue originally used was Casein, which was later replaced by "Aerolite", a synthetic urea-formaldehyde, which was more durable. Many other types of screws and flanges (made of various woods) also held the structure together.
The fuselage construction joints were made from balsa wood and plywood strips with the spruce multi-ply being connected by a balsa V joint, along with the interior frame. The spruce would be reinforced by plywood strips at the point where the two halves joined to form the V-joint. Located on top of the joint the plywood formed the outer skin. During the joining of the two halves ("boxing up"), two laminated wooden clamps would be used in the after portion of the fuselage to act as support. A covering of doped Madapolam (a fine plain woven cotton) fabric was stretched tightly over the shell and a coat of silver dope was applied, after which the exterior camouflage was applied. The fuselage had a large ventral section cut-out, which was braced during construction, to allow it to be lowered onto the wing centre-section. Once the wing was secured the lower panels were replaced, and the bomb bay or armament doors fitted.
The all-wood wing was built as a one-piece structure and was not divided into separate construction sections. It was made up of two main spars, spruce and plywood compression ribs, stringers, and a plywood covering. The outer plywood skin was covered and doped like the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater. The wing contained metal framed and skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although, for strength, the engine mounts were all metal as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction. The outer leading wing edge had to be brought 22 inches (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder and elevator, were aluminium framed and fabric covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).
In November 1944, several crashes occurred in the Far East. At first, it was thought these were as a result of wing structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to "lift" from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating that "the accidents were not caused by the deterioration of the glue but by shrinkage of the airframe during the wet monsoon season". However a later inquiry by Cabot & Myers definitely attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford which found faults in six different Marks of Mosquito (all built at de Havilland's Hatfield and Leavesden plants) which showed similar defects, and none of the aircraft had been exposed to monsoon conditions or termite attack; thus it was concluded that there were construction defects found at the two plants. It was found that the "Standard of glueing...left much to be desired”. Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in the Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem, a sheet of plywood was set along the span of the wing to seal the entire length of the skin joint along the main spar.
Information regarding the de Havilland DH98 Mosquito has been taken from excerpts contained on Wikipedia
Aston Martin Ulster Roadster (1936)
In 1927 Aston Martin was taken over by race driver A. C. Bertelli. He designed a 1.5-litre, SOHC engine which would eventually power the LeMans-racing Ulster. Thoughout the years the engine was devloped to include dry sump lubrication.
The Aston Martin Ulster stands as one of the most respected pre-war racecars. It was largely based on the Mark II which came before it.
The Ulster had a breif two year race program. During this time they dominated the British Tourist Trophy at Goodwood. In 1934, Ulsters took first, second and third place. The best LeMans result was achieved in 1935. Chassis LM20 raced to third overall which put it first in the 1101 to 1500cc class.
After the race efforts, Aston Martin readied a production version of the LeMans cars. Twenty-One of these cars were built of which all are accounted for today.
Aston Martin Ulster information used from:
www.supercars.net/cars/2084.html
In the 1980's a small number (7) replicas of the Aston Martin Ulster Roadster were manufactured as a kit car:
Fergus Mosquito (Aston Martin Ulster replica)
Kop Hill Climb - 25th September 2011
Fergus Mosquito - an Aston Martin Ulster replica.
Only seven were made in Kingsbridge, Devon, in the 1980s, using donor Morris Marina B-series engines and other parts.
UIJ233 is the best of the 7 replicas.
These two models, the de Havilland DH98 Mosquito aircraft and the Aston Martin Ulster Roadster of 1936 have been created in Lego miniland scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts" - featuring automotive vehicles named after, inspired by or related to aircraft.
Formed 1.5 billion years ago from a dome of molten magma, the large granite boulders at Elephant Rocks State Park resemble a train of pink elephants. The reddish or pink granite has been quarried in this area since 1869, and has provided red architectural granite for buildings all across the country, particularly in nearby St. Louis, Missouri. Stones unsuitable for architectural use were made into paving stones that were used on the streets of St. Louis, as well as the wharf along the Mississippi River. The granite from this area is commercially known as Missouri Red monument stone.
One of the largest boulders, named “Dumbo,” measures 27 feet tall, 35 feet long and 17 feet wide, tipping the scales at a hefty 680 tons.
Elephant Rocks State Park was created in 1967 following donation of the land by geologist John Stafford, and is managed by the Missouri Department of Natural Resources. It is located in Iron County, Missouri, and is part of the Saint Francois Mountains, which rise over the Ozark Plateau in southeastern Missouri. This mountain range is one of the oldest exposures of igneous rock in North America. The park has a one-mile paved Braille Trail designed for people with visual and physical disabilities.
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The best way to view my photostream is on Flickriver: Nikon66's photos on Flickriver
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
/ #中國 #中国 #China #香港 #HongKong #攝影 #摄影 #photography #城市 #Urban #馬鞍山 #MaOnShan #聽濤雅苑 #VistaParadiso #住宅 #residential
Henry Moore - “Reclining Connected Forms” 1969-1974, In The Park between ARIA and Crystals: Henry Moore is one of the most celebrated sculptors of his time. Inspired by the fundamentals of the human experience - the primary theme of his life’s work - the sculpture made from Roman travertine marble, measures approximately 10 feet tall and 17 feet long by 7 feet deep, represents a baby wrapped in its mother’s embrace. The graceful outer shell of the sculpture depicts the changing shape of a pregnant figure as it protects the new life growing within. Moore’s work was traditionally inspired by the human body, organic shapes found in nature and the sculpture of ancient and exotic cultures such as Egypt, Sumeria, Africa and pre-Columbian Mexico. Surrealism, the modern European art and literary movement with a tendency toward abstract forms, also was a major influence. Moore was given his first major retrospective abroad in 1946 by the Museum of Modern Art in New York. He won the International Prize for Sculpture at the Venice Biennale in 1948.
αλλοδαπός σκέιτερ
An experiment, not sure about it yet, or maybe its final form, but I wanted to post something because it had been too long
Hors Lits Toulouse 11 // In-book (David Mazon Fierro - Joel Sitbon)
Extrait...ICI...
Le livre est un objet technique prolongeant les capacités humaines de communication au dela de l'espace et du temps. Il permet de transmettre du sens selon une forme matérielle particulière. C'est un volume de pages reliées, présentant un ou des textes sous une page de titre commune. Chaque livre est une porte, qui nous transporte dans autant de mondes nouveaux.
Toute la série...Ici...
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DCR's 60055 Thomas Barnado hauls 24 well-loaded boxes forming 6Z24 Bristol Freightliner terminal to Willesdon through Bradford-on-Avon station.
The organisation founded by Thomas Barnado in 1866 and it's aims and purposes should be no secret to anyone nor should the reason for my choice of title for this image come as any surprise.
Something that is of interest though, I discovered whilst reading abour Dr Barnado that it was proposed in 1970 that Barnado was a possible suspect in the Whitechapel murders in London's east end between 1888 and 1891, the notion that Thomas Barnado could have been Jack the Ripper was posited again in 2005.
Another track 1 side 1, this time from the Stones 1969 album "Let it Bleed".
Being a late-comer to the majority of the Rolling Stones output (hard not to be as they've been going for so long now), I actually first came across this track when it was used in a 1995 advert for the AA - the motoring association not the fellowship dedicated to abstinence from alcohol (pretty sure they don't do TV adverts).
In 1946 the newly formed BOAC - the nationalised airline that effectively took over the pre-War Imperial Airways - issued a fine "Advertising Manual", issued by the Advertising Branch, and that took the form of a ring binder containing a series of pages and sheets that set out to encompass all aspects of the company's public image. It covers the ethos behind the corporate identity, setting out rules for the reproduction of items such as advertising leaflets and promotional material, including the guidance for the use and positioning of the Speedbird logo and the correct typefaces to be used. In many respects this forms part of what we would now know as a "corporate identity manual' and it is interesting in that it has some similarities to work that had been started by London Transport in the late 1930s and that culminated in the 1938 Standard Signs Manual. Likewise, in 1948, the newly nationalised Briitsh Railways soon issued a manual of 'Standrad Signs" as part of a move to a considered position on issues such as signs, typefaces and liveries.
Many of the pages, that were added to in my copy judging from the original index sheet, there are examples of current advertising and publicity. These range from press adverts and posters to on-board materials such as wiring paper and postcards (a frequent airline 'hand-out' in those days) to flight information sheets and menus.
Pages D9 and D10 show the second series of menu cards issued and these are by Cromwell Cooke. On page D10 a menu card has been pasted in and shows the abstract take on flight taken by the artist.
The chief issue in discussions about abortion concerns the identity of the fetus. People who argue for the right of a woman to have an abortion—“It’s my own body; I can do with it as I please”—usually argue that the fetus is not yet a person, but is only a part of the woman’s body, like a gallbladder or appendix that she can elect to have removed. That is why language describing the unborn child has changed so radically. A generation ago everyone referred to the unborn child as a baby, and pregnant women knew they were carrying a baby. It is hard for anyone to think calmly about killing a baby. So today people talk about the fetus or the embryo or even mere “tissue” instead. To get rid of tissue doesn’t seem so bad. But this is not the way the Bible speaks of the unborn child
James Montgomery Boice, Psalms 107–150: An Expositional Commentary (Grand Rapids, MI: Baker Books, 2005), 1209–1210.
The dark nebula LDN 673 is a massive molecular cloud complex about 7 light years across in the constellation Aquila and lies some 600 light years away. Mixed in with the dark cloud is a very rich star field, some of which are formed within these clouds.
Details:
Scope: TMB130SS @ f/5
Reducer: Stellarvue 0.72x reducer/flattener
Camera: QHY16200A
Guide Camera: Starlight Xpress Ultrastar
Mount: AP1100 GTO
R: 16x5min
G: 17x5min
B: 20x5min
Software: Voyager, PHD2, APCC, Pixinsight
4.4 hrs total exposure