Spain : 1973 - 1976

Production (FASA series 1 and 2) : 257.787 units

4 cylinder 956cc rear engine

40 HP DIN @ 5000 rpm

4 speed manual gearbox

Length : 3,99m

Weight : 800 kg

Speed : 132 km/h

Side Flash - Full Length: Experimenting with different flash bulbs on the AD200s, trying out some different looks with the side lighting.

Veil Nebula Region

The nebula was discovered on 5 September 1784 by William Herschel. He described the western end of the nebula as "Extended; passes thro' 52 Cygni... near 2 degree in length", and described the eastern end as "Branching nebulosity ... The following part divides into several streams uniting again towards the south.

When finely resolved, some parts of the nebula appear to be rope-like filaments. The standard explanation is that the shock waves are so thin, less than one part in 50,000 of the radius,[17] that the shell is visible only when viewed exactly edge-on, giving the shell the appearance of a filament. At the estimated distance of 2400 light-years, the nebula has a radius of 65 light-years (a diameter of 130 light-years). The thickness of each filament is 1⁄50,000th of the radius, or about 4 billion miles, roughly the distance from Earth to Pluto. Undulations in the surface of the shell lead to multiple filamentary images, which appear to be intertwined.

Even though the nebula has a relatively bright integrated magnitude of 7, it is spread over so large an area that the surface brightness is quite low, so the nebula is notorious among astronomers as being difficult to see. However, an observer can see the nebula clearly in a telescope using an O-III astronomical filter isolating the wavelength of light from doubly ionized oxygen), as almost all light from this nebula is emitted at this wavelength. An 8-inch (200 mm) telescope equipped with an O-III filter shows the delicate lacework apparent in photographs. Smaller telescopes with an O-III filter can show the nebula as well, and some argue that it can be seen without any optical aid except an O-III filter held up to the eye.

The brighter segments of the nebula have the New General Catalogue designations NGC 6960, 6974, 6979, 6992, and 6995. The easiest segment to find is 6960, which runs behind 52 Cygni, a star that can be seen with the naked eye. NGC 6992 & 6995 are objects on the eastern side of the loop which are also relatively easy to see. NGC 6974 and NGC 6979 are visible as knots in an area of nebulosity along the northern rim. Pickering's Triangle is much fainter, and has no NGC number (though 6979 is occasionally used to refer to it). It was discovered photographically in 1904 by Williamina Fleming (after the New General Catalogue was published), but credit went to Edward Charles Pickering, the director of her observatory, as was the custom of the day.

The Veil Nebula is expanding at a velocity of about 1.5 million kilometers per hour. Using images taken by the Hubble Space Telescope between 1997 and 2015, the expansion of the Veil Nebula has been directly observed.

W/O Z61 OTA

2600MC cooled to -10c (22 x 300 second exposures plus calibration frames)

ZWO ASIAIR Pro

ZWO EAF

ZWO 120MM Guide Scope and Mini Camera

EQ6R Pro

Optolong L Extreme Filter

Bortle 6 Backyard, 100% Moon

SMIT Panther

Length 32.14m

Beam 23.29m

max draught: 6.00m

Bollard pull

95 tons (ahead)

89 tons (astorn)

In October, 2016, I decided to almost the entire length of what remains of industrial railroading on Chicago's North Side. My walk, inspired by this website www.chicagoswitching.com/ , included most of the former Milwaukee Road's Kingsbury, Goose Island, and Lakewood (C&E) Lines. I also included what's left of UP (ex CNW) industrial trackage too.

Until 2007, this was the site of the Peerless Confectionery. Peerless was the last freight customer left on the Milwaukee Road's Lakewood Branch. The spurs to the candy company are quite evident here. At the time of shut-down, the line terminated at Diversey Avenue, which is about 1 block in the distance.

The trackage was later operated by Milwaukee Road's successors Soo, and CP. In its final years, the line was operated by Chicago Terminal Railroad. Per www.chicago-l.org/operations/freight/ . " In 2009, the City of Chicago filed an adverse abandonment petition against the Chicago Terminal, the short line railroad that succeeded the Canadian Pacific as the owner and operator of what remained of the Chicago & Evanston. A settlement was reached in which the Chicago Terminal received compensation for vacating the right-of-way in Lakewood and Kingsbury where the City desired to rebuild the streets."

Peerless Confectionery was quickly demolished and nothing remains of it, other than this patch of street trackage.

Some good resources on this amazing ibt of Chicago railroad history can be found here www.chicago-l.org/operations/freight/ and here chicagoswitching.com/chicago/former-milwaukee-road-cp-rai...

Maricopa county, Arizona

These gaint centipedes can reach lengths of up to 8 inches, this one was probably about 6.5-7 inches. This individual was eating moths that were puddling around an exposed tree root that was oozing fluid. The centipede was a voracious predator. It would grab a moth and quickly move it up to it's mouth, where it would tear the moth apart. While eating it would accidentally be touched by another moth, and the centipede would use its mid/hind legs to grab and then hold the moth until it was done eating the one in its mouth. In this fashion it must have eaten at least ten moths while we watched it. While we watched a second centipede emerged from a crack in the rocks just above the one we were watching, and they engaged the initial stages of mating, which apparently can last several hours. It was so cool being able to observe such terrifying creatures. In the third photo 5 body segments up from the black body segments a moth can be seen in the grasp, while a second moth is being eaten under the rock.

Porst Color Reflex Auto 55mm f/1.4 (Tomioka)

70's | 6 blades iris | m42 | @f/1.4

Paris | 2017

SEVEN VEGA has an overall length of 149m, a breadth of 33m and a Class 3 dynamic positioning system. Its reel-lay system has a 600t top tension capacity consisting of a 32m main reel and a 17m auxiliary reel with a maximum storage capacity of 5,600t and 1,600t respectively. SEVEN VEGA is fitted with cranes offering a lifting capacity of 250t and 50t, and mutiple smaller cranes alongside two side-launching work-class ROV systems.

Walking along high trails, I stumble upon the remains of a dead tree, in the distance the morning lights up the peak while it spreads its wings. A new beginning juxtaposed with the remains of something which had once stood tall, and in my imagination these realities collide.

Again a focal length blend was required to portray the objective reality even though it was my subjective reality that conceived it.

View is of the 32nd highest peak in the world, the 7710m Kumbhakarna aka Jannu aka Phoktanglungma, as viewed from Phoktey Dara on the Singalila trek in Sikkim, India.

by AI Nikkor 24mm F2.8

48.0mm ( 35mm equivalent focal length )

Seeing as days are mostly the same length it seems a silly thing to talk about long ones, but it does echo my feelings after another early start to the Saturday, leaving the house at 4.50 am for a dawn start and arriving back near 7 uin the evening after catching the sunset too.

In between I got through three films in the pinhole and one in the holga so looking forward to how those come out in a few days time, although it was a steep learning curve with the pinhole. The major problem was not being able to read the film number with my contact lenses in with the failing light so on the last roll of film I didn't start taking them till number 4 showed up, lol.

Anyway, we'll start at the end of the day - unfortunately I could not get the composition I really wanted here as the tide was turning and seemd to be hanging around at high water in order to defy my efforts. I got several loads of water down my wellies as what you can't see from this was just how much the sea was crashing and how high the spray was jumping!

View On Black

The full-length version of this video can be seen here: vimeo.com/339808567

I would be curious to know if anyone has made a video with the same concept before, so post a comment if you know this to be the case.

The song in the video is my own original creation. I shot the footage with my Lumix G85.

- Josh

Coming in at a length of 360ft (110m) and weighing in at approximately 6,000-7,000 tons (depending on submerged or surfaced), 62 Los Angeles subs were built from 1972 to 1996. Their 1 nuclear reactor, 2 steam turbines, and single screw propel them to 20 knots submerged or surfaced. Their endurance is 90 days. They are armed with 4x21in torpedo tubes and 12 vertical launch tubes. 30 have been retired while 28 are still in service.

If you need any reference, the USS Dallas SSN-700 in The Hunt for the Red October (one of my all time favorite films) was a Los Angeles.

I know the transition from the main hull to the bow and to the stern is a little rough, but I’m still figuring things out. Most of that is shadow anyways. Next I will do the Ohio Class. It’s my first sub so let me know what y’all think.

Rizzuto, Angelo,, 1906-1967,, photographer.

[Man, full-length portrait, seated on stool outside a telephone booth, phone raised to ear, view of buildings in background]

07/1959 [July 1959]

1 photograph : gelatin silver print ; sheet 26 x 21 cm (8 x 10 in. format)

Notes:

Title devised by Library staff.

On verso: "7-59, 48".

Corresponding contact sheet: RZ-1959-7-48.

Forms part of: Anthony Angel Collection (Library of Congress).

Subjects:

Buildings--New York (State)--New York--1950-1960.

People--New York (State)--New York--1950-1960.

Sidewalks--New York (State)--New York--1950-1960.

Portraits--New York (State)--New York--1950-1960.

United States--New York (State)--New York.

Format: Gelatin silver prints--1950-1960.

Rights Info: No known restrictions on publication. For information see "Anthony Angel Collection..." www.loc.gov/rr/print/res/730_ange.html

Repository: Library of Congress, Prints and Photographs Division, Washington, D.C. 20540 USA, hdl.loc.gov/loc.pnp/pp.print

Part Of: Anthony Angel Collection (Library of Congress) (DLC) 94837687

Higher resolution image is available (Persistent URL): hdl.loc.gov/loc.pnp/ppmsca.70652

Call Number: LOT 15144-K, no. 121

Seen at the Hesston Steam Museum

Power and Steam Show 2021

County Road E1000N

La Porte County, Indiana. USA.

September 5, 2021

The International K and KB series are trucks that were produced by International Harvester, the first being the K introduced in mid 1940.

In total there were 42 models, 142 different wheelbase lengths and load ratings ranging from 1/2 ton to 90,000 lbs. They are best known for their durability, prewar design in a postwar era, and low price.

The follow-up to the K, the KB, was introduced in 1947, with the characteristic difference being a widened lower grill appearing like "wings". Between 1947 and 1949 122,000 KB-1 and KB-2 trucks were sold.

The KB series was subsequently replaced by the L series. The International KR-11 trucks (a variant of the KB series) served as the basis for the ZiS-150 trucks.

K Series

Models

The K models progress from 1 to 14 based upon the load capacity (K1 = half ton, K2 = 3/4 ton, K3 = 1 ton, etc.).

There are no K-9 or K-13 model trucks.

Light duty

Few differences exist between K-1 and K-2 models as they share most of their mechanical and chassis components. The rear axles in these two models are supported by a single roller bearing. Their differences in load rating are due to the K-2's stronger suspension.

The K-3 has a heavier frame, larger brakes, and rear axles supported by two roller bearings on a free floating rear end. The heavier duty K-4 has artillery-style wheels.

Heavy duty

The heavy duty K6 and larger use a center hinged butterfly hood rather than the rear hinged hood of the smaller trucks.

K6 and K7 share the same hood, fenders, and grill and use the smaller Blue Diamond engines.

K8 to K11 have a larger hood, fenders, and grill with fewer, but wider, grill bars. They use the larger FAB, Red, or RD series engines depending upon model year.

K12 has a longer hood to accommodate the larger Continental engine. They can either have the rounded nose common to the KB8 and larger or a flat nose grill.

K14 has flat top fenders rather than the rounded top of the smaller sizes.

Styling

The style of the truck involved headlamps that were integrated into the fenders. The hood opens alligator style. Heavy duty models (K6 and above) carried over the D-series cab and high crowned fenders

KB series

For the KB-1 thru KB-5, chrome "wings" were added on the sides of the grill, a wrap-around chrome piece on the front hood, a hood ornament and chrome lettering indicating the model designation below the International nameplate on each side of the hood. For the KB-6 and larger trucks, the only external changes were that the Triple Diamond badge was moved to the top of the grille chrome-work, and the model designations were added to the hood-side chrome trim.

From Wikipedia, the free encyclopedia

History

United States

Name: USS Idaho

Namesake: State of Idaho

Awarded: 30 June 1914

Builder: New York Shipbuilding Corporation

Laid down: 20 January 1915

Launched: 30 June 1917

Sponsored by: Henrietta Amelia Simons

Commissioned: 24 March 1919

Decommissioned: 3 July 1946

Nickname(s): Big Spud

Honors and

awards: 7 Battle Stars

Fate: Sold for scrap 24 November 1947

General characteristics [1]

Class & type: New Mexico-class battleship

Displacement: 32,000 tons

Length: 624 ft (190 m)

Beam: 97.4 ft (29.7 m)

Draft: 30 ft (9.1 m)

Speed: 21 kn (24 mph; 39 km/h)

Complement: 1,081 officers and men

Armament:

12 × 14 in (360 mm) guns

14 × 5 in (130 mm)/51 cal guns,[2]

4 × 3 in (76 mm) guns

2 × 21 in (530 mm) torpedo tubes

Armor:

Belt: 8–13.5 in (203–343 mm)

Barbettes: 13 in (330 mm)

Turret face: 18 in (457 mm)

Turret sides: 9–10 in (229–254 mm)

Turret top: 5 in (127 mm)

Turret rear 9 in (229 mm)

Conning tower: 11.5 in (292 mm)

Decks: 3.5 in (89 mm)

USS Idaho (BB-42), a New Mexico-class battleship, was the fourth ship of the United States Navy to be named for the 43rd state. Her keel was laid down by the New York Shipbuilding Corporation of Camden, New Jersey. She was launched on 30 June 1917 sponsored by Miss Henrietta Amelia Simons, granddaughter of Idaho Governor Moses Alexander; and commissioned on 24 March 1919, Captain Carl Theodore Vogelgesang in command.

Inter-War period

USS Idaho in 1927

Idaho sailed on 13 April 1919 for shakedown training out of Guantanamo Bay, and after returning to New York City received President of Brazil Epitácio Pessoa for the voyage to Rio de Janeiro. Departing on 6 July with her escort, the battleship arrived Rio on 17 July. From there she set course for the Panama Canal, arriving Monterey, California, in September to join the Pacific Fleet. She joined other dreadnoughts in training exercises and reviews, including a Fleet Review by President of the United States Woodrow Wilson on 13 September. In 1920, the battleship carried Secretary of the Navy Josephus Daniels and the Secretary of the Interior John B. Payne on an inspection tour of Alaska.

Upon her return from Alaska on 22 July 1920, Idaho took part in fleet maneuvers off the California coast and as far south as Chile. She continued this training until 1925, taking part in numerous ceremonies on the West Coast during the interim. Two of the original 14 5 in (130 mm)/51 cal guns were removed in 1922.[2] Idaho took part in the fleet review held by President Warren Harding in Seattle shortly before his death in 1923. The battleship sailed on 15 April 1925 for Hawaii, participated in war games until 1 July, and then got underway for Samoa, Australia, and New Zealand. On the return voyage, Idaho embarked gallant Commander John Rodgers and his seaplane crew after their attempt to fly to Hawaii, arriving San Francisco, California on 24 September.

For the next six years, Idaho operated out of San Pedro, California, on training and readiness operations off California and in the Caribbean Sea. She sailed from San Pedro on 7 September 1931 for the East Coast, entering Norfolk Navy Yard on 30 September for modernization. The earlier 3 in (76 mm) anti-aircraft guns were replaced by eight 5 in (130 mm)/25 cal guns.[2] The veteran battleship also received better armor, "blister" antisubmarine protection, better machinery, and tower masts during this extensive overhaul, and was readied for many more years of useful naval service. After completion on 9 October 1934, the ship conducted shakedown in the Caribbean before returning to her home port, San Pedro on 17 April 1935.

As war clouds gathered in the Pacific, the fleet increased the tempo of its training operations. Idaho carried out fleet tactics and gunnery exercises regularly until arriving with the battle fleet at Pearl Harbor on 1 July 1940. The ship sailed for Hampton Roads on 6 June 1941 to perform Atlantic neutrality patrol, a vital part of US policy in the early days of the European fighting. She moved to Iceland in September to protect American advance bases and was on station at Hvalfjörður when the Japanese attack on Pearl Harbor on 7 December catapulted America into the war.

World War II

Idaho at Hvalfjörður, Iceland, October 1941.

Idaho and sister ship Mississippi departed Iceland two days after Pearl Harbor to join the Pacific Fleet, and arrived at San Francisco, California, via Norfolk, Virginia, and the Panama Canal on 31 January 1942. She conducted additional battle exercises in California waters and out of Pearl Harbor until October 1942, when she entered Puget Sound Navy Yard to be regunned. The original secondary battery of 5 in (130 mm)/51 cal guns was removed to make room for anti-aircraft machine guns.[2] Upon completion of this work, Idaho again took part in battle exercises, and sailed on 7 April 1943 for operations in the Aleutian Islands. There she was flagship of the bombardment and patrol force around Attu, where she gave gunfire support to the United States Army landings on 11 May. During the months that followed, she concentrated on Kiska, culminating in an assault on 15 August. The Japanese were found to have evacuated the island in late July, thus abandoning their last foothold in the Aleutians.

Idaho returned to San Francisco on 7 September to prepare for the invasion of the Gilbert Islands. Moving to Pearl Harbor, she got underway with the assault fleet on 10 November and arrived off Makin Atoll on 20 November. She supported the fighting ashore with accurate gunfire support and antiaircraft fire, remaining in the Gilberts until sailing for Pearl Harbor on 5 December.

Next on the Pacific timetable was the invasion of the Marshall Islands, and the veteran battleship arrived off Kwajalein early on 31 January 1944 to soften up shore positions. Again, she hurled tons of shells into Japanese positions until 5 February, when the outcome was one of certain victory. After replenishing at Majuro, she bombarded other islands in the group, then moved to Kavieng, New Ireland for a diversionary bombardment on 20 March.

Idaho bombarding Okinawa in 1945.

Idaho returned to the New Hebrides on 25 March, and after a short stay in Australia arrived Kwajalein with a group of escort carriers on 8 June. From there, the ships steamed to the Marianas, where Idaho began a pre-invasion bombardment of Saipan on 14 June. With the landing assault underway on 15 June, the battleship moved to Guam for bombardment assignments. As the American fleet destroyed Japanese carrier air power in the Battle of the Philippine Sea from 19–21 June, Idaho protected the precious transport area and reserve convoys. After returning to Eniwetok from 28 June to 9 July, the ship began preinvasion bombardment of Guam on 12 July, and continued the devastating shelling until the main assault eight days later. As ground troops battled for the island, Idaho stood offshore providing vital support until anchoring at Eniwetok on 2 August.

The ship continued to Espiritu Santo and entered a floating dry dock on 15 August for repairs to her "blisters". After landing rehearsals on Guadalcanal in early September, Idaho moved to Peleliu on 12 September and began bombarding the island, needed as a staging base for the invasion of the Philippines. Despite the furious bombardment, Japanese entrenchments gave assault forces stiff opposition, and the battleship remained off Peleliu until 24 September providing the all-important fire support for advancing Marines. She then sailed for Manus and eventually to Bremerton, Washington, where she arrived for needed repairs on 22 October. The 5 in (130 mm)/25 cal guns were replaced by 10 5 in (130 mm)/38 cal guns in single enclosed mounts (she was the only ship of her class to receive this modification).[2] This was followed by battle practice off California.

Idaho''s mighty guns were needed for the next giant amphibious assault on the way to Japan. She sailed from San Diego on 20 January 1945 to join a battleship group at Pearl Harbor. After rehearsals, she steamed from the Marianas on 14 February for the invasion of Iwo Jima. As Marines stormed ashore on 19 February, Idaho was again blasting enemy positions with her big guns, and fired star shells at night to illuminate the battlefield. She remained off Iwo Jima until 7 March, when she underway for Ulithi and the last of the great Pacific assaults – Okinawa.

Idaho sailed on 21 March as part of Rear Admiral Deyo's Gunfire and Covering Group and flagship of Bombardment Unit 4. She arrived offshore on 25 March and began silencing enemy shore batteries and pounding installations. The landings began on 1 April, and as the Japanese made a desperate attempt to drive the vast fleet away with kamikaze attacks, Idaho's gunners shot down numerous planes. In a massed attack on 12 April, the battleship shot down five kamikazes before suffering damage to her port blisters from a near-miss. After temporary repairs, she sailed 20 April and arrived at Guam five days later.

The veteran of so many of the landings of the Pacific quickly completed repairs and returned to Okinawa on 22 May to resume fire support. Idaho remained until 20 June, then sailed for battle maneuvers in Leyte Gulf until hostilities ceased on 15 August.

Idaho made her triumphal entry into Tokyo Bay with occupation troops on 27 August, and was anchored there during the signing of the surrender on board the Missouri on 2 September. Four days later she began the long voyage to the East Coast of the United States, steaming via the Panama Canal to arrive at Norfolk on 16 October. She decommissioned on 3 July 1946 and was placed in reserve until sold for scrap on 24 November 1947 to Lipsett, Incorporated, of New York City.

Camera Nikon D90

Exposure 0.008 sec (1/125)

Aperture f/14.0

Focal Length 105 mm

ISO Speed 200

Lens:AF-S Nikkor 105 mm f/2.8 G ED

St Ives Herring Drifter Pioneer PZ277

Designer: Traditional

Builder: Paynters of St Ives

Year: 1899

Location:

Length on deck: 47'

Beam: 9'10"

Draft: 4'10"

St Ives Herring Drifter Pioneer PZ277

Pioneer PZ277 was built Paynters of St Ives for local fisherman Henry Hendy. She remained in the Hendy family until 1988.

Some records state her build date as 1891, some a little later in 1899.

She was the first steam fishing vessel in west Cornwall and by all accounts was not well received by the local fisherman as her steam propulsion enabled her to reach fishing grounds more quickly and gave a distinct advantage over the traditional sailing vessels. It seems this animosity towards the boat forced her to move to Penzance where she worked out of as a drifter for many years.

She was a steam boat until 1947 when a Kelvin diesel was installed, followed later by a Lister and now a Ford.

Her history is a rich and varied one, from her days breaking new ground in the fishing industry, mustered for the D-Day landing evacuations, Used in the clean up of the Tori Canyon oil spill clean up and she has eve had a childrens book written about her. The reason that she was not used in the D-Day evacuations was that the volume of coal needed aboard would have taken up too much space and not left any room for soldiers.

Bought by her current owner and refitted with some new planking, new wiring, new sails and general improvement and upgrading

Construction

Carvel planked in pine, possibly pitch pine.

Iron fastened to sawn oak frames. New planking fastened with stainless screws.

All internal ballast.

Solid straight laid pine deck, caulked and payed then finished in grey deck paint.

Bulwark all round on stanchions mounted through the covering board.

Fore and aft coachroof with wooden coamings.

Central wheelhouse in painted T&G pine.

Rig

Gaff ketch rig on deck stepped masts.

Solid wooden pine masts, booms and gaff yards all finished with oil.

Rigging is solid galvanised rod tensioned with galvanised rigging screws.

Brand new sails from Rowsells in tan. Mainsail, jib and mizzen.

Machinery

Ford 6cyl 120hp diesel engine.

Fixed 3 blade bronze propeller.

Steel fuel tank to port in the engine room with a copper day tank above the engine. Total capacity of approximately 500 litres. Fuel pumped up to the day tank with an electric transfer pump.

4 x 12 volt batteries, (2 x 115ah and 2 x 110ah)

2 x 12 volt batteries in forepeak linked to give 24 volts for anchor windlass.

Victron 25 amp battery charger when connected to shore power. 2 x engine alternators (1 x 12 volt and 1 x 24 volt)

New plastic 120 litre water tank to starboard in the engine space.

Accommodation

Accommodation split between fore and aft areas.

All new upholstery throughout.

Forward cabin accessed via the fore hatch with 2 single berths and sitting headroom. Storage space in the bows.

Main saloon cabin accessed from the wheelhouse. Galley to port and heads compartment to starboard.

Galley has a Calor B700 2 burner gas stove with oven and grill. Single sink with pressurised cold water. Top loading 12 volt fridge to starboard.

Heads is a Jabsco manual sea toilet which discharges directly overboard.

Main saloon has a settee either side with a centreline table.

Outboard under the side decks is a pilot berth each side.

Wood burning stove against the forward bulkhead.

Wheelhouse has doors either side with the helm to starboard and a thwart across the aft end.

Engine space is under the wheelhouse with a ladder down under the aft wheelhouse thwart.

Aft cabin accessed through the aft hatch and has 2 single berths with sitting headroom.

Doors from the aft cabin through into the engine room.

Equipment

ICOM IC-M330 DSC VHF

Garmin chartplotter

Navigation lights

Plastimo 6 person offshore life raft

2 x auto electric bilge pumps

4 x 12 volt batteries

2 x engine alternators

Victron 12/25 240 volt battery charger

24 volt anchor windlass

Galvanised anchor chain

CQR anchor

Warps

Fenders

Calor B700 galley stove

Pressurised water system

Jabsco sea toilet

New Upholstery 2023

Which view qualifies as “scenic?” I say they all do. There isn’t a lens that is limited to “scenery” and there isn’t a lens that can not take “scenic” views. It just depends on what you are looking for. The red barn. which is dead center in each shot, is about one mile away from my position.

I didn't spend much time trying to get rid of the haze, so I apologize for that, but that's not the point of this exercise.

The Nikon D200 has a 1.5X crop factor, so I have shown both the actual focal length and the standardized 35 mm equivalent focal length. In comparing cameras of different formats, it is important to utilize the standardized lengths to compensate for the difference in crop factors.

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

The Boeing 727 was an American midsized, narrow-body three-engine jet aircraft built by Boeing Commercial Airplanes from the early 1960s to 1984. Intended for short and medium-length flights, it could carry 149 to 189 passengers and later models could fly up to 2,700 nautical miles (5,000 km) nonstop. It was originally powered by three Pratt & Whitney JT8D engines below the T-tail, one on each side of the rear fuselage with a center engine that connected through an S-duct to an inlet at the base of the fin.

The highest production rate of the 727 was in the 1970s. Airport noise regulations have led to 727s being equipped with hush kits, the last 727 was completed in 1984. Successor models include variants of the 737 and the 757-200. The last commercial passenger flight of the 727 was in January 2019 in Iran, even though a few machines of the type still remain in government and private use or operate as freighters.

General characteristics:

Crew: 3 (+ 3 flight attendants)

Length: 153 ft 2 in (46.68m)

Wingspan: 108 ft (32.92m)

Height: 34 ft 11 in (10.65m)

Wing area: 1,650 sq ft (153 m²), 32° sweep

Empty weight: 100,700 lb (45,720 kg)

Max. takeoff weight: 209,500 lb (95,100 kg)

Fuel capacity: 8,090 US gal (30,620 l)

Cabin width: 140 in/3.56m

Two-class seats: 134 (20F@38" + 114Y@34")

Single-class seats: 155@34", absolute maximum of 189 passengers

Powerplant:

4× Pratt & Whitney JT8D-11 low-bypass (0.96 to 1) turbofan engines,

delivering 15,000 lbf (66.72 kN) each

Performance:

Maximum speed: Mach 0.9 (961 km/h; 519 kn)

Cruise speed: Mach 0.86 (917 km/h; 495 kn)

Landing speed: 151 ml/h (244 km/h; 135 kn)

Rate of climb: 1,920 ft/min (9.8 m/s)

Maximum service ceiling: 44,550 ft (13,600 m)

Range: 1,900 nmi (2,173 ml, 3,500 km)

Takeoff distance to 35 ft (11 m): 7,860 ft (2,400 m)

Landing distance from 50 ft (15 m): 2,160ft at maximum gross landing weight with thrust reverser,

1,800ft with additional drogue parachute deployment

The kit and its assembly:

This model became the third and relatively spontaneous entry for the “More or less engines” group build at whatifmodelers.com. It was actually an early idea for the GB, but I rejected it at first because I usually do not build small-scale airliners and did not have any ingredient for the build at hand. However, a fellow modeler had a similar idea, a four-engine Sud Aviation Caravelle, and upon discussing the project in the forum I became eventually convinced to build this conceptual sister ship, even though the procurement of its major ingredients took some time.

I considered and checked several Boeing 727 kits on the market, and settled for the Minicraft kit – in particular its USAF C-22C boxing. The Revell kit, a 727-100, was rejected as outdated rubbish and due to its short fuselage, and the Airfix kit, a long -200, also fell through because of its raised surface details and simply for being an Airfix kit.

The Minicraft kit was the only option left – and even though it has its weak points, too (like the wings’ massive leading edges and a so-so fit of the fuselage halves), it turned out to be a sound basis for this modification project. Its main selling points were engraved surface details, the lack of passenger cabin window openings and separate decals for the windows. Esp. the latter two factors were an important part of my construction and painting plan for this build (see below).

Another important ingredient for this build were the engines. For a quad-engine conversion I found a resin set for VC-10 engines from Bra.Z Models (and procured them from Hong Kong!), which are a good match in size and shape. Furthermore, due to the more massive rear end and potential operations from less-than-perfect runways, I decided to replace the original twin main wheels with four-wheel bogies, taken from the remains of a Hasegawa 1:200 Boeing 747 kit. Since the 727’s main landing gear well doors remain closed on the ground, this change was relatively simple to make.

The only major change beyond the engine nacelle swap concern the fin and the tail tip: the original 2nd engine and its air intake with the S-duct had to go. This stunt was more challenging than it sounds at first, because the intake duct widens the fin’s root considerably, and the respective bulge reaches very far back, almost reaching the rudder!

This meant that a considerable portion of the fin had to be cut away, what also left a gap in the fuselage spine. The latter was filled with a piece of 0.5mm styrene sheet from inside of the fuselage (before the halves were glued together), and then a “prosthesis” from 1.5mm styrene sheet was inserted into the gap in the fin, trying to sculpt a suitable profile with a mild curve at the fin’s base, inspired the early 737s’ fin shape.

Around this skeleton, I built the new fin with the help of 2C putty, because some serious sculpting was necessary to create a suitable fin profile and shape that would blend into the existing fin section. A proper intersection at the fin’s base had to be created, too, a real 3D puzzle, more complex than one might think at first!

The tail exhaust opening was trimmed down to a wedge shape, and then the tail tip was filled/sculpted with a 2C putty plug, creating a clamshell shape for the fictional brake parachute container without extending the tail tip too much.

A small APU outlet was added on the new tail tip’s starboard side, too, while the APU’s intake was placed in the fin’s lower leading edge. The original ventral APU intake between the wings was faired over.

One of the Minicraft kit’s weak points is the shape of the wings’ leading edges: they look very crude and solid, with an almost vertical front. In an attempt to mend this flaw, I tried to give the leading edges a more rounded shape with the help of putty.

The model’ nose section was filled with a lot of lead and, for the model’s in-flight pics, I added a ventral, vertical styrene tube in the model’s center of gravity as a display holder adapter.

Painting and markings:

The idea behind this four-engine 727 was a dedicated “hot & high” variant, so I searched for an obvious operator, and it was to be a commercial airline. Mexico became my first and favorite candidate, despite the fact that Aéromexico did not operate any Boeing aircraft during the Seventies, rather a fleet of mixed Douglas aircraft. I also found the airline’s livery of that era to be very attractive, with an NMF finish and orange and black trim - very elegant and colorful.

Finding suitable decals became a challenge, though. After some research I found a DC-8 Aéromexico sheet from 26decals – it not only matched the intended time slot, it also had the benefit of coming with separate decals for cheat lines and windows. This was a perfect match for the window-less Minicraft Boeing 727 kit, and, as a convenient complement, the kit’s C-22 boxing had the benefit that it depicts a uniform, white aircraft, so that its decal sheet comes with “clean” window and door decals, without any colored background. A perfect match for my plan!

Painting was straightforward. After having finished the building phase, I gave the model an initial coat of grey acrylic primer from the rattle can. Some small surface blemishes had to be corrected, and then I added light grey panels on top of the wings and the stabilizers (Humbrol 40, gloss FS 36440). The fin as well as the engine pods and the wing tips were painted in orange; Humbrol 18 (Gloss Orange) came very close to the decals’ tone. These areas were masked with Tamiya tape and then the model received an overall coat with a tone called “White Aluminum”, also from the rattle can.

Thereafter, the decals for the orange and black trim were applied. Since the DC-8 decals would not fit the 727 fuselage in every place, orange paint and generic black and silver decal stripes (TL Modellbau) were used for fine-tuning. Once the “style” decals were applied, the windows were added and the model received an overall coat of gloss acrylic varnish, also from the rattle can.

In a final step, the landing gear (painted all glossy white) was mounted.

This conversion appears simple at first sight, but the execution caused some headaches. The challenge was not so much building this model, but rather getting all the major input parts and pieces together. Creating a new fin shape was also more challenging than one would expect at first sight. However, the result is quite subtle, and I guess that this fictional 727-300 might make some people look twice, since it reminds a lot of the (bigger) Vickers VC10. Indeed, the outlines are very similar.

Coronation Maleficent has been completely deboxed. She is posed standing, supported by a Kaiser stand. Photographed in daylight.

Review of Royal Coronation Maleficent Doll

She is a very imposing figure, with her body length black wings and gold tipped horns. The wings are made of rubbery molded plastic with the impression of feathers both inside and out, and gold painted highlights on the inside surface. The wings are one solid piece, that is permanently attached to her upper back. She wears a headdress of consisting of a dead raven, with a golden beak, with his wings forming curved horns that end in golden rattlesnake tails. On her right arm she wears a black rubber scorpion with a gold stinger. On her left arm she wears a wristband holding a golden dagger.

She has a beautiful floor length black gown made of shear knit cloth, with gold glitter embedded. The oversized sleeves are also black knit, but with gold trim rather than gold glitter. The sleeves are half open, allowing her arms to be free while the sleeves reach the floor. Her collar has a knit lattice pattern, with small gold discs.

Her body has the same construction as the other dolls in this series. Her body is made of hard plastic throughout. She has seven points of articulation: her neck, shoulders, elbows and hips. Her hands are permanently tilted back to make the standard Princess pose. Her feet are fixed at an angle to wear high heels. Her head can turn 360 degrees around, and can tilt up about 20 degrees, and tilt down 10 degrees. Her arms can swivel about the shoulders 360 degrees, and can tilt about 20 degrees. Her forearms can swivel around her elbows almost 360 degrees, but cannot go completely around. They can tilt back about 20 degrees, and forward about 60 degrees. Her hips can swivel 90 degrees both back and forth, and can tilt out about 30 degrees. All the joints are solid and move smoothly. She has black painted on underwear, which looks like a strapless one piece bathing suit.

Her hair is a mixture of black and dark brown. It is long and straight, reaching her hips. There is a long strand down the right side of her head. The rest of her hair is behind her back. There is a bit of hair product at the top of the front strand. The rest of her hair is soft and smooth. It is easy to comb her hair to even it out after removing the packaging restraints.

Her face is long and angular, with very prominent cheek bones, and high forehead. She has very pale tan colored skin. She has small yellow and green eyes, arched brown eyebrows, many very fine eyelashes. She has a long aquiline nose, large very full blood red lips with a closed mouth. She has a square jaw. There is a series of silver dots painted on her lips that grow smaller towards the right (her left). Her appearance is that of a very powerful, Satanic being. Truly the Mistress of All Evil.

Packaging and Deboxing

The Royal Coronation Maleficent Doll by Tollytots/Jakks Pacific comes in a sturdy and reusable rectangular box, with a clear plastic window in front, and double layered cardboard in the back and bottom. There is beautiful artwork on all sides of the box.

Deboxing the It was easy to remove the clear plastic cover from the box, by cutting the tape around the edges, and lifting the tabs free from the cardboard. Behind Maleficent is a printed background from the movie, which is common to all the dolls in this series.

Maleficent is then removed from the backing, but is still attached a plastic spacer. There is also a plastic spacer that is loose between her back and her wings. Her head is tacked to the plastic spacer by T-tabs that I couldn't reach without removing the spacer from the backing. All the other packaging fasteners were cut loose. After I removed her from the backing, I laid her down next to it to continue the deboxing. I free her from the plastic spacers. I remove a rubber band around her hair behind her back, free her hair from the front of her dress.

Purchase Details

I just received the four available Jakks Pacific dolls from the Maleficent movie in single doll packages. I ordered them from Toys R Us on Friday night and got them Tuesday, with free shipping. I appreciated the quick shipping, compared to the Disney Store. The dolls are the following, with links to the TRU site. All the dolls are 12'' H. The Coronation dolls are $39.95 each, the other two are $19.95.

Beloved Aurora Doll

Royal Coronation Aurora Doll

Dark Beauty Maleficent Doll

Royal Coronation Maleficent Doll

by Meyer-Optik Görlitz Domiplan 50mm F2.8 (Zebra Model)

100.0mm ( 35mm equivalent focal length )

When I called in at the Calgary Zoo on 14 October 2014, this time the adult Komodo Dragon (Varanus komodoensis) called Loka was visible. She is the oldest female Komodo dragon in captivity and she arrived at the Calgary Zoo just a few months ago. Very recently, the Calgary Zoo acquired four new young ones (all from the same litter) and they are in the exhibit next to Loka, so that they don't get eaten. My photo is a close-up shot of one of the young ones, which was lying next to a bright lamp - hence the rather golden look to its skin. The IUCN Status of the Komodo Dragon is ENDANGERED – there are only between 3 to 5 thousand Komodo dragons left in the wild.

“The Komodo dragon’s size (2.4 - 2.7 m or 72 - 108 in length) and appearance as well as the yellow color of its long, forked tongue inspired the ‘dragon’ portion of their name, evoking thoughts of mythical, firebreathing creatures.

Komodo dragons are the largest lizard in the world. As such they are also the largest of the monitor lizards, an ancient reptile group with ancestors that date back more than 100 million years.

Their habitat is hilly and rugged volcanic forest and grassland where conditions are hot and dry; tropical dry forest and sometimes moist deciduous monsoon forests of southeastern Indonesia.

Komodos can eat large chunks of food without chewing because of their loosely-articulated jaws. Powerful neck and throat muscles help this process. A Komodo dragon can consume up to 80 per cent of its own body weight at one time.” From the Calgary Zoo website.

www.calgaryzoo.com/animals/reptiles/komodo-dragon

simple.wikipedia.org/wiki/Komodo_dragon

The ae‘o is a slender wading bird that grows up to 15 inches in length. It has a black back and white forehead, and is white below; the female has a tinge of brown on its back. This endemic endangered species has very long pink legs and a long black bill. The Hawaiian subspecies differs from the North American stilt by having more black on its face and neck, and longer bill, tarsus, and tail.

Habitat & Behavior:

Ae‘o use a variety of aquatic habitats but are limited by water depth and vegetation cover. Specific water depths of 13 cm (5 inches) are required for optimal foraging. Nest sites are frequently separated from feeding sites and stilts move between these areas daily. Nesting sites are adjacent to or on low islands within bodies of fresh, brackish, or salt water.

Feeding habitats are shallow bodies of water providing them with a wide variety of invertebrates and other aquatic organisms (worms, crabs, fish). They like to loaf around in open mudflats, sparsely vegetated pickleweed mats, and open pasture lands perhaps because visibility is good and. During the nesting period, incubating pairs may move between the nest site and a foraging area.

Stilts have a loud chirp that sounds like: kip kip kip. The female chirp is lower than the male’s.

Past & Present:

Stilts were historically known to be on all the major islands except Lana‘i and Kaho‘olawe. As with the other Hawaiian waterbirds, historic numbers are unknown. It is believed that there were about 1,000 of them in the late 1940s.

The ae‘o can still be found on all the major islands except Kaho‘olawe, but their numbers have not increased by much. It appears that the population has stabilized or slightly increased over the past 30 years. Stilt numbers have varied between 1,100 and 1,783 between 1997 and 2007, according to state biannual waterbird survey data, with Maui and O‘ahu accounting for 60-80% of them.

The primary causes of the decline of this Hawaiian native waterbird has been the loss and degradation of wetland habitat and introduced predators (e.g., rats, dogs, cats, mongoose). Other factors include alien plants, introduced fish, bull frogs, disease, and sometimes environmental contaminants.

The ae‘o can be seen at Hanalei National Wildlife Refuge on Kaua‘i, James Campbell National Wildlife Refuge on O‘ahu, Kakahai‘a NWR on Moloka‘i, and Kealia Pond NWR on Maui, as well as other wetlands around the state.

Conservation Efforts:

The ae‘o was once a popular game bird, but waterbird hunting was banned in 1939. State and Federal effort in protecting wetlands, enforcing strict hunting laws, educating, and working with private organizations and landowners, play an important role in ensuring the livelihood of the ae‘o and many other waterbirds.

The ae‘o was listed as an endangered species in 1967 under the Federal Endangered Species Act. The Hawaiian Waterbirds Recovery Plan was completed in 1978, revised in 1985, and in May 2005 a draft recovery plan was published.

info from The U.S. Fish and Wildlife Service

Do not use this image on websites, blogs, or other media without my explicit permission © 2016 M Leeson - all rights reserved.

Floor length khimar, flap niqab (or niqab casquette), also my hand - wearing a mit-scarf (enclosed in a sewn up end of a black silk scarf). Complete purdah and I love it

Length: 25 ft

Width: 21 ft

Height: 10 ft

Crew: 1 Pilot

Armaments: 2 Terras Arms Mk V Laser Cannons

Armor: Titanium Plate

Shields: Terras Arms Mk II Deflector Shields

Drive system: Two Saraca sub-light systems Mk III Sarif engines and maneuvering thrusters

Hyperdrive system: None

“They didn't call her the ‘Mamba’ just because the Model run was ‘M’. She’s a killer and I’m proud to call her mine.”

-Vincent “Double Down” Deviate Wing Leader 23rd Terras fighter wing

With the reorganization of the Terran Empire’s space fleet after the Nova War it became Immediately apparent that the older strategy of larger gunships built around older tactics of plasma torpedoes launched at long range wouldn't work against the faster and more nimble Nova League ships. Particularly their interceptors which rang rings (figuratively) around the slower and more heavily armed gunships. The ‘Mamba’ was developed to augment the new generation of Gunships the Mamba's only mission being to provide cover against enemy interceptors. Armed exclusively with rapid fire laser cannons and larger more maneuverable engines and thruster suites the Model 25 Terran Interceptor was integral to the turning point and defeat of the Nova League main battle fleet. Now as tensions with the Centuri Conglomeration separatists rise across the neutral space DMZ between these two powers the Mamba has been seen taking a more active role in the Empires fleets practicing to fight against the more maneuverable, but unshielded, Centuri interceptors.

++++++++++++++++++++++++++++++++++++++++++++++++++++

Thought I'd get in on the Microspace while I was fiddling

hope you like it

Hail Terras

Also big thanks to this ship www.flickr.com/photos/dragon55/14560146921/in/pool-micros... for giving me the Idea

This jumping spider is the species I see most often "in the wild" - meaning not on the walls of my house. White face with orange notes around the eyes, red body with white hairs, white spot on top of the head, and five pairs of white markings on top of the abdomen. I'm thinking this might be a female Eris militaris, but I'd love some confirmation/infirmation from an expert... This one was probably the largest specimen I've seen so far, and I estimate that it measured around 9-12mm in body length.

Photographed near the pond at Parc-nature du Bois-de-l'Île-Bizard, near Montréal, Québec, Canada.

Pentax D-FA 100mm F/2.8 Macro plus Raynox DCR-250 with off-camera diffused Yongnuo YN-560 III flash.

IMPORTANT:

If you would like to use this photo in a way that is appropriate under its Creative Commons license, you are welcome to do so, but please make sure to credit me by my real name and Flickr handle, and please also include a link to the Flickr page of the photo, as well as a link to the relevant Creative Commons license text. I have put examples of proper attribution on my profile page. Optionally, you may also send me a little note about your use... :)

For any other type of use, please contact me to properly license this image.

Thank you!

(IMGP1425_CrEtc)

The Splinter at the Essen Motor Show.

General

Wheelbase: 105.0in

Length: 174.5in

Width: 86.0in

Front F/R: 70.0in/69in

Height: 42.0in

Ground clearance: 3.5in

Fuel capacity: 15gal

Engine

Type: small block V8, aluminium block and heads, forged steel crankshaft, forged titanium connecting rods

Displacement: 427cu in (7.0L)

Bore X Stroke in: 4.125 X 4.000

Compression ratio: 11.0:1

Redline: 7000rpm

Fuel: premium unleaded 93 octane

Intake: 8 X 1.875in individual throttle bodies

Exhaust: 180-degree crossflow headers, dual 3in stainless mufflers

Drivetrain

Transmission: 6 speed manual

Final drive ratio: 3.42:1

Differential: clutch-type limited slip

Chassis & Body

Layout: mid-engine, rear drive

Chassis: laminated wood veneer monocoque

Body: woven cherry skins, tesselated end-grain balsa core

Brakes:

F: 14.0in drilled, slotted, vented rotors with 6-piston calipers

R: 11.8in vented rotors with 2-piston calipers

Wheels: Custom 3-piece forged aluminium rims with laminated wood center sections

F: 19in X 10in

R: 20in X 13in

Tires: Michelin Pilot Sport 2

F: 265/35ZR19

R: 335/ 30ZR20

Steering: 12:1 rack-and-pinion, multi-piece wood tie rods

Front suspension: Unequal length upper and lower laminated wood A-arms with height adjustable air-bag springs and adjustable schocks

Rear suspension: 5-link independent, custom aluminium uprights, height adjustable air-bag springs and adjustable shocks

Background

The Splinter supercar started as a graduate school project at North Carolina State University. Fueled by a lifelong desire to design and build his own car and inspired by the all-wood construction of the deHavilland Mosquito, Joe Harmon spent roughly 5 years working on the Splinter with the help of many others. The goal was to use wood in the construction of the car in every possible application, with hopes that the challenges associated with the task would lead to new ideas and new perceptions of wood.

© Dennis Matthies

My photographs are copyrighted and may not be altered, printed, published in any media and/or format, or re-posted in other websites/blogs.

Side Flash - Full Length: Experimenting with different flash bulbs on the AD200s, trying out some different looks with the side lighting.

France 1972 - 1977

Production : 16.000 units

4 cylinder 1294cc rear engine

82 PS DIN @ 6000 rpm

Length : 3,80m - Weight : 785kg

Speed : 170 km/h

Walking in Zara boots and burgundy red knee length dress

Description: The standard length of the initial phase of the yellowhead wrasse is sixty-two millimeters. This image was taken with a Nikon D1X 5.47-megapixel camera with a 105-millimeter f/2.8D AF Micro-Nikkor lens and dual Nikon SB28 flash units.

Creator/Photographer: Belize Larval-Fish Group 2004

The Division of Fishes of the Smithsonian's National Museum Natural History has sent several teams to Belize in order to photograph larvae in the field. The 2004 team included Julie H. Mounts and Carole C. Baldwin from February 18 through 25, and David G. Smith, Lee A. Weigt, and Claudette Decourley from February 25 through March 11.

Medium: Digital photograph

Geography: Belize

Date: 2004

Repository: National Museum of Natural History, Division of Fishes

Image ID: halichoeres_garnoti_initial

The Plaza Hotel.

Landmark 20-story luxury hotel with a height of 250 ft (76 m) and length of 400 ft (120 m) that occupies the west side of Grand Army Plaza, from which it derives its name, and extends along Central Park South in Manhattan. Fifth Avenue extends along the east side of Grand Army Plaza. It is owned by El-Ad Properties and managed and operated by Fairmont Hotels and Resorts of Canada.

The Plaza is the second hotel of that name on the site. The French Renaissance château-style building was designed by Henry Janeway Hardenbergh and opened to the public on October 1, 1907. At the time, it cost $12.5 million to construct. When the hotel opened, a room at the Plaza Hotel was only $2.50 per night (equivalent of $62 today). Today, the same room costs from $695 upwards.

The Plaza was accorded landmark status by the New York City Landmarks Preservation Commission in 1969; it was designated a National Historic Landmark (NHL) in 1986. The Waldorf-Astoria is the only other New York City hotel to be designated as a National Historic Landmark.

Long the site for famous performers and guests, it has also been the meeting place for important political meetings. The nationally known singers Eartha Kitt, Liza Minnelli, Kay Thompson, Andy Williams, and Peggy Lee played the Persian Room; unaccompanied ladies were not permitted in the Oak Room bar; and women favored the Palm Court for luncheons and teas. The Beatles stayed at the Plaza during their first visit to the United States in February 1964. On November 28, 1966, in honor of the publisher Katharine Graham, the writer Truman Capote hosted his acclaimed "Black & White Ball" in the Grand Ballroom.

Conrad Hilton bought the Plaza for US$7.4 million in 1943 (equivalent of $99.4 million today) and spent US$6.0 million (equivalent of $80.6 million today) refurbishing it. The Childs Company, a national restaurant chain which partnered in the development of the neighboring Savoy-Plaza Hotel, (now the site of the General Motors Building), purchased the Plaza Hotel in 1955 for 1,100,000 shares of Childs common stock, valued at approximately $6,325,000 (equivalent of $54.9 million today). Childs subsequently changed its name to Hotel Corporation of America, now known as Sonesta International Hotels Corporation. Donald Trump bought the Plaza for $407.5 million in 1988 (equivalent of $800 million today). Trump commented on his purchase in a full-page open letter he published in The New York Times: "I haven't purchased a building, I have purchased a masterpiece — the Mona Lisa. For the first time in my life, I have knowingly made a deal that was not economic — for I can never justify the price I paid, no matter how successful the Plaza becomes."

After Trump's divorce from wife Ivana Trump, the Plaza's president, Trump sold the hotel for $325 million in 1995 (equivalent of $496 million today) to Troy Richard Campbell, from New Hampshire. He sold it in 2004 for $675 million (equivalent of $831 million today) to a Manhattan developer, El Ad Properties. El Ad bought the hotel with plans of adding residential and commercial sections. Since The Plaza Hotel is a New York landmark, Tishman Construction Corporation, the construction management company hired to complete the renovations and conversions, had to comply with landmark regulations.

El Ad temporarily closed The Plaza on April 30, 2005, for extensive renovations. Beginning May 2005, the Plaza's contents were available to the public via hotel liquidation sale conducted by NCL/National Content Liquidators out of Springboro, Ohio. The Plaza reopened on March 1, 2008. Today the Plaza offers 282 hotel rooms and 152 private condo hotel units; it is managed by Fairmont Hotels and Resorts. Diamond retailer Lev Leviev put in the first bid for a Plaza apartment at $10 million. But lately, it is still possible to acquire ownership of the apartments at 50 sqm cost from $ 1.5 million. In May 2007, a new apartment in the Plaza was sold for a record $50 million, but prices dropped through 2009.

As of April 2012, it is rumored that the Sahara Group of India is in talks to purchase the property. It is still unclear on who will manage the property if the change in ownership takes place.

In November 2008 the Plaza Hotel unveiled its retail collection, an underground mall featuring luxury brands such as Vertu and Demel Bakery, an Austrian-owned business. In 2010 the Plaza Food Hall, an eating establishment run by Chef Todd English, opened in the underground mall.

In September 1985, ministers of developed countries met at the Plaza to consult on finance issues and affirmed their agreement by signing the Plaza Accord. It served as an agreement among the finance ministers of the United States, Japan, West Germany, France and Britain to bring down the price of the U.S. dollar against their currencies.

The hotel offers tours of its interior to the public.

H&M printed top (pressie)

Vintage 20s waistcoat with two kilt-pins (pressie)

Warehouse shorts (car boot sale)

Tights (M&S)

Thigh-length leather boots (market)

Bangles galore (H&M/freebee & Indian shop)

DIY earrings (made myself)

Quilted chain bag (market)

Vintage 80s Wayfarers (market)

Miss Caustic in one of the full length latex evening gowns from Lust Designs.

You would not believe the effort it takes to put on a full latex dress. Unless you have done. Two words: silicone lube.

My store and other sites:

FB - www.facebook.com/maxmakesphotos

Society6 - www.Society6.com/maxmakespinups

MM - www.modelmayhem.com/maxjohnson

Instagram - instagram.com/maxmakesphotos

Model - Mina Caustic: www.modelmayhem.com/519062

Styling - Erin Lopez www.facebook.com/victoryroll

Makeup - Artistry by Wendy Tran: www.facebook.com/pages/ARTISTRY-BY-WENDY-TRAN/156236876784

Wardrobe - Lust Designs:

Lust Designs

Schweiz / Wallis - Aletschgletscher

In the background you can see the Olmenhorn (3,314 m).

Im Hintergrund sieht man das Olmenhorn (3.314 m).

The Aletsch Glacier (German: Aletschgletscher, German pronunciation: [ˈalɛtʃˌɡlɛtʃɐ]) or Great Aletsch Glacier (Grosser Aletschgletscher) is the largest glacier in the Alps. It has a length of about 23 km (14 mi) (2014), has about a volume of 15.4 km3 (3.7 cu mi) (2011), and covers about 81.7 km2 (31.5 square miles) (2011) in the eastern Bernese Alps in the Swiss canton of Valais. The Aletsch Glacier is composed of four smaller glaciers converging at Konkordiaplatz, where its thickness was measured by the ETH to be still near 1 km (3,300 ft). It then continues towards the Rhône valley before giving birth to the Massa. The Aletsch Glacier is – like most glaciers in the world today – a retreating glacier. As of 2016, since 1980 it lost 1.3 kilometres (0.81 mi) of its length, since 1870 3.2 kilometres (2.0 mi), and lost also more than 300 metres (980 ft) of its thickness.

The whole area, including other glaciers is part of the Jungfrau-Aletsch Protected Area, which was declared a UNESCO World Heritage Site in 2001.

Geography

The Aletsch Glacier is one of the many glaciers located between the cantons of Bern and Valais on the Bernese Alps located east of the Gemmi Pass. The whole area is considered to be the largest glaciated area in western Eurasia. The Fiescher and Aar Glaciers lying on the east have similar extensions.

Except the Finsteraarhorn, all the highest summits of the Bernese Alps are located within the drainage basin of the glacier. The Jungfrau and Mönch constitute the northern boundary; the Gross Fiescherhorn and Gross Wannenhorn lie on its east side; finally the culminating point, the Aletschhorn (4,193 m (13,757 ft)) is located on the west side.

Before reaching the maximum flow, four smaller glaciers converge at Konkordiaplatz:

From the western mouth flows the Grosser Aletschfirn, which runs along the northern foot of the Aletschhorn and Dreieckhorn. The Grosser Aletschfirn is supplied from the north by three notable firns: the Äbeni Flue-Firn, the Gletscherhornfirn, and the Kranzbergfirn. All of these firns have their starting points at around 3,800 m (12,500 ft). From the Äbeni Flue-Firn to the Konkordiaplatz, the Grosser Aletschfirn is 9 km (5.6 mi) long and is on average about 1.5 km (0.93 mi) wide. On the west, the Grosser Aletschfirn connects with the Langgletscher over the 3,158 m (10,361 ft) high glacier pass, the Lötschenlücke, into the Lötschental.

From the northwestern mouth flows the Jungfraufirn. This firn in fact represents the straight continuation of the Aletsch Glacier, yet is the shortest of the four tributary glaciers. It has its origin on the southern flank of the Mönch and at the eastern flank of the Jungfrau with the Jungfraujoch in-between. Up to the Konkordiaplatz, the Jungfraufirn is a scarce 7 km (4.3 mi) long, and returns to flank the Kranzberg in the west and the Trugberg in the east. At its highest point, it is 2 km (1.2 mi) wide, and further down it is still a good 1 km (0.62 mi) wide.

From the northern mouth flows the Ewigschneefäld ("Eternal snow field"), where its starting point takes the east flank of the Mönch. In an elbow, it flanks from Trugberg in the west and the Gross Fiescherhorn and Grünhorn in the east, flowing on to the Konkordiaplatz. Up to here, it is about 8 km (5.0 mi) long and averages about 1.2 km (0.75 mi) wide.

The mouth at the Konkordiaplatz it follows over a rise with a descent from 25 to 30 percent; here, the glacier is sharply split. Against the north is the Ewigschneefäld over the snow-covered pass of the Unners Mönchsjoch (3,518 m (11,542 ft)), connected with the catchment area of the Ischmeer (Wallis German for "Ice Sea"). Through the Obere Mönchsjoch (3,624 m (11,890 ft)) between the Mönch and the Trugberg stands a connection to the Jungfraufirn.

From the east, the smallest firn arrives at the Konkordiaplatz: the Grüneggfirn. Its northern arm begins below the Grünegghorn (3,860 m (12,660 ft)). The southern arm collects its snow and ice in the pot flanked by the Wyssnollen, Fiescher Gabelhorn (3,866 m (12,684 ft)), and the Chamm. Between the peaks Wyssnollen and Grünhörnli another glacier pass, the Grünhornlücke (3,279 m (10,758 ft)), connects to the Fieschergletscher. The Grüneggfirn enters the Konkordiaplatz in a gap between the mountainsides Grünegg to the north and the Fülberg to the south. On the western side of the Fülberg the Konkordia hut (mountain hut) overlooks the whole Konkordiaplatz at an altitude of 2,850 m (9,350 ft).

South of Konkordiaplatz, the glacier runs towards the valley of the Oberwallis (Upper Valais); on the east side, near Bettmeralp, lies a small glacier lake, Märjelensee (2,301 m (7,549 feet)); from the western side used to enter the Mittelaletschgletscher, but since the end of the 20th century the connection with the Aletsch Glacier has been lost. Further down, until about 1880, the Oberaletschgletscher did also enter the Aletsch Glacier at its mouth. But since then both glaciers have been retreating so far that they do not connect anymore (the Upper Aletsch Glacier did retreat about 1.3 km (0.81 mi) from its connecting point with the Aletsch Glacier), but both serve now only as the source of the river Massa. The river flows through the Lake Gibidum (a reservoir, and coincidentally representing the glacier's mouth region in the 19th century, which is a retreat of more than 4 km (2.5 mi)) and a gorge of the same name before reaching the Rhône near Brig.

Tourism

The area of the Aletsch Glacier and some surrounding valleys is on the UNESCO World Heritage list, thus it is protected and the facilities are mostly restricted to the external zones. The region between Belalp, Riederalp and Bettmeralp (which is called Aletsch Region) in Valais gives access to the lower part of the glacier. The Bettmerhorn and Eggishorn are popular view points and are accessible by cable car. The Massa river can be crossed since 2008 by a suspension bridge, thus allowing hikes between the left and the right part of the glacier.

The Jungfraujoch railway station (3,450 m) gives a direct access to the upper Aletsch Glacier as well as the normal route to the Jungfrau. It can be reached only from Interlaken in the canton Bern. Hiking paths pass the Konkordia Hut or the Hollandia Hut, eventually reaching other glaciers in the massif.

On the Riederfurka, at 2,065 metres between Riederalp and the glacier, is located the historic Villa Cassel, former summer residence of many famous and influential guests from the worlds of politics and finance. The house is now one of the centers of the environmental organization Pro Natura, which hosts a permanent exhibition about the site.

Panorama

Also at the mouth of the Konkordiaplatz from the east is the small but important Grüneggfirn (3 km long and averaging 600 m wide). This firn is connected in the over the glacier pass Grünhornlücke (3280 m high) to the Fiescher Glacier in the east.

From the Konkordiaplatz, the Aletsch Glacier has a width of approximately 1.5 km and moves at a rate of 180 m per year to the southeast on course with the Rhône valley, bordering the Dreieckhorn in the west and the great Wannenhorn in the east. It then takes a great right turn and bends ever closer to the southwest, running through the edge of the Eggishorn and Bettmerhorn of the Rhône valley. The lowest part of the great Aletsch Glacier is largely covered with detritus of the lateral and medial moraines. The glacier's toe currently lies about 1560 m high, far beneath the local tree line. From it springs the Massa stream, which flows through the Massa Canyon and is used to generate hydroelectric power. It continues through the upper half of the Brig, eventually entering into the Rhône.

The great Aletsch Glacier shows considerable ice cover. At the Konkordiaplatz, it has an ice cover of more than 900 m, but as it moves to the south, the greater part of the ice melts, gradually decreasing the cover to around 150 m.

The characteristically dark medial moraine, situated almost in the middle of the glacier, runs protracted in two bands from the Konkordiaplatz along the whole length to the glacier's toe-zone. This medial moraine is collected from the ice of three large ice fields, which all run together. The westernmost medial moraine has been named the Kranzbergmoräne, and the easternmost carries the name Trugbergmoräne.

Formation and evolution

The Aletsch Glacier resulted from the accumulation and compaction of snow. Glaciers generally form where snow and ice accumulation exceed snow and ice melt. As the snow and ice thicken it reaches a point where it begins to move due to a combination of gravity and pressure of the overlying snow and ice.

During the last glacial periods, the Aletsch Glacier was much larger than now. 18,000 years ago the lower part of the ridge, between Riederalp and the glacier, was completely covered by ice. Only the summits of the Bettmerhorn, Eggishorn and the Fusshörner were above the glacier. After an important retreat, the glacier again advanced 11,000 years ago during the last glacial period. The glacier reached the Rhône valley, and its ice the Riederfurka. Remaining moraines are still visible in the Aletsch Forest.

Since the last glaciation, the glacier generally retreated. However slight climatic changes happened and, in 1860, the glacier was 3 km longer and the ice level 200 m higher.

As for many other glaciers, records show a major longer-term retreat trend. The Aletsch Glacier receded by 3.2 km (2.0 mi) since 1870, including 1.3 km (0.81 mi) since 1980.[6] A record retreat of 114.6 metres (376 ft) happened in 2006 alone.

Since the end of the Little Ice Age in 1850 the glacier has lost 20 percent of its ice mass, considerably less than other glaciers in Switzerland, which have lost up to 50 percent. This is explained with the large size of the Aletsch Glacier, which reacts much slower to climate change than smaller glaciers. It is however estimated that, by 2100, the glacier will have only one tenth of its 2018 ice mass.

Photo opportunity

On August 18, 2007, photographer Spencer Tunick used hundreds of naked people in a "living sculpture" on the Aletsch Glacier in a photo shoot which he said was intended to draw attention to global warming and the shrinking of the world's glaciers. The temperature was about 10 °C (50 °F) at the time of the photo shoot. The 600 participants on the shrinking glacier said that they had volunteered for Tunick (a collaboration with Greenpeace) to let the world know about the effects of global warming on the melting Swiss glaciers.

(Wikipedia)

Der Grosse Aletschgletscher ist der flächenmässig grösste und längste Gletscher der Alpen. Er befindet sich auf der Südabdachung der Berner Alpen im Schweizer Kanton Wallis. Die Länge des Gletschers beträgt 22,6 km, die Fläche wird mit 78,49 km² angegeben. Der Aletschgletscher entwässert über die Massa in die Rhone. Die Fläche des gesamten Einzugsgebiets der Massa beträgt 195 km², wovon 1973 etwa zwei Drittel vergletschert waren. Oft werden bei der Flächenangabe der Ober- und Mittelaletschgletscher einbezogen, da diese früher mit dem Grossen Aletschgletscher verbunden waren. Die gesamte vergletscherte Fläche einschliesslich dieser Gletscher betrug 1973 etwa 128 km², für das Jahr 1863 wird eine Fläche von 163 km² angenommen.

Ursprung am Konkordiaplatz

Der Ursprung des Grossen Aletschgletschers liegt in der rund 3800 m hoch gelegenen Jungfrau-Region. Am Konkordiaplatz (♁645905 / 150101), einer 6 km² grossen und nur wenig geneigten Eisfläche, fliessen drei mächtige Firnströme zusammen:

Von Westen mündet der Grosse Aletschfirn, der entlang dem Nordfuss von Aletschhorn und Dreieckhorn fliesst. Der Grosse Aletschfirn wird von Norden her durch drei weitere bedeutende Firne gespeist, nämlich durch den Ebnefluhfirn, den Gletscherhornfirn und den Kranzbergfirn. Alle diese Firne nehmen ihren Ausgangspunkt auf rund 3800 m ü. M. Einschliesslich des Ebnefluhfirns hat der Grosse Aletschfirn bis zum Konkordiaplatz eine Länge von 9 km und ist durchschnittlich fast 1,5 km breit. Gegen Westen ist der Grosse Aletschfirn über den 3173 m ü. M. hohen Gletscherpass der Lötschenlücke mit dem Langgletscher verbunden, der ins Lötschental abfliesst.

Von Nordwesten mündet der Jungfraufirn, der zwar die gerade Fortsetzung des Aletschgletschers darstellt, jedoch der kürzeste der drei Tributärgletscher ist. Er hat seinen Ursprung an der Südflanke des Mönchs, am Jungfraujoch und an der Ostflanke der Jungfrau. Bis zum Konkordiaplatz legt der Jungfraufirn eine Wegstrecke von knapp 7 km zurück und wird dabei im Westen vom Kranzberg, im Osten vom Trugberg flankiert. Er ist in seinem oberen Teil 2 km, weiter unten noch gut 1 km breit.

Von Norden mündet das Ewigschneefeld, das seinen Ausgangspunkt an der Ostflanke des Mönchs nimmt und in einem Bogen, flankiert vom Trugberg im Westen sowie dem Gross Fiescherhorn und dem Grünhorn im Osten, zum Konkordiaplatz fliesst. Bis hierher ist es ungefähr 8 km lang und durchschnittlich 1,2 km breit. Die Mündung in den Konkordiaplatz erfolgt über einen Steilhang mit einem Gefälle von 25 bis 30 %; der Gletscher ist hier stark zerklüftet. Gegen Norden ist das Ewigschneefeld über den firnbedeckten Pass des Unteren Mönchsjochs (3529 m ü. M.) mit dem Einzugsgebiet des Unteren Grindelwaldgletschers verbunden. Durch das Obere Mönchsjoch (3627 m ü. M.) zwischen dem Mönch und dem Trugberg besteht eine Verbindung zum Jungfraufirn. Ferner mündet am Konkordiaplatz von Osten noch der wesentlich kleinere Grüneggfirn (3 km lang und durchschnittlich 600 m breit). Dieser ist nach Osten über den Gletscherpass der Grünhornlücke (3280 m ü. M.) mit dem Fieschergletscher verbunden.

Weiterer Verlauf

Vom Konkordiaplatz aus bewegt sich der Eisstrom mit einer Breite von ungefähr 1,5 km und mit einer Geschwindigkeit von bis zu 180 Metern pro Jahr nach Südosten in Richtung Rhonetal, gesäumt vom Dreieckhorn im Westen und dem Gross Wannenhorn im Osten. Er zeichnet dann eine grosse Rechtskurve und biegt immer mehr nach Südwesten ab, nun durch den Grat des Eggishorns und Bettmerhorns vom Rhonetal getrennt. Der unterste Teil des Grossen Aletschgletschers ist weitgehend durch das Geschiebematerial von Seiten- und Mittelmoränen bedeckt. Die Gletscherzunge liegt derzeit auf rund 1'560 Meter Höhe, weit unterhalb der lokalen Waldgrenze. Aus ihr entspringt der Bach Massa, welcher nach der Massaschlucht und einer Nutzung in einem Wasserkraftwerk, in Bitsch, oberhalb von Naters, in die Rhone (Rotten) fliesst.

Der Grosse Aletschgletscher weist beachtliche Eisdicken auf. Am Konkordiaplatz hat der Gletscher eine Eisdicke von mehr als 900 Metern, gegen Süden nimmt die Mächtigkeit des Eises allmählich auf rund 150 m ab. Charakteristisch sind die beiden dunklen, fast in der Mitte des Aletschgletschers gelegenen Moränenspuren, welche sich ab dem Konkordiaplatz auf der gesamten Länge bis in den Zungenbereich hinziehen. Es sind die Mittelmoränen, die das Eis der drei Hauptfirne voneinander trennen. Die westliche Mittelmoräne wird auch Kranzbergmoräne genannt, die östliche trägt den Namen Trugbergmoräne.

Gletscherschwankungen

In seinem Hochstadium während der Kleinen Eiszeit um die Mitte des 19. Jahrhunderts erstreckte sich der Grosse Aletschgletscher noch rund 2,5 km weiter talabwärts. Aufgrund der allgemeinen Erwärmung seit etwa 1870 hat er besonders unterhalb des Konkordiaplatzes massiv an Volumen eingebüsst und sowohl an den Seiten als auch im Zungenbereich Flächen von mehreren Quadratkilometern freigegeben. Der einstmalige, in der Neuzeit höchste Gletscherstand kann gut an den noch fast vegetationslosen Seitenmoränen abgeschätzt werden. Seit 1850 hat die Eisdicke um teilweise über 100 m abgenommen. Früher waren auch die Eisströme des Oberaletschgletschers und des Mittelaletschgletschers direkt mit dem Grossen Aletschgletscher verbunden.

In der Senke zwischen dem Strahlhorn und dem Eggishorn liegt der Märjelensee, der im 19. Jahrhundert beim Gletscherhochstand zu einem Gletscherrandsee aufgestaut wurde. Seine wiederholten plötzlichen Ausbrüche durch Gletscherspalten verursachten immer wieder starke Schadenshochwasser der Massa hin zum Rhonetal.

Gegen kurzfristige Klimaschwankungen ist der Gletscher aufgrund seiner grossen Masse relativ immun. Während viele andere Gletscher Ende der 1970er Jahre bis Anfang der 1980er Jahre vorstiessen, reagierte der Aletschgletscher auf die vorübergehende Abkühlung kaum – ebenso wenig wie auf die warmen Jahre seit 1983. Aufgrund der zunehmend extremen Hitze der letzten Jahre zieht er sich aber nun doch – wie alle übrigen Alpengletscher – deutlich verstärkt zurück.

Die relative Trägheit in seinen Reaktionen auf Klimaschwankungen macht den Aletschgletscher auch zu einem idealen Untersuchungsobjekt zur Erforschung der Klimaentwicklung im Alpenraum. Die Längenschwankungen des Aletschgletschers in der Vergangenheit dürften sogar eine Rekonstruktion aller grösseren Klimaveränderungen der letzten 3200 Jahre erlauben. Die Bestimmung der verschiedenen Längenstadien des Aletschgletschers in der Vergangenheit erfolgt durch die Radiokohlenstoffdatierung fossiler Baumstämme, die der Gletscher bei einem früheren Vorstoss einmal überfahren haben muss und nun während seines aktuellen Rückzuges wieder freigibt. Der Befund fossiler Böden und von Wurzelwerk garantiert dabei, dass es sich bei dem Fundort auch um den Wuchsstandort des fossilen Baumes handelt. Durch Zählung der Jahresringe der geborgenen Stämme kann sogar der Zeitraum bestimmt werden, während dessen der Aletschgletscher den Fundort nicht erreicht hat. Mit dieser Methode wurde festgestellt, dass der Aletschgletscher bis etwa 1200 v. Chr. um einiges kleiner gewesen sein muss als gegen Ende des 20. Jahrhunderts. Für die Jahre etwa von 1200 bis 1110 v. Chr., 850 bis 750 v. Chr. und 350 bis 250 v. Chr. sind Vorstösse festgestellt worden. Dabei ist der Aletschgletscher von 900 bis 400 v. Chr. jedoch kleiner gewesen als am Ende des 20. Jahrhunderts, genauso wie von etwa 100 v. Chr. bis ins Jahr 250. Um das Jahr 300 ist eine Gletscherlänge vergleichbar der des Höchststandes im 19. Jahrhundert festzustellen.

Laut der letzten Studie der Universität Erlangen-Nürnberg (Juni 2020) schmolz die Oberfläche des Grossen Aletschgletscher zwischen den Jahren 2001 und 2014 um mehr als fünf Meter pro Jahr in den unteren Lagen.

Tourismus

Der Aletschgletscher galt schon früh als besondere Sehenswürdigkeit für Reisende und als willkommenes Untersuchungsobjekt für Forschende. Forschungsstationen gibt es seit 1937 auf dem Jungfraujoch und seit 1976 auf der Riederfurka oberhalb der Riederalp. Durch zahlreiche Luftseilbahnen besonders gut erschlossen ist der Berggrat zwischen dem Riederhorn und dem Eggishorn, der sehr schöne Einblicke in den Zungenbereich und den unteren Teil des Gletschers gewährt. Mit dem Bau der Jungfraubahn auf das Jungfraujoch (auf der Sphinx 3571 m ü. M.) wurde 1912 auch für nicht berggewohnte Leute ein Blick in den oberen Teil des Gletschers ermöglicht.

Am Felshang des Faulbergs östlich des Konkordiaplatzes stehen auf 2850 m ü. M. die Konkordiahütten des Schweizer Alpen-Clubs SAC. Sie dienen als wichtiger Etappenort auf der hochalpinen Gletscherroute vom Jungfraujoch oder vom Lötschental in das Gebiet des Grimselpasses.

UNESCO-Weltnaturerbe

Das Gebiet des Grossen Aletschgletschers ist zusammen mit dem einzigartigen Aletschwald und den umliegenden Regionen seit dem 13. Dezember 2001 Bestandteil des UNESCO-Weltnaturerbes Schweizer Alpen Jungfrau-Aletsch.

(Wikipedia)

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Each square is a different photo. Taken at a different focal length, and taken at a different distance from the subject (me). In some photos, I am as close as a couple feet, at 24mm.. and in some photos I am as far as 30 feet at 105mm. I tried frame the chair in the photo so it appeared the same size in each photo, then used the self time to take the picture of myself. I probably took 15-20 photos, and used 12 for the final shot.

by LUMIX G MACRO 30mm / F2.8 ASPH. / MEGA O.I.S.

60.0mm ( 35mm equivalent focal length )

Original Filter "Bleach Bypass Ⅱ"

The construction of the "Cathédrale Notre-Dame d'Amiens" started in 1220, after a predecessor Romanesque church burnt down two years earlier. Unusual for medieval structures, the first architects are known here. Robert de Luzarches was the architect until 1228. He was followed by Thomas de Cormont until 1258. His son, Renaud de Cormont, acted as the architect until 1288.

Today Amiens Cathedral is the largest existing Gothic cathedral in France. There was a lot of competition between the cities and towns about the largest nave, the highest vaults. The long and relatively peaceful reign of Louis IX (aka "Saint Louis") brought prosperity to the region, so that Amiens could afford such a structure. The cathedral is 145m long (interior length 133,50m). The volume of the structure is about 200.000m³, Notre Dame de Paris has only about 100.000m³

The western facade is dotted with lots of bas-relief medallions. Here are two of them. To the left the "Dream of the Magi", to the right the Magi in a ship. I have never seen them sailing, all icons I saw so far, they were riding horses.

Thanks to "tereliyesajjan", I found this impressive and highly interesting websites:

www.medievalart.org.uk/Amiens/Amiens_default.htm

Collected from a dead White Spruce on the east shore of Hecla Island, Lake Winnipeg. This can be a very inhospitable place at times. I have no idea as to what fungus the black apothecia belong.

Affinity Photo, Focus Merge, step 2, 26 images.

I used a Raynox 250 attached to the front of the lense.

Carrocería/Bodywork: Castrosua CS-40 City II

Chassis: Scania N94UB

Lote/Batch info: 2/4 - 31 total (487-517)

Matricula/Plate: GC-5357-CG

Longitud/Length: 12m

Servicio/Service: 1999 - 2024 (Desguazado/Scrapped)

Info (SP): Sin Lugar a duda el mejor vehiculo que esta empresa tuvo en toda su historia fue la primera remesa de Scania Castrosua CS-40 que adquirieron a principios de los 90. Tal fue su exito que Guaguas ansiaba repetir su suerte cuando aparecio el modelo CS-40 City II. En principio Guaguas decidio usar esta gama de la Carrocera Gallega para probar la fiabilidad de distintas marcas como Iveco, MAN, Mercedes Benz y por supuesto Scania. De esta ultima se realizaron 4 pedidos en total, lo que sumaron un total de 72 unidades. La mayor parte de esta remesa fue retirada a mediados de 2021. Las unidades restantes como esta fueron retirados entre finales de 2023 y (en su mayoría) 2024.

Info (EN): Without a doubt the best vehicle this company ever included into they fleet were the Scania Castrosua CS-40 they purchased in the early 1990s. Such was it success that Guaguas was desperate to repeat it with the newly released CS-40 City II range. However this time, Guaguas used this specific range of the Galician coach builder to test the reliability of different brands such us Iveco, MAN, Mercedes Benz and of course Scania. Throughout the years, Guaguas placed 4 orders from the latter, adding to a total of 72 vehicles. The majority of this batch was withdrawn in mid-2021. The remaining vehicles were withdrawn between late 2023 and (mostly) 2024.

by KOWA PROMINAR 8.5mm F2.8

17.0mm ( 35mm equivalent focal length )

Art Filter "Day Dream"

by MC ROKKOR-PG 58mm F1.2

87.0mm (35mm equivalent focal length)

Something or other

by AI Nikkor 105mm F2.5

210.0mm ( 35mm equivalent focal length )

USSR : 1972 - 1984

Production : 1.304.899 units

4 cylinder 1294cc engine

65 HP DIN @ 5600rpm

4 speed manual gearbox

Length : 4,11m

Weight : 994kg

Speed : 145 km/h