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Photograph taken in the magic of the Golden hour around sunset at 20:04pm at an altitude of Twenty three metres on August 25th 2011 off the Bow of a BC Ferry heading from Tsawassen to Swartz Bay in British Columbia, Canada.
We have just passed the Portlock Point Lightstation on Provost Island and behind us is Mayne Island and others in the Gulf Islands of British Columbia, Canada. This journey marked our arrival home to beautiful Sidney by the Sea on Vancouver Island following a ten hour British Airway flight from terminal 5 London Heathrow.
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Nikon D700 56mm 1/100s f/10.0 iso200 RAW (14 bit) Handheld
Nikkor AF-S 24-70mm f/2.8G ED IF. Jessops 77mm UV filter. Hoodman HGEC soft viewfinder eyecup. Nikon MB-D10 battery grip. Two EN-EL15 batteries. Nikon GP-1 GPS.
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LATITUDE: N 48d 49m 35.06s
LONGITUDE: W 123d 20m 46.45s
ALTITUDE: 23.0m
RAW (TIFF) FILE: 34.60MB
PROCESSED FILE: 8.92MB
China Walls, Portlock, Hawaii Kai, Oahu
Holga 35mm Mod
Kodak Elite Chrome 35mm Silde Film 100 ISO Cross Processed in C-41
Honolulu Fire Department ~ Fire Rescue Air 1
N52000 "AIR 1" over Portlock Point. "AIR 2" is on the tailfin, but the callsign is "AIR 1". The original "AIR-1" (an MD500D) crashed during a rescue mission killing 1 HFD and 2 HPD personnel several years ago.
NTSB Identification: LAX95GA264
HISTORY OF FLIGHT
On July 21, 1995, about 1227 hours Hawaiian standard time, a McDonnell Douglas 369D, N1090S, operating under call sign Air 1 by the Honolulu Fire Department (HFD) as a public use aircraft, was destroyed while maneuvering near Hauula, on the island of Oahu, Hawaii. Changing meteorological conditions existed during this time. The pilot and two passengers, who were suspended beneath the helicopter in a rescue net, received fatal injuries. The flight originated on the day of the accident as an on-going search for a lost hiker in the Koolau Mountains near Sacred Falls.
The pilot had made two prior insertions of search and rescue (SAR) personnel into the general area of the search. They repelled out of the helicopter to the ground. On each of the two insertions an observer was onboard to retrieve the rope.
The first two inserted SAR personnel were subsequently relocated separately by the pilot with an observer onboard to a campsite with the use of a Billy Pugh helicopter rescue net. According to an HFD report to the Safety Board, after returning to the staging area, a decision was made to insert two Honolulu Police Department (HPD) officers into the search area at one time using the Billy Pugh net. The report stated that the decision was made by the pilot to fly without an observer.
According to an HFD pilot, when operating without an observer the pilot must lean outside of the helicopter to maintain visual contact with the net.
According to resident search personnel, changing trade winds and cloud cover are a common phenomena in the area and had been affecting the search for 5 days. After the pilot departed the staging area with the two HPD searchers in the net, a previously placed searcher radioed the pilot of Air 1 three times. He advised the pilot, "Pete, it's just too soupy up here, your gonna have to take em back down. I cant even see the other side of the river." A review of the recorded voice communications revealed that there was no verbal acknowledgment from the pilot. Shortly thereafter, a searcher heard a crash or impact sound followed briefly by a sound of the helicopter engine noise spooling up then down and then silence.
Two people were hiking together in the Sacred Falls area at the time of the accident. They were both interviewed by telephone. Both hikers observed the helicopter in-flight with the net attached; however, they could not positively identify what was in the net. The time frame of between 1225 and 1230 was established by their need to start hiking back out of the canyon by a certain time.
The first hiker to be interviewed stated that she observed the helicopter turning slowly and descending with the net swinging back and forth like a pendulum. She estimated the amount of swing to be about 20 to 30 degrees. She also noted that the helicopter was close to the mountainous terrain and the weather was cloudy with intermittent light rain.
The second hiker also observed the helicopter turning slowly, but noted that the helicopter was partially in the clouds which were boiling around the helicopter. He stated that the net was in the clear, but swinging back and forth an estimated 45 to 50 degrees like a pendulum. He also noted that the helicopter appeared to be close to the mountainous terrain.
PILOT INFORMATION
The pilot was employed by the HFD on March 1, 1991, as a fire fighter. On October 13, 1994, the pilot met all the qualifications for flying as a relief pilot. The pilot was selected for relief pilot training on January 13, 1994. The HFD does not have a relief pilot position. Once the firefighter is qualified to be a relief pilot, he continues in his regular position as a firefighter and is temporarily assigned to a pilot's position in the event of an absence of the regular pilot.
At the time of the request, he reported a total of 1,990 fixed wing hours and 321 helicopter hours, for a combined total flight time of 2,311 hours. Examination of all available records disclosed differences in the pilot's flight experience as entered in the various documents.
The pilot reported a total flight time of 3,400 hours with 200 in the last 6 months on his last class two flight physical, dated June 8, 1995.
According to helicopter flight school records, the pilot started helicopter flight training on September 11, 1992, at Burbank, California. The operator provided a Bell 47-D1, with a flight instructor.
According to the operator and flight instructor records, the pilot flew from September 11, 1992, through October 9, 1992, during which time he received his private, commercial, and CFI add-on ratings. The instructor stated that he flew 34.8 hours of dual flight instruction with the pilot. The instructor also stated that the pilot flew an additional 17 hours of solo while preparing for his add-on ratings. The pilot's last add-on rating was for flight instructor rotorcraft helicopter on October 9, 1992. At that time, he reported 57 total helicopter flight hours, with 22 hours of dual instruction and 38 hours of solo flight. The pilot's log book documents 22.8 hours of dual and 39.4 hours of solo flight in the Bell 47-D1 helicopter.
According to the pilot's log book, on February 13, 1993, the pilot took his first dual flight instruction in an HFD helicopter. According to HFD records, at the time of the accident the pilot had accumulated a total of 222.2 hours in the HFD helicopter; 50.3 of these hours were dual instruction. The last documented dual instruction was October 13, 1994, and consisted of his relief pilot checkout flight and a biennial flight review.
According to a pilot history form provided by the pilot to HFD, as of June 20, 1995, the pilot reported 3,011 total flight hours. Of that, 511 hours were helicopter flight hours with about 200 hours in a MD369D. In the last 90 days he listed 3 hours of MD369D helicopter flight time. A review of the pilot's actual flight logs revealed that they were sporadically dated with incomplete entries and no page totals.
An interview was conducted with the HFD chief pilot. The chief pilot stated that their were no written training records, written examinations, or dual flight instruction formats given the accident pilot.
An examination of the mission log book revealed that the accident pilot responded to about 33 alarms as a solo pilot. During the 33 alarms, the pilot performed about 10 rescues, with about nine water or net operations, and three repellings.
The chief pilot was asked if their was any evidence of an emergency briefing of the HPD net passengers prior to the last flight. He stated that there was no briefing. He was then asked if there would have routinely been a briefing of passengers prior to flight. He stated no because they routinely work with their own personnel who are trained by the HFD.
HELICOPTER INFORMATION
The accident helicopter was operating as Air 1. To differentiate between the two helicopters on the ground for maintenance purposes or general reference, the accident helicopter was actually known as Air 2. Whichever helicopter was airborne, for communication purposes, the helicopter was called Air 1. If the second helicopter was called out at the same time, it was called Air 2.
The McDonnell Douglas 369D helicopter was manufactured as a 1980 model. According to the maintenance records, at the time of the accident the helicopter had accumulated 6,592.6 hours of operation. The helicopter was maintained under a maintenance program provided by the manufacturer, McDonnell Douglas, as a 100, 200, and 300-hour inspection program. A review of the records revealed no outstanding maintenance items.
During conversations with the accident pilot's wife, she stated that her husband had told her that both helicopters had vibrations. She stated that Air 2 had an overtemp problem some time around July 1, 1995. She stated that her husband said several attempts were made to fix the problem, but he finally fixed it himself.
A review of the discrepancy sheet revealed that on July 13,1995, the engine was reported to be running hot. The engine was subsequently replaced along with a turbine outlet temperature gauge, and a gasket was installed to seal up the heater plate in the scavenge air system.
The HFD personnel were questioned regarding high or over temperature problems relating to the accident pilot. They reported that the pilot had overtemped (operational exceedence) both helicopters. On February 26, 1995, the pilot had a start temperature exceedence (hot start) in helicopter N58388. On March 9, 1995, the pilot experienced an operational temperature exceedence in the accident helicopter. The engines were inspected in accordance with the Allison 250-C20 series operations and maintenance manual table III-8, special inspections.
The helicopter rescue net is manufactured under an FAA supplemental type certificate (STC) and is designed for two 180-pound persons. There are no operating limitations provided with the STC. According to the manufacturer, the net was designed for rescue recovery; however, it can also be used for personnel transfer. The net is carried by one 9/16-inch by 50-foot 8-strand plimoor Columbian rope. The maximum yield strength is 9,000 pounds. The rope hooks to the helicopter from the center of the belly by two solenoid operated hooks/latches. The single rope is hooked to each hook by a separate Carabineer. Except for a water bucket operation, power to the hooks is disconnected by pulling the circuit breakers and disarming the switch to prevent inadvertent release of the load.
WRECKAGE AND IMPACT INFORMATION
The accident site was located in the Koolau mountain range at an elevation of about 2,000 feet msl. The terrain slope was estimated to be about 60 to 70 degrees. The wreckage was co-mingled with a dense foliage growth averaging about 6 feet deep.
Postaccident examination of the wreckage started during the helicopter sling load retrieval process. The left skid was inadvertently dropped into a canyon during the sling load operation and not recovered.
The Billy Pugh helicopter rescue net that had been occupied by the two HPD officers was found about 150 feet upslope from the main wreckage. The lift rope attach points for the net were missing. The rectangular tube frame was bent down in the front about 9 inches. The lead weight drogue chute ring was found bent over 180 degrees and still attached to the rescue net by it's rope.
The net rope was found wrapped around the rotor mast at the rubber boot. Examination of the rope revealed paint transfers of different colors similar to the coded pitch change and rotor blade component colors. The rope was removed and measured. The recovered rope was measured to be 44-feet 8-inches in length. According to an HFD pilot, the rope being used was 50 feet in length.
The red coded main rotor blade separated from the main rotor system and had approximately a 140-degree downward bend, about 28 inches outboard of the blade root end. The abrasion strip evidenced a material transfer of fiberglass from an unknown source. The upper and lower trailing edges of the blade were spread open from the blade tip inboard approximately 89 inches, and had rope marks on the blade bottom and inside of the upper trailing edge. The blade had negligible leading edge damage and the tip weight was intact.
The green coded main rotor blade separated from the main rotor system and had approximately a 30-degree bend rearward at midspan with no leading edge damage. The pitch case remained attached to the blade and had a fracture of the top side. The forward leading edge lead/lag pin was found missing. Impact damage was found near the pins normal position. The blade exhibited substantial damage, but was intact for the full length. The blade tip weight was intact.
The yellow main rotor blade separated from the main rotor hub assembly. The outboard 54 inches had an overload fracture and separation in the form of downward bending. There was no leading edge damage on the outboard 54-inch section of the blade. The blade tip weight was intact.
The blue coded main rotor blade separated from the main rotor system and had approximately a 4-foot inboard-to-outboard tear in the top side blade skin, with corresponding airframe yellow paint transfer for the entire length of the tear. The blue blade also had an approximate 64-degree downward bend of the outboard 2 feet. The blade had leading edge indentations on the outboard 3 feet of the blade. The pitch case and blade root were separated from the blade and not recovered.
The white coded main rotor blade pitch case and approximately 1 foot of the blade root end remained attached to the main rotor hub. An approximate 50-inch section of the inboard white main rotor blade leading edge spar was wrapped around the main rotor mast. The main rotor strap assembly had buckling and stretching, but no complete fracture of the laminates. The blade exhibited leading edge damage on the outboard section of the blade, as well as black paint transfer on the top side of the leading edge abrasion strip. Orange color material similar to the net nylon rope support structure was present in the leading edge indentations.
From the main wreckage northward about 250 feet and separated by a ravine, the majority of the tail boom assembly was found with all components still attached. The tail rotor blades were damaged.
Examination of the longitudinal and the lateral trim actuators revealed that both had been destroyed by impact forces. The trim switch was destroyed by the postcrash fire damage.
Examination of the engine revealed: severe foreign object damage (fod) of the first stage blades and inlet guide vanes; minor fod was found on stage two and three blades; metal particles were found in the combustion area; aluminum deposits were present on the nozzle shield of the first stage; the No. 1 and No. 2 shafts were found intact; the combustion liner was intact; moderate carboning of the fuel nozzles were noted; and there was no distress noted in the gears and the bearings of the gear box.
METEOROLOGICAL INFORMATION
The closest official weather reporting facility is located about 20 miles away.
A HPD helicopter pilot arrived in the area about 45 minutes after the accident. He reported: the ceiling was 3,500-foot overcast; visibility into the valley above 2,000 feet msl was less than 2/5 of a mile in instrument meteorological conditions; winds at 1,840 feet msl were 20 to 25 knots over an arc of 030 to 060 degrees; and the clouds were drifting in and out of the valley with approximately 10 to 15 minute intervals. While flying over the crash site searching for survivors, he experienced swirling winds in and above a waterfall, with up and down drafts coming over the ridges and fingers of the immediate area. The witness pilot reported that while trying to hover over the crash site, he had experienced conditions conducive to settling with power on several occasions.
There was an advisory to airmen (airmet) in effect for moderate turbulence below 6,000 feet msl.
MEDICAL AND PATHOLOGICAL INFORMATION
On July 23, 1995, the Honolulu County Medical Examiner performed an autopsy on the pilot. The cause of death was attributed to multiple blunt force trauma. During the course of the autopsy, no preexisting medical conditions were noted that would have affected the pilot's ability to pilot an aircraft.
During the autopsy, samples were obtained for toxicological analysis by the FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma. The results of the analysis was negative for drugs and ethanol.
TESTING AND RESEARCH INFORMATION
On July 23, 1995, a postaccident examination of the recovered helicopter structure, systems, components, and engine was started. The total control continuity was not established due to the fire damage.
The green coded main rotor blade attaching pin was not recovered. A service difficulty (SDR) report search was conducted. There were seven SDR reports of attaching pin bushing, cracking, or safety latch problems, but there were no reported pin losses during flight operation. According to McDonnell Douglas, based on the rotor rpm and the resulting centrifugal loading, the pin should remain in position even without the safety latch. There was impact damage noted in the area of the pin's location.
A section of the red coded main rotor blade was removed for lab analysis by the HPD crime lab to identify a paint-type of material transfer. The material was identified as a fiberglass type of material from an unknown source.
ADDITIONAL INFORMATION
The HFD operates as a public use operator as defined in public law PL 103-411.
According to the HFD senior pilot, the HFD flight department/aircraft station has a limited written standard operation procedures (SOP) manual which is included within the fire departments manual, but no other procedural guidelines specific to the operation of the helicopters. The HFD flight department has no formal flight training/recurrency manual. They reported that: "Recurrence training conducted by the senior pilot is based upon the provisions of FAR/AIM 94".
The HFD does have a general fire department SOP manual which addresses helicopter operations in limited detail. The following are excerpts from the manual:
Par. 251.01 Specifies a 56-hour workweek for the pilots who stay at an HFD facility during that time.
Par. 251.02 Minimum crew for the helicopter shall be one certified HFD pilot. If possible, a Fire Fighter 2 (rescue) of permanent rank shall serve as a crew member.
Par. 251.03 The helicopter pilot is in command of the aircraft and is responsible for providing safe and competent services. He shall determine whether the operation desired is safe. With his concurrence, chief officers on duty shall be authorized to deviate from normal procedures when deemed necessary.
Par. 253.01 Relief pilot proficiency training. To maintain proficiency in flying skills, all relief pilots shall participate in helicopter proficiency training once every three-shift cycles. Relief pilots may forego training if some flying takes place during the period due to temporary assignment or reallocation. Regular helicopter pilots shall coordinate training dates and times with relief pilots company commanders.
The chief pilot stated that he had attempted to make some changes to the HFD department manual regarding helicopter operations. He said the proposed changes were apparently put aside, with no acknowledgment or disposition for over a year. He did provide a copy of his proposed changes.
An interview was conducted of former and present pilots of the HFD regarding procedures, leadership, and morale in general. The interviews were consistent among them with regard to upper management's directives or expectations of the helicopter pilots.
Although Par. 251.03 provides that the pilot is in command of the aircraft and is responsible for providing safe and competent services, the interviews revealed that criticism from upper management (chief officer) was common for noncompletion of an mission due to a pilot decision. This then required the pilot to complete a written report to the fire chief, as well as the chief fire officer involved.
These pilots also stated that management did not understand the limitations of the helicopter and of the pilots with regard to adverse weather conditions, night operations, and the pilot's experience level.
According to the HFD management, the matter of noncompletetion of a mission due to a pilot's decision regarding safety and the lack of understanding by chief officers involved regarding the reasoning behind it, had been discussed in an HFD staff meeting on May 17, 1995.
Just prior to the accident, the fire chief made the decision to recall the badges and insignia's of the helicopter pilots citing lack of experience to qualify them as a fire captain. At that time, there was no mention of a replacement badge or shield, though the senior pilot had been requested to come up with an alternate badge or insignia appropriate for the pilots to wear. The senior pilot did not respond or inform the pilots of the department's intention for 3 weeks. New badges were ordered by the department in the meantime.
A recent department-wide pay increase, excluding the helicopter pilots, was also noted as a morale problem. The department wide pay increase was a state/city repricing action of firefighting classes which took place on July 1, 1993, and excluded certain fireboat and aviation positions.
The accident pilot was an FAA licensed airframe and powerplant technician with inspection authorization. According to HFD personnel, he was not authorized to work on the HFD helicopters.
Industry trade manuals/books were reviewed with regard to this type of helicopter operation. They cite the pilot's proficiency, experience, and caution as a key factor in a safe operation. They also report that in the case of external loads, it is possible to experience oscillating loads, causing the pilot to run out of control travel.
According to 14 CFR part 27.1523 of the Federal Air Regulations, the minimum flight crew must be established so that it is sufficient for safe operation, considering: (a) The workload on individual crewmembers; (b) The accessibility and ease of operation of necessary controls by the appropriate crewmember; and (c) The kinds of operation authorized under 27.1525.
On August 2, 1995, the wreckage was released to the insurance company representative.
The following additional parties to the investigation were not listed on page 5:
Anthony J. Lopez, Jr. Honolulu Fire Department Honolulu, HI 96814
Robert D. Aton Honolulu Police Department Honolulu, Hi 96814
Looking north along Portlock Road towards Lawai Street with the Koolau Mountains in the background. The Portlock neighborhood is on the western slopes of Koko Head in east Honolulu. This scene was near Henry J. Kaiser's estate, mahalo to Hebneh for recognizing it. Vintage white cardboard mounted ”Kodachrome Transparency processed by Kodak” slide date stamped Oct 68.
NS 236 is a daily (except Monday) double stack train through Circleville around mid morning. It has finished assembling its train at Rickenbacker inter modal yard, and is headed east to Portlock Yard in Norfolk, VA.
Often it is quite a long train. This day is not the exception, and the engineer has asked permission to start up the third locomotive so that they can maintain track speed.
The train is occupying the three westernmost (geographically, northernmost) road crossings in town. there are 5 more to go.
2019 04 27 1055hrs NS #236 EB DS 9702, 8051, 9615, Circleville OH (Large)
Stumpy doesn't care what you think! A limb lost - most likely from shark attack or fishing line accident. Off Portlock, Oahu, Hawaii.
The donor was born in 1924, Albion Street, Miles Platting, Manchester. Pictured is Emily Walker, apparently a policewoman during WWI, and a friend of the donor's mother Elizabeth Portlock. Elizabeth also claimed to have been a temporary policewoman during this time.
Photograph taken in the magic of the Golden hour around sunset at 20:04pm at an altitude of Thirty one metres on August 25th 2011 off the Bow of a BC Ferry heading from Tsawassen to Swartz Bay in British Columbia, Canada.
We have just passed the Portlock Point Lighthouse on Prevost Island on our left and look towards Hawkins Island and others in the Gulf Islands of British Columbia, Canada. This journey marked our arrival home to beautiful Sidney by the Sea on Vancouver Island following a ten hour British Airway flight from terminal 5 London Heathrow.
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Nikon D700 60mm 1/160s f/10.0 iso200 RAW (14 bit) Handheld
Nikkor AF-S 24-70mm f/2.8G ED IF. Jessops 77mm UV filter. Hoodman HGEC soft viewfinder eyecup. Nikon MB-D10 battery grip. Two EN-EL15 batteries. Nikon GP-1 GPS.
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LATITUDE: N 48d 49m 44.47s
LONGITUDE: W 123d 20m 47.02s
ALTITUDE: 31.0m
RAW (TIFF) FILE: 34.60MB
PROCESSED FILE: 4.58MB
Portlock Oahu Hawaii location shoreline "natural light" product Sporasub spearfishing model Dan Caucasian blonde "blue eyes" USA
Tommy the Elephant
Tommy's brick barn in Smithfield.
Most old towns have an unusual legend or two that have been handed down from one generation to the next. The story of the elephant named ‘Tommy’ at Smithfield, which John Smith is supposed to have used to divert the course of Smiths Creek away from his second hotel while it was under construction during 1857, was one such legend. He was originally named Jumbo when he came to Adelaide and later named Tommy in 1855.
There was no written proof that an elephant played a part in Smithfield's history until Mrs. Ann Portlock, researching her family history during 1993, came across several newspaper reports from the 1850s.
Tommy’s origins begin in Calcutta India where he was shipped at 20 months old with another female elephant on The Royal Saxon on route to Sydney via Tasmania August 1851. One elephant was purchased and sent to Sydney and the male, Tommy, was auctioned off to the public and then exhibited around hotels in Tasmania by a Mr J. Thomas.
In November 1851 Tommy travelled from Melbourne and then to Adelaide under different owners who used him to exhibit.
In a news item from April 1854 Mr. T. Bentley, licensee of the Cremorne Hotel in Unley, is reported as having installed an elephant named 'Jumbo' in a small zoo and tea gardens next to the hotel. It was here where our elephant Tommy caused much mischief and ruined their garden.
Adelaide at that time was a small town with dirt roads that often became muddy and impassable and horses and bullocks were used for transport. An exotic animal such as an elephant was a star attraction and the zoo became very popular with visitors.
However, elephants have much the same life span as humans and Tommy, aged 5 years, was just a curious and playful youngster. When he was not on display or pulling a plough, he was fond of wandering around the district and getting into mischief such as pulling washing off clothes lines or tipping up washing tubs and playing with water. On one occasion he took his revenge, picking up a trunk full of wet plaster and spurting it into the faces of builders working on the hotel, after they had chased him away and hit him with their shovels. The owner was faced with court cases, so he sold Tommy to John Smith at Smithfield.
The Adelaide newspaper 'The Register' reported on the 24th May, 1855, 'Mr. John Smith, of Smiths Hotel, Smiths Creek, near Smithfield, has lately taken into his employ an agricultural labourer, who though only 5 years of age, combines the strength of an ox with the docility of a lamb. He is dark complexioned, being quite as black as the aborigines of this province, but does not belong to the genus homo. Nevertheless, he is highly intelligent and has an eye as fascinating as that of the most aristocratic wax doll.'
During his stay on the Smith farm, Tommy may have been used to dam and divert Smiths Creek into channels across the new township of Smithfield, as Samuel Crittenden, who subdivided the western portion of Smithfield township and farmed nearby, successfully sued John Smith in June 1855 for doing this and depriving him of the use of essential water. We cannot be sure if Tommy was involved as according to the legend, the creek diversion occurred during the construction of the new two storeyed hotel, but this was not built until 1857.
We do know that John Smith used Tommy to draw water from a well on his farm. His son John remembered in later years how he used to lead Tommy to and fro to raise and lower the buckets.
In those days, bullock teams passed by the Smith farm, travelling to and from the Burra and the Smiths sold water to them at the rate of one penny per head of stock. But Tommy was too slow and two bullocks could do the job faster. He was then used to pull a plough. He did the job well, but again was too slow, so he was sold in 1855 for £300 to Mr Matthews, licensee of the Gepps Cross Hotel.
The Matthews family became very attached to the elephant whom they renamed from Jumbo to 'Tommy'. As he grew, he became a useful worker, clearing scrub and moving stones around Yatala Gaol, ploughing on the Matthews farm at Gepps Cross, giving people rides and extricating vehicles which became bogged on the road to the hotel. He usually won log pulling races against bullocks, but horses which were unaccustomed to seeing elephants, shied and bucked so that a reporter of 'The Observer' advised their owners on the 20th October 1855, '...to give the paddock by Gepps Cross a wide berth... and for any who doubt the firmness of their seats, it would not be amiss to take the Prospect Road, for goodness knows where their chargers may jump to.'
Mr. Matthews is believed to have contracted Tommy to the South Australian Railway Commissioners to haul sleepers and other heavy material between Salisbury and Smithfield during the construction of the Adelaide-Gawler railway line in 1857. John Smith, at this time, was busy building his hotel inSmithfieldin anticipation of the increased trade the railway would bring, but we do not know if he 'borrowed' Tommy to do some work on Smiths Creek then rather than in 1855. That part of the legend still remains a mystery.
Tommy died tragically in 1858 when he was only nine years old from a chill after a cold rainy night. His bones are rumoured to be buried in the field by Gepps Cross Hotel.
Today, his legacy is remembered in such establishments as the old Elephant Barn located along Main North Road toward Gawler, the striking red steel tusk sculptures at Smithfield Train Station, Playford’s own Elephant Walking trail (located on the Corner of Anderson Walk & Morialta Drive, Smithfield) and Unley’s Cremorne Hotel’s emblem.
Canon EOS 5D
2013
IMG_9932_3_4_
A Mercedes Benz Tourismo photographed southbound on the M6 in Cheshire.
22 - 203
09/2007 - new as B13 DWA to Allan; Gorebridge.
03/2010 - re-registered SN57 LKC.
??/???? - passed to Boulton; Cardington (SH).
??/2015 - passed to Reynolds; Caister (NK).
08/2018 - passed to Sky Coaches; Rusholme (GM).
01/2023 - passed to Volvo; Coventry (Q)
03/2023 - passed to Portlock (Elgar); Lower Broadheath (WO).
04/2023 - re-registered BKZ 7798.
Copyright © Nick Mannion, all rights reserved. It is an offence in law if you use or post this image anywhere else without my permission.
EGC girls on this photograph:
Ossama Abdel Rassoul
Sonia Adomian
Bonnie Atif
Colette Barcilon
Nadia el Saifi
Jackie Han
Mervat Hassan
Nabila Hosni
Jill Kamel
Argine Klonaris
Inass Said
Cherifa Sakr
Frieda Schmidt
Nausica Stamatiou
Manuela Suares
Aliki Syllaïdes
Aliki Tamvakakis
Lilla Thomoglou
Jenny Zouroutis
Taken in Autumn 1956.
It is most notable that at this period most non-Egyptian EGC girls and their families had fled Egypt - however the Greek community was the last to leave!
The youngest in this photograph were born about 1942 - (Argine Klonaris, Sonia Adomian and Jill Kamel}
Left>Rt; Sitting: Argine Klonaris, Jill Kamel, Manuela Suares, Frieda Schmidt, NadIa el Saifi, Mona Abdel Hadi.
Second row: Sonia Adomian, Mounira ? , Colette Barcilon, XXX
Third Row: Nabila Hosni, Ossama Abdel Rassoul, Cherifa Sakr, Aliki Syllaidis, Inass Said, Dr. Roberts, Katherine Han, Guizida (Bonnie) Atif, XXX, Jenny {probably sister Fanny?] Zouroutis, Amal Sedky
The relevant 1953 class lists bequeathed to me by Miss Bloxham read as follows:
Lower IV Stevenson:Mounira Alatas; Gail Ambler, June Bavin; Evelyn Dana; Safinaz Daoud; Toumader Gamgoum; Mervat Hassan; Evine El Khadem; Pauline {Polly} Mouzouris; Marilyn Naggar; Nahwat Ragab; Ossama Abdel Rassoul; Alexandra Saraffy; Barbara Souaya; Mary Sourial; Nausica Stamatiou; Karin Stow; Lilla Thomoglou; Fanny Zouroutis.
Form III de la Mare: Sonia Adomian; Vivian Agami; Hala el Ard; Guizida {Bonnie} Atif; Mona Ayoub; Colette Barcilon; Mona Abdel Hadi; Samira Fouzan; Inass Hassan {nb not Said}; Nabila Hosni; Geilan {Jill} Kamel; Argine Klonaris; Wafeya Magar; Despina Michaelides; Jennifer Portlock; Cherifa Sakr; Frieda Schmidt; Amal Sedky; Magda Simbol; Manuela Suares; Aliki Syllaidies.
We can see straight away that these are the same two forms but now they are at the top of the school and many of the girls have left early because of the political situation.
Luckily we know where they are! Inass Said was Head Girl two years running.
The Main Street of Laredo, Jon Alcock is surrounded by the Girls. Joanne Thorpe, Niamh Cosham Elam, Kiaya Eaton, Karolina Nowak, Phoebe Smyth, Laura Katherine Ford and Elizabeth Portlock.
The title is a quote from the Film "Silverado"
A www.photoshootstudio.co.uk/ location shoot event at www.laredo.org.uk/ organised by Paul Meyer, Carrie and Daniel Hoey.
all copyrights reserved © 2015 Art Hutchins ~ Art's Eye photographic©
"The chancel windows of this church were erected in grateful memory of the men of this Parish and Congregation who laid down their lives in the Great War 1914 - 1918
...
This Roll of Honour was presented by the Mayor and Mayoress of Gloucester, Mr & Mrs J. O. Roberts"
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R. I. P.
Chaplain 4th Class The Rev. Basil Jones
25.10.18 Le Havre
Army Chaplain's Dept, attached to Royal Garrison Artillery
"He was a good man and full of the Holy Ghost"
Died of Pneumonia
Believed to have been in France for just one month ( www.theygavetheirtoday.com/army-chaplains-ww1.html )
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Gunner 162888 Archibald James Annandale
09.04.18 Loos Memorial
157th Siege Battery, Royal Garrison Artillery
Corp 3777 Albert H. Askew
31.08.16 La Gorgue
2/5th Battalion, Gloucestershire Regt
Reginald J. Baker
Pte 31806 Albert W. Barnfield
02.04.19 Batumi
7th Battalion, Gloucestershire Regt
Pte 241134 Herbert C. Barnfield M.M. (probable match)
15.11.17 Rouex
2/5th Battalion, Gloucestershire Regt
Reginald Barr
Charles Beauchamp
Ernest C. Berriman
Francis W. Berry
Pte 5520 Paul Thomas Bevan (possible match)
21.12.14 Le Touret Memorial
1st Battalion, Gloucestershire Regt
Pte 17268 Joseph Biggs
16.06.15 Chocques
2nd Battalion, Grenadier Guards
Lewis S. Bircher
Pte 240589 William G. Bircher
18.11.16 Warlencourt
1/5th Battalion, Gloucestershire Regt
Pte 3399 Charles H. Bird
27.08.16 Thiepval Memorial
1/5th Battalion, Gloucestershire Regt
Trooper 325704 Thomas John Henry Bishop
23.04.16 Jerusalem Memorial
1st Queen's Own Worcestershire Hussars (Worcester Yeomanry)
Albert Bond
Percy F. Boughton
Pte 9425 Richard Newton Bracey
01.05.15 Laventie
2nd Battalion, Royal Berkshire Regt
Harold Brain
Sgt 15955 John Herbert Bray
04.10.15 Souchez, nr Arras
1st Battalion, Grenadier Guards
Corp 20252 Alfred E. Brimfield
03.07.16 Thiepval Memorial
10th Battalion, Worcestershire Hussars
Perton Brookes
Pte 1156 John Edwin Brown (2 names on list - check)
13.04.18 Ploegsteert Memorial
3rd Battalion, Coldstream Guards
Sgt 13538 George G. Capon
03.07.16 Thiepval Memorial
8th Battalion, Gloucestershire Regt
Pte 24548 Albert R. Cater
24.07.17 Lijssenthoek
7th Battalion, Queen's Own ???
Chief Engineer 269291 Arthur Castle
31.05.16 Portsmouth Naval Memorial
HMS Queen >>>
Pte 11907 William Francis Causon
30.09.16 Struma
'A' Company, 2nd Battalion, Gloucestershire Regt ????
Pte 26968 George Ernest Chandler
30.07.16 Thiepval Memorial
11th Battalion, Royal Berkshire Regt
Gunner 107017 Francis Henry Chubb
01.07.17 Vlamertinghe
262nd Siege Battery, Royal Garrison Artillery
Charles E. Clapton
Pte 21461 Alfred B. Clark
15.07.16 Mericourt-L'Abbe ??
1st Battalion, Gloucestershire Regt
Pte 344159 Thomas Nelson Clark (check AGE)
16.07.18 Gloucester Old Cemetery
Royal Defence Corps
Lionel F. Clements
Henry J. Coleman
Pte 18785 James F. Cole
13.03.15 Le Touret Memorial
1st Battalion, Worcestershire Regt
Henry Coldrick
W. Cooke
L/Cpl 1896 Frederick C. Cox
13.05.15 Menin Gate Memorial
2nd Battalion, Gloucestershire Regt
William O. H. Cox
Alfred Dangerfield
Albert E. Davis (Check E. Davies 2717)
L/Cpl 10300 Frederick C. Devereux
08.08.15 Helles Memorial
7th Battalion, Gloucestershire Regt
Pte 353198 Ernest William Douel
13.03.19 Gloucester Old Cemetery
Labour Corps
Pte 23392 Harold George Dunford
23.07.16 Thiepval Memorial
No. 2 Company ??? Gloucester ???
Oliver W. Ellard
James Emery (check E. Emery)
Trooper 2607 Sidney Enstone
10.10.17 Tyne Cot Memorial
Household Battalion
Pte 7670 William Ford (Check 2 names)
29.08.18 Gloucester Old Cemetery
2nd Battalion, Gloucestershire Regt
L/Cpl M1/07510 Jonas George Garland
02.03.17 Combles
Army Service Corps
Pte 29383 Hubert H. Gibbins
08.05.17 Arras Memorial
12th Battalion, Gloucestershire Regt
Pte 26868 Albert G. Gladwell
15.12.18 Baghdad
1/4th Battalion, Dorsetshire Regt
L/Cpl P/13009 Charles William Gladwin
09.02.19 Gloucester Old Cemetery
Military Police ???
Lewis S. Goode (Glos Old Cemetery?)
Pte 2310 James Griffiths
23.07.16 Thiepval Memorial
1/5th Battalion, Gloucestershire Regt
Henry A. Gwatkin
Corp 8377 Frank Haines
30.10.14 Le Touquet
1st Battalion, Rifle Brigade (check)
2nd Lieut Edward William Hammond
02.10.18 Gloucester Old Cemetery
2nd Battalion, Worcestershire Regt
William J. Hands (check whether it should be William T. Hands?)
Pte 2478 Albert E. Harding
01.07.16 ?
13th Battalion, Australian Infantry
John L Harding ? John W. Harding?
Edgar C. Harris
Pte 772216 Arthur H. Harwood
22.01.17
4th Battalion, Canadian Infantry
Pte 50655 William James Harvey
27.08.18 Vis-en-Artois
14th Battalion, Royal Warwickshire Regt
Pte 240458 Harold T. Hatton
04.11.18
'A' Company, 1st Battalion, Gloucestershire Regt
281 W. H. Leslie Hawkes
20.08.15
1st Battalion, Royal Berkshire Regt
William T. Hawker
Pte 28709 Alfred Victor Hayward
04.04.18 Genoa
12th Battalion, Gloucestershire Regt
F. A. Hewens
Pte 27669 Alfred C. Higgins
09.11.16 Richebourg
16th Battalion, Royal Warwickshire Regt
Gunner 925956 Albert E. Higgins
20.08.17 Perth
'D' Battery, Royal Field Artillery
Albert E. Hobbs
William A. Hobbs
Pte 48221 Raymond Stanley Hodges
13.02.19 Gloucester Old Cemetery
Devonshire Regt
William C. Holland
Pte 10770 Joseph Samuel Hooper (Joseph L on list of names)
05.07.16 Abbeville
8th Battalion, Gloucestershire Regt
George Howell
Pte 30881 Ernest William Howell
21.03.18 Pozieres Memorial
8th Battalion, Royal Berkshire Regt
A/S J/6897 Thomas William Howells
27.01.16 Plymouth Naval Memorial
HMTB ???
Pte 3400 Morgan Henry Hunt
24.12.16 Contay
2/5th Battalion, Gloucestershire Regtd
Pte 74912 Leonard William Vining Hutchings
01.12.18 Lumbo ??
Royal Army Medical Corps
L/Cpl 30743 Ralph Harry James
20.09.17 Bedford House ??
10th Battalion, Worcestershire Regt
Master at Arms 173923 Colin Jones
05.06.16 Portsmouth Naval Memorial
HMS ??
Driver 87733 George Jones (2 George Jones on list - check)
24.07.18 Pernes
73rd Battery, Royal Field Artillery
A/S Reuben Henry
18.07.18 Gloucester Old Cemetery
SS Lizzie
Thomas E. Jones
Driver 87290 Frederick Maurice Kentj
13.06.17 Bois-Guillaume ???
16th Brigade, Royal Horse Artillery
Farrier Sgt 26320 Frederick George King
06.11.18 Gloucester Old Cemetery
'B' Battery, Royal Field Artillery
Act. Bombadier 78362 John Edwin Lake
06.04.17 Agny
199th Siege Battery, Royal Garrison Artillery
Albert G. Lawrence
Brindley C. Lewis
Gunner RMA/1447 Hubert Charles Limbrick
09.07.17 Portsmouth Naval Memorial
HMS Va ???, Royal Marines
Arthur V. G. Loveridge
L/Cpl 241147 William P Mansell
21.10.17 Tyne Cot Memorial
14th Battalion, Gloucestershire Regt
Trooper 235496 Thomas Henry Marsh
07.07.18 Basra Memorial
'A' Squadron, 1st Royal Gloucestershire Hussars
James E. Miller
Driver 36707 Albert Edward Morgan
23.10.15 Mikra Memorial
29th Division, ??? Royal Field Artillery
Percival J. Morgan
William T. Morgan (several Williams on list)
Pte 13969 Stanley Bennett Morris
10.07.15 Bethune
2nd Battalion, Grenadier Guards
Fred Morse
Daniel H. Mulcuck
Boy 159558 Arthur W. Newport
01.11.18 Gloucester Old Cemetery
12th Training ??? R.A.F.
Pte 11189 Alfred Norman
30.07.16 Thiepval Memorial
8th Battalion, Gloucestershire Regt
Charles T. Norman
Pte 7939 George Thomas Paine
26.01.16 Loos Memorial
19th (Queen Alexandra ???
Pte 12068 William A. Palmer
05.05.17 Arras Memorial
12th Battalion, Gloucestershire Regt
Pte 26779 William Parsons (Check - other Williams)
21.08.16 Millencourt
10th Battalion, Gloucestershire Regt
Pte 15639 Sidney Alick Peacock
03.07.17 Thiepval Memorial
10th Battalion, Gloucestershire Regt
Thomas W. Pedersen
Pte 14995 William Pegler
18.09.18 Doiran
7th Battalion, South Wales Borders
L/Cpl 12046 William E. Portlock
22.06.18 Rouen
8th Battalion, Gloucestershire Regt
Osbourne B. Price
William Price ??? Check the names on the list
L/Cpl 2947 Ernest Henry Pulham
23.04.16 Jerusalem Memorial
1st Royal Gloucestershire Hussars
Robert E. Richardson
Charles Robinson
Gwilliam E. H. Ross
Check Out: Pte 2737 Joshua J. Runnalls
Served overseas - Medal Card WO 372/17/119959
No CWGC entry
Pte 241121 Sidney George Shaw
15.04.18 Mendinghem
8th Battalion, Gloucestershire Regt
Sgt 10303 Thomas Shurmer
08.08.15 Helles Memorial
7th Battalion, Gloucestershire Regt
2nd Lieut Percy Marston Simmons
20.10.18 St Aubert
2nd Battalion, Wiltshire Regt
Thomas J Smart ? Check Thomas G. Smart
Sapper A. J. Smith
30.12.17 Alexandria
96th Light ?, Royal Engineers
Pte 2500 C. F. Smith
23.07.16 Pozieres
1/5th Battalion, Gloucestershire Regt
Pte 33882 Francis George Smith
06.08.17 Menin Gate Memorial
'D' Company, The Loyal ???
Pte 9595 Lionel Harry Smith
07.12.16 Doiran
2nd Battalion, Gloucestershire Regt
Pte 240055 Joseph Charles Speke
15.06.18 Boscon
1/5th Battalion, Gloucestershire Regt
Gunner 146030 Alfred Sidney Stephens
28.05.18 Montigny
312th Battery, Royal Garrison Artillery
Francis Tandy
Air Mechanics 130166 Frank Arthur Taylor
06.11.18 Gloucester Old Cemetery
Royal Air Force
Pte 9304 William Arthur Terrett
11.11.17 Dozinghem
'D' Company, 10th Battalion, Gloucestershire Regt
G. Gilbert Trenfield
Pte 240054 William Edwin Trenfield
05.04.17 Villars-Faucon
1/5th Battalion, Gloucestershire Regt
Pte 2633 Hubert Turner
21.07.16 Thiepval Memorial
'D' Company, ?? Battalion, Gloucestershire Regt
Richard T. Vidler
Frederick G. Wasley
Harry Webb
Pte 30547 Percy R. Webb
12.02.17 Varennes
10th Battalion, Gloucestershire Regt
A/S J/3363 Walter John Wellington
14.05.18 Gloucester Old Cemetery
HMS Viv ??
Pte 1513 Richard Whiley
23.10.16 GrangeGorman
1/5th Battalion, The King's ???
Harold H. Wilson
================================================
Elizabeth "Biz" Portlock dressed in 19th century period costume, studying the parcel ledger in the Laredo Wells Fargo office.
Composition loosely based upon the painting "Woman Reading a Letter" by Johannes Vermeer, c. 1663. The pose in front of the window through which a soft defused light falls into the room, portrays the sitter in a quiet contemplative moment.
A www.photoshootstudio.co.uk/ location shoot event at www.laredo.org.uk/ organised by Paul Meyer, Carrie and Daniel Hoey.
all copyrights reserved ©2015 Art Hutchins ~Art's Eye photographic©
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China Walls, Portlock, Oahu, Honolulu, Nation of Hawaii
Holga 120N 35mm mod
Fujifilm NPZ ISO 800, 35mm, REDSCALE
'Pele' has long been the fire-goddess of the Hawaiians. Her home was in the great fire-pit of the volcano Kilauea on the Island of Hawaii, and all the eruption of lave have borne her name wherever they may appeared. Thus the word 'Pele' has been used with 3 distinct definitions by the old Hawaiians: Pele, fire goddess; Pele, a volcano or fire pit in any land; and Pele, an eruption of lava.
Title / Titre :
A view in Coal Harbour in Cook's River, in “A Voyage Round the World,” Nathaniel Portlock, 1789 /
Vue de Coal Harbour, dans la rivière de Cook, « A Voyage Round the World », Nathaniel Portlock, 1789
Creator(s) / Créateur(s) : Artist: J. Woodcock; Engraver: P. Mazell
Source: Portlock, Nathaniel. A voyage round the world, but more particularly to the north-west coast of America [...]. London: John Stockdale and George Goulding, 1789. G 420 P85 fol.. P. 108.
Date(s) : 1789
Reference No. / Numéro de référence : MIKAN 2934795, OCLC 1019298236
central.bac-lac.gc.ca/.redirect?app=fonandcol&id=2934...
bac-lac.on.worldcat.org/oclc/1019298236?lang=en
Credit / Mention de source :
Library and Archives Canada /
Bibliothèque et Archives Canada