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Some six months ago, I started in (somewhat unwittingly) on a massive "Organize The House For Baby" project. It started as a simple "Uh, I guess we'll need a nursery now" and ended up being a far larger project than I anticipated.

 

The main problem was that the room we intended to use as a nursery had stuff in it, and that stuff had to have a new home or it needed to be given away. If it was going to have a new home, it had to be moved somewhere -- to another room, a closet, or the garage. These places were already full of stuff, so the question just go compounded to that location: Before I move this from the nursery to that closet, I need to be this, that, and the other thing from that closet to this other place, which in turn necessitates... You get the idea.

 

Anyway, a brief list of things that we've done.

 

* Organized the linen closet. It was previously a Throw It In kind of affair, full of old makeup, spare toothpaste, and other random stuff. Now it is exclusively linens and they are organized properly.

* Organized the closet at the top of the stairs. It was collecting random stuff, slowly becoming a Junk Closet of sorts. It now holds crafts, board games, and cleaning supply overflow (see below).

* Organized our junk boxes. We originally had just one Junk Box on our bookshelf in the living room. Over time it had overflowed into 3 boxes. I organized all the items therein into mason jars. We have separate jars for pens, pencils and sharpeners, batteries, markets and highlighters, fasteners (brads, push-pins, etc), small electronics (iPhone cables, headphones, an ethernet cable), receipts, a memory jar, and more. There is a box of "office" stuff (scissors, envelopes, etc). There are no more junk boxes. Items are easily accessible and here is more space for future stuff.

* There is now a small shelf in the master bath for Cori's makeup.

* All the toxic cleaning supplies have been moved to a pair of larger shelves in the bathroom on the main floor. This keeps them away from prying hands and makes them easily accessible. It also opened up under-sink areas for storing bulkier items like extra rolls of paper towels, toilet paper, spare grocery bags, sponges, etc.

* Organized and streamlined the garage. There are now just two larger shelves in the garage. We disposed of several items that were leftover from previous projects, and many items that were leftover from the home building (like a multitude of spare bathroom tiles). The other benefit of this is that there are no longer shelves at the far end of the garage, meaning that if we wanted to buy a larger car tomorrow, we would likely be able to fit it into the garage with minimal effort.

* Repurposed the downstairs room as a game/electronics room. It holds the XBox, has a TV mounted on a wall, has the electronic keyboard, and holds the printer, ReadyNAS, and beer cellar.

* Moved the television onto the main floor, above the fireplace. The DVD collection is also there, along with the BluRay player and Apple TV.

* The Nursery closet is organized now. It used to hold board games, guest linens, legos, and more. I reorganized the legos to fit into fewer boxes (and be better organized!), and most of the board games are in a different closet, so this closet now has room for kid stuff.

 

And lots of smaller things. I rearranged a couple kitchen cabinets to prevent non-perishable items from being lost in the back of a deep cabinet. Spare toilet paper and kleenex has a spot under the sink in the nursery bathroom. Cori bought me a great storage container for brewing that stays in the bathroom downstairs, and we somewhat repurposed it to store old towels that can be used to dry off floors, Abbot, or used for brewing. I found a box for my camera equipment. Christmas decorations were streamlined so that we only require one large box in the garage in addition to what's under the bed on the top floor. We rearranged our bedroom slightly to make room for the cradle up there. We have a place to hang our keys and (finally) have a system for where Pending Bills are placed, thanks to a fortuitous Ikea trip. There are hooks in the garage for storing all my bike equipment. I have a box that neatly stores all the smaller photography equipment that I'm collecting. There's a shelf downstairs that holds the dog stuff.

 

And, of course, we have the Nursery now. Which was the whole point of the exercise. I fully expect that in the wake of a new baby, half the organization I've done will be undone. But at that point, of course, I probably won't care; I think all the things I set out to do originally are finally finished.

Magia chwilówek

  

Zobacz więcej

  

(chwilówka, kredyt, picie, problem)

Problems with uploading today! Photos obviously not being seen - no views. Flickr is apparently working to fix the upload issue.

 

Wednesday, 10 June 2020: our temperature around 2:00 pm is 20C (windchill 20C). Sunrise is at 5:21 am, and sunset is at 9:50 pm. Sun and cloud.

 

Yesterday, 9 June 2020, I drove SE of the city to the Frank Lake area. Though the gate has been open for a while, the water level is higher than I have ever seen it in years. Really not worth the drive at the moment, as the blind is boarded up to prevent people going in there while social-distancing is in effect. The boardwalk is totally under water and the blind looks like it is floating out in a lake. I stayed on the road, rather than walk across the grass to get closer - had visions of suddenly sinking down into flooded grass. Presumably the water level of the whole area will eventually lower. The only photos I took was when I was driving along the gravel road.

 

I did see one interesting thing along the gravel road - a Brown-headed Cowbird doing a head-down display. This was something I had never seen before and I was totally unaware that Brown-headed Cowbirds have this behaviour. Many times, I have seen several of these highly gregarious birds sitting together on a fence railing, with their heads all pointing upwards at the exact same angle. When I first saw this bird, it had its back to me and it was lying flat on a rock. It looked iridescent and reminded me a little of a Tree Swallow. Then it stood up and eventually put its head down and spread its wings. There were several other Cowbirds flying around. Nice to learn something new!

 

After checking out the blind area from my car, I drove around the lake, finding just a handful of birds to photograph. Nothing unusual, but I enjoyed seeing and photographing 'anything' right now : ) From there, I drove north and out on to the main highway back to the city.

 

The weather was absolutely gorgeous - blue sky with masses of white clouds. Pretty windy, but I was in my car most of the time, so it didn't matter.

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Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

 

Vrijheid. Omdat het moet.

 

Hier kan alles. Dat is misschien het probleem?

 

In een stad waar veel verschillende mensen wonen kunnen vrijheden botsen. De vrijheid van de boerka-babe is niet die van de bling-bling bimbo en op straat kan jouw vrijheid door het gedrag van een ander worden ingeperkt. Is de geroemde Amsterdamse vrijheid "poep op de stoep en haat in de straat", of toch tolerantie en wederzijds respect?

 

Hoog tijd voor een vrolijk, diepgravend en verrassend onderzoek naar de stand van de vrijheid in Amsterdam. Psychiater en schrijver Theodore Dalrymple opent de avond met een kritisch betoog over vrijheid en lokt daarmee een prikkelende reactie uit van Femke Halsema. Dit zet de toon voor een programma op verschillende plekken in de schouwburg met debatten, film, poëzie, theater en beeldende kunst. Met optredens van Salah Edin, Jelka van Houten, Maggie MacNeal en salsaorkest Tipico Tampoco en José Lopretti. Te gast zijn verder Hedy d’Ancona, Eddy Terstall, Marjolijn Februari, Ilja Leonard Pfeijffer, Rebecca Gomperts, Adriaan Jaeggi, Dolly Bellefleur, Gabi van Driem, Graham Locke, Nynke de Zoeten, Erik Jan Harmens, Alfred H. Stucki, Wimie Wilhelm, Lotje van Lunteren, Pieter Hilhorst, Khadija Arib, Snow Video, Ceylan Pektas-Weber, Nico Papineau Salm, Politie Balistraat en Parkour World Association Nederland. Kortom: een avond met dichters en denkers, filosofen, acteurs en muzikanten, Amsterdammers uit alle windstreken die een nacht lang de vrijheid proeven, peilen, onderzoeken en uitbundig vieren.

Does this mean you can drop off live animals?

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.....but a penguin ain't 1? This toy belongs to a 9 year old boy. What's he know 'bout 99 problems? I HOPE he means penguin considering the lyrics to the actual Jay-Z song and all.

+++ 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 Dornier Do 319 was directly inspired by the (modest) successes experienced by the Messerschmitt Me 262 fighter, the world's first operational jet-powered fighter aircraft. Design work started before World War II began, but problems with engines, metallurgy and top-level interference kept the aircraft from operational status with the Luftwaffe until mid-1944.

 

However, when it became clear that the new jet engine carried the potential for aircraft that were faster than piston engine counterparts, the German Navy urged the Reichsluftfahrtministerium (RLM) to develop an amphibian fighter, attack and reconnaissance aircraft. This was not to be a navalized Me 262 (which was regarded as impossible due to the aircraft’s layout with low wings and underslung engine nacelles, and added floats would have ruined the aircraft’s aerodynamics, too), but rather a dedicated single-seat jet aircraft. This new design was to be either operated from catapults (replacing the Marine’s standard on-board aircraft, the Arado Ar 196 floatplane) or, with foldable wings, from submarines with water-tight hangars. This concept had already been discussed in the mid-late 1930s, when German class III submarines were to be outfitted with such compartments – but at that time for small motorboats only, for covert landing operations, and no submarine was converted accordingly. But the concept still found a lot of attention.

 

Dornier was tasked with the development of such an aircraft, based on the experience gained with the Me 262 and its innovative means of propulsion. Dornier realized that the new turbojet engine presented an opportunity to overcome the drawback of floatplanes if it was possible to combine the light jet engine with a streamlined flying boat hull, which would impose only a small aerodynamic penalty. Such an aircraft could still be at least on par with piston-engine land-based aircraft.

Using aerodynamic research data from the Messerschmitt fighter, Dornier conceived a compact flying boat with shoulder-mounted gull wings, carried by a narrow pylon behind the single seat cockpit. The engine nacelles were placed on the wings’ upper sides, as far away from spray water as possible. Through this layout, however, stabilizer floats would have necessitated very long and draggy struts, and the relatively thin, swept wings did not allow a (favored) retracting mechanism.

As a consequence, the aircraft was designed with Dornier’s trademark stub-wing floats, which added uplift in both water and air and offered, despite a permanent drag penalty, a convenient amount of space for extra fuel and the wells for a fully retractable landing/beaching gear, which made the aircraft fully amphibious and independent from a beaching trolley. Armament consisted of four 30mm MK 108 machine guns in the aircraft’s nose section, and the aircraft’s main task would be ground attack, air defense and, as a secondary mission, fast tactical reconnaissance.

 

Dornier first presented the initial concept to the RLM in mid-1943. Performance with two Junkers Jumo 004 axial-flow turbojet engines was – naturally – lower than the clean Me 262 fighter, but still impressive. The Me 262 was supposed to achieve a maximum speed of 900 km/h (559 mph), while the Dornier aircraft, with basically the same engines, was expected to have a top speed of 520 mph at 40,000 ft. But this was still regarded as sufficient, and the project was officially given the RLM’s type number 319. Two prototypes were built (under the designation Do 319 A-0), the first one making its maiden flight in February 1944.

 

However, at that time the German navy had lost much of its power and sovereignty, and more and more resources had to be allocated to defense projects. As a consequence, the Do 319 as a combat aircraft (originally designated Do 319 A) became a secondary priority only, and the original aircraft was cancelled. Still, the small amphibious aircraft attained a lot of interest through the type’s potential as a fast reconnaissance plane and for special purpose transport duties – namely as a personal transport for high-ranking officials and for covert operations behind enemy lines and at foreign shores – was discovered and the type nevertheless ordered into small-scale production.

 

As a consequence and as an adaptation of the airframe to its new role, the Do 319’s design was modified: the fuselage behind the cockpit was widened into a compartment for passengers, cargo or other equipment. The cabin could hold up to two passengers, sitting vis-à-vis, and it was accessible through a watertight door on each side above the stub floats. The cabin was open to the cockpit in front of it, but the opening was blocked if the front passenger seat was in place. Alternatively, up to 300 kg (660 lb) of cargo or photo equipment could be carried, and one or both seats could also be replaced by internal auxiliary tanks. The provision for the Do 319 A’s cannon armament was retained, but the weapons were rarely mounted in order to save weight.

 

In this form, and now designated Do 319 B and christened “Seeschwalbe”, the aircraft entered service with the Luftwaffe and the Kriegsmarine on a limited scale. Most machines were exclusively assigned to staff units and reserved for special missions like liaison duties for high ranking officials, but they were also used in recce and other special missions. At least one Do 319 B was shot down over the American east coast, probably while deploying German agents from a submarine. How the aircraft with its limited range itself could come close to American shores remains a mystery until today, since Germany did not build or operate submarine aircraft carriers.

 

Production numbers remained low, though, reaching roundabout 20 aircraft (even this number is uncertain) until the end of the war, and no Do 319 survived the hostilities.

  

General characteristics:

Crew: 1 pilot plus up to 2 passengers

Length: 10.80 m (35 ft 4 1/2 in)

Wingspan: 12.60 m (41 ft 6 in)

Height: 3.78 m (12 ft 4 1/2 in)

Wing area: 26.8 m² (288 ft²)

Aspect ratio: 7.32

Empty weight: 4,120 kg (9,075 lb)

Loaded weight: 6,830 kg (15,044 lb)

Max. take-off weight: 7,385 kg (16,266 lb)

 

Powerplant:

2× Junkers Jumo 004 B-1 turbojets, 8.8 kN (1,980 lbf) each

 

Performance:

Maximum speed: 820 km/h (510 mph)

Range: 1,200 km (652 mi)

2,100 km (1,300 mi) with extra internal fuel cells

Service ceiling: 10,850 m (35,538 ft)

Rate of climb: 1,000 m/min (At max weight of 7,130 kg) (3,275 ft/min)

 

Armament:

Provisions for 4× 30 mm MK 108 cannon in the nose, but rarely mounted

  

The kit and its assembly:

Another entry for the “Flying Boat, Seaplane and Amphibian” Group Build at whatifmodelers.com in late 2017, and the result of a spontaneous inspiration from a drawing of a Luft’46/fantasy creation of a Me 262 fuselage with a planning bottom, a parasol(!) wing and a single jet engine exhausting right above the cockpit, and no (visible) stabilizing floats at all. Rather spurious.

Well, nevertheless, the Me 262 jet fighter has a very shark-like profile and shape, and it has already been converted into flying boats or even submarines by modelers, and I decided to create my personal interpretation of the theme. I remembered a lone He 115 float in my stash (maybe 35 years old or even more!), and when I held to a Me 262 fuselage the parts had almost the same length and width. So, creating a flying boat jet fighter seemed like a realistic task.

 

Things started straightforward with an 1:72 Smer Me 262 fighter, which is actually the vintage Heller two-seater night fighter with a new fuselage and canopy. My kit of choice would have been the Matchbox kit, but the Heller kit is also O.K., due to its simplicity and simple construction.

 

Creating something amphibian from a Me 262 is not a trivial task, though. With its low wings and underslung engine nacelles there’s a lot to be changed until you get a plausible floatplane. Another challenge is to integrate some form of stabilizer/outrigger floats, what also influences the wings’ position. Placing the engines where they are safe from spray ingestion is also a serious matter – you have to get the high and the intakes as far forward as possible.

 

Doing some legwork I found some similar builds, and they all did not convince me. And, after all, I wanted to create my own “design”; in order to incorporate some realism I eventually settled on Dornier’s typical WWII designs like the Do 18 and Do 24. These elegant aircraft had a common, elegant trait: low stub wings as stabilizer floats, paired with high wings (in the case of the Do 18 held by a massive central pylon) which carried the engine out of the water’s reach. This appeared like a feasible layout for my conversion, even though it would mean a total re-construction of the kit, or rather assembling it in a way that almost no part was glued into the intended place!

 

Work started with the cockpit, which had to be moved forward in order to make room for the wings behind the canopy, placed high on a pylon above the fuselage. For this stunt, the cockpit opening and the place in front of it (where the original front fuselage tank would be) were cut out and switched. The cockpit tub was moved forward and trimmed in order to fit into the new place. The nose section was filled with lead, because the stub wings/floats would allow a retractable landing gear to be added, too, making the aircraft a true amphibian!

 

The He 115 float was cut down in order to fit under the OOB Me 262 fuselage, and a front wheel well was integrated for a tricycle landing gear. Once the fuselage was closed, the planning bottom was added and the flanks sculpted with putty – lots of it.

 

In the meantime the Me 262 wing received a thorough re-arrangement, too. Not only were the engine nacelles moved to the upper wing surface (cutting the respective wing and intake sections of the nacelles off/out and turning them around 180°), the original connecting ventral wing part with the landing gear wells were turned upside down, too, the landing gear covers closed (with the respective OOB parts) and the inner wing sections modified into a gull wing, raising the engines even further. VERY complex task, and blending/re-shaping everything took a lot of PSR, too.

 

Under the central wing section I added a pylon left over from a Smer Curtiss SC Seahawk kit, because a massive Do 18-esque construction was out of question for a fast jet aircraft. The gaps were filled with putty, too.

 

In order to keep the stabilizers free from water spray they were moved upwards on the fin, too. The original attachment points were sanded away and hidden under putty, and the OOB stabilizers placed almost at the top at the fin.

 

Finding suitable stub wings/floats became a challenge: they have to be relatively thick (yielding buoyancy and also offering room for the retractable landing gear), but also short with not-so-rounded tips. It took a while until I found suitable donor parts in the form of the tips of an 1:32 AH-64 Apache (!) stabilizer! They were simply cut off, and openings for the main landing gear cut into their lower sides.

 

Once glued to the lower flanks and the stabilizers in place it was time to place the wing. In the meantime the moved cockpit had been blended to the fuselage, and initial tests indicated that the pylon would have to be placed right behind the canopy – actually on top of the end of the clear part. As a consequence the canopy was cut into pieces and its rear section integrated into the fuselage (more PSR).

However, the relatively thin and slender central pylon from the Curtiss SC indicated that some more struts would be necessary in order to ensure stability – very retro, and not really suited for a jet-powered aircraft. And the more I looked at the layout, the more I became convinced that the wings and engines were in a plausible position, but placed too high.

 

What started next were several sessions in which I shortened the pylon step by step, until I was satisfied with the overall proportions. This went so far that almost everything of the pylon had gone, and the wings almost rested directly on the Me 262’s spine!

However, this new layout offered the benefit of rendering the extra struts obsolete, since I decided to fill the small gap between wing and fuselage into a single, massive fairing. This would also mean more internal space, and consequently the original idea of a jet-powered combat aircraft was modified into a fast multi-purpose amphibian vehicle for special tasks, capable of transporting personnel behind enemy lines with a quick move.

 

More PSR, though, and after some finishing touches like a scratched landing gear (front leg/wheel from an Italeri Bae Hawk, main struts from a Mistercraft PZL Iskra trainer, wheels from an Academy OV-10 Bronco and with improvised covers), several antennae and mooring lugs made from wire, the aircraft was ready for painting. On the downside, though, almost any surface detail had been lost due to the massive, overall body sculpting – but the application of the light zigzag pattern helped to recreate some “illusionary” details like flaps or panel lines. ;-)

  

Painting and markings:

Originally, when the Seeschwalbe was still conceived as a fighter, the model was to receive a daylight scheme in typical German naval aircraft colors (RLM 72/73/65). But this plan changed when the aircraft’s role became a ‘special purpose’ transporter for covert operations.

 

Nocturnal operations appeared plausible, so that the scheme became much more murky: from above, a splinter scheme with RLM 73 and RLM 74 (naval dark green and dark, greenish grey, both from the ModelMaster Authentic enamel paint range) was applied as a basis, and the undersides became black – as if standard daylight colors had been overpainted, a frequent practice.

Since this black paint was made from soot, it easily wore away and many Luftwaffe machines with improvised black undersides quickly gained a rather shaggy look. I wanted to re-create this look, and built up the lower paint accordingly: In an initial step, RLM76 (I used Humbrol 87, which is a tad darker than the RLM tone, for less contrast with the black) was painted on the lower wing surfaces, the fuselage with a medium waterline and the fin. Once dry, the national marking decals were added. Then a coat of thinned Revell Acrylics 6 Tar Black was applied on top of the lower surfaces, including the lower decals, and later wet-sanded in order to reveal some of the grey underneath for a worn look.

 

In order to break up the aircraft’s outlines, esp. at low altitude, a disruptive meander pattern in light grey (RLM 76) was painted on top of the upper surfaces. For this task, I thinned Humbrol’s 247 enamel and used a simple brush, painting the curls free-handedly. The finish looks pretty convincing, and it mimics well the technique with which those improvised patterns were applied in the field in real life: quickly, with anything at hand. The way the finish turned out, the pattern could have been applied with a broad brush – the use of a spray gun was rather uncommon, and IMHO the use of an airbrush on a model to recreate such a zigzag pattern rarely leads to convincing results?

 

This pattern was painted tightly around all the upper markings, and the markings themselves were kept at a minimum. For instance, the tactical code only comprises the aircraft’s individual letter “Blue O” behind the fuselage cross, which indicates an air staff machine. This would, following the official German squadron code system, be confirmed by an “A”, following as a fourth digit. The squadron’s code (“P7”, which is fictional, just like the aircraft’s sea reconnaissance squadron itself) was omitted, too. Such minimal markings became a frequent practice towards the final war stages, though, and it fits the aircraft’s special duty role well. The only individual marking is a squadron badge under the cockpit – lent from an Italian night fighter and placed on a dark blue disc. Another, subtle indicator for the aircraft’s operator are the blue air intake center bodies, repeating the staff flight’s blue color code.

 

Only some light weathering was done, with dry-brushed light grey on the leading edges, and finally the kit was sealed with matt acrylic varnish (Italeri). In a final step, some very light dry-brushing with aluminum was done on some of the fuselage edges, esp. the spray dams, and the position lights were painted with translucent paint over a silver base.

  

A messy project, in many ways, but I am happy with result. Most stunning is IMHO the fact that all major parts for this compact flying boat actually come from a single, simple Me 262 kit – but visually there’s not much of the left from the jet fighter. But it’s also amazing that the proportions look right, and the whole thing quite plausible and Dornier-esque! Turned out better than expected.

So, I'm slowly uploading my photos again. Keep having problems with people stealing them so now they'll be watermarked with my name across them so no matter what I've got credit for my photos when they show up on random sites lol. Thank you to everyone who has become a contact of mine and comments and favorites my photos, really means a lot to me and helps encourage me to keep doing my photography and slowly get to where I'd like to be.

 

xo Sares ♥

We decided to go for a city break rather than sun in Tenerife again this September. Other than a few days in the North East we haven’t been away since last March and wanted a change and hopefully some sun. The problem is getting flights from the north of England to the places we want to go to. We chose Valencia as we could fly from East Midlands – which was still a pain to get to as it involved the most notorious stretch of the M1 at five in the morning. In the end we had a fairly good journey, the new Ryanair business class pre-booked scheme worked quite well and bang on time as usual. It was dull when we landed with storms forecast all week, the sky was bright grey – the kiss of death to the photography I had in mind. I was full of cold and wishing I was at work. It did rain but it was overnight on our first night and didn't affect us. There has been a drought for eleven months apparently and it rained on our first day there! The forecast storms didn't materialise in Valencia but they got it elsewhere.

 

You May notice discrepancies in the spelling of some Spanish words or names, this is because Valencian is used on signs, in some guide books and maps. There are two languages in common use with distinct differences. There may also be genuine mistakes - it has been known!

 

Over the course of a Monday to Sunday week we covered 75 miles on foot and saw most of the best of Valencia – The City of Bell Towers. The Old City covers a pretty large area in a very confusing layout. There was a lot of referring to maps – even compass readings! – a first in a city for us. The problem with photography in Valencia is that most of the famous and attractive building are closely built around, some have poor quality housing built on to them. Most photographs have to be taken from an extreme angle looking up. There are no high points as it is pan flat, there are a small number of buildings where you can pay to go up on to the roof for a better view and we went up them – more than once!

 

The modern buildings of The City of Arts and Sciences – ( Ciutat de Las Arts I de les Ciencies ) are what the city has more recently become famous for, with tourists arriving by the coachload all day until late at night. They must be photographed millions of times a month. We went during the day and stayed till dark one evening, I gave it my best shot but a first time visit is always a compromise between ambition and realism, time dictates that we have to move on to the next destination. I travelled with a full size tripod – another first – I forgot to take it with me to TCoAaS! so It was time to wind up the ISO, again! Needless to say I never used the tripod.

 

On a day when rain was forecast but it stayed fine, albeit a bit dull, we went to the Bioparc north west of the city, a zoo by another name. There are many claims made for this place, were you can appear to walk alongside some very large animals, including, elephants, lions, giraffe, rhino, gorillas and many types of monkey to name a few. It is laid out in different geographical regions and there is very little between you and the animals, in some cases there is nothing, you enter the enclosure through a double door arrangement and the monkeys are around you. It gets rave reviews and we stayed for most of the day. The animals it has to be said gave the appearance of extreme boredom and frustration and I felt quite sorry for them.

 

The course of The River Turia was altered after a major flood in the 50’s. The new river runs west of the city flanked by a motorway. The old river, which is massive, deep and very wide between ancient walls, I can’t imagine how it flooded, has been turned into a park that is five miles long. There is an athletics track, football pitches, cycle paths, restaurants, numerous kids parks, ponds, fountains, loads of bridges, historic and modern. At the western end closest to the sea sits The City of Arts and Sciences – in the river bed. Where it meets the sea there is Valencia’s urban Formula One racetrack finishing in the massive marina built for The Americas Cup. The race track is in use as roadways complete with fully removable street furniture, kerbs, bollards, lights, islands and crossings, everything is just sat on the surface ready to be moved.

 

We found the beach almost by accident, we were desperate for food after putting in a lot of miles and the afternoon was ticking by. What a beach, 100’s of metres wide and stretching as far as the eye could see with a massive promenade. The hard thing was choosing, out of the dozens of restaurants, all next door to each other, all serving traditional Paella – rabbit and chicken – as well as seafood, we don’t eat seafood and it constituted 90% of the menu in most places. Every restaurant does a fixed price dish of the day, with a few choices, three courses and a drink. Some times this was our only meal besides making the most of the continental breakfast at the hotel. We had a fair few bar stops with the local wine being cheap and pleasant it would have been a shame not to, there would have been a one woman riot – or strike!

 

On our final day, a Sunday, we were out of bed and down for breakfast at 7.45 as usual, the place was deserted barring a waiter. We walked out of the door at 8.30 – in to the middle of a mass road race with many thousands of runners, one of a series that take place in Valencia – apparently! We struggled to find out the distance, possibly 10km. The finish was just around the corner so off we went with the camera gear, taking photos of random runners and groups. There was a TV crew filming it and some local celebrity (I think) commentating. Next we came across some sort of wandering religious and musical event. Some sort of ritual was played out over the course of Sunday morning in various locations, it involved catholic priests and religious buildings and another film crew. The Catholic tourists and locals were filling the (many) churches for Sunday mass. Amongst all of this we had seen men walking around in Arab style dress – the ones in black looked like the ones from ISIS currently beheading people – all carrying guns. A bit disconcerting. We assumed that there had been some sort of battle enactment. We were wrong, it hadn’t happened yet. A while later, about 11.30 we could hear banging, fireworks? No it was our friends with the guns. We were caught up in total mayhem, around 60 men randomly firing muskets with some sort of blank rounds, the noise, smoke and flames from the muzzles were incredible. We were about to climb the Torres de Serranos which is where, unbeknown to us, the grand, and deafening, finale was going to be. We could feel the blast in our faces on top of the tower. Yet again there was a film camera in attendance. I couldn’t get close ups but I got a good overview and shot my first video with the 5D, my first in 5 years of owning a DLSR with the capability. I usually use my phone ( I used my phone as well). Later in the day there was a bullfight taking place, the ring was almost next to our hotel, in the end we had other things to do and gave it a miss, it was certainly a busy Sunday in the city centre, whether it’s the norm or not I don’t know.

 

There is a tram system in Valencia but it goes from the port area into the newer part of the city on the north side, it wouldn’t be feasible to serve the historic old city really. A quick internet search told me that there are 55,000 university students in the city, a pretty big number. I think a lot of the campus is on the north side and served by the tram although there is a massive fleet of buses as well. There is a massive, very impressive market building , with 100’s of stalls that would make a photo project on its own, beautiful on the inside and out but very difficult to get decent photos of the exterior other than detail shots owing to the closeness of other buildings and the sheer size of it. Across town, another market has been beautifully renovated and is full of bars and restaurants and a bit of a destination in its own right.

 

A downside was the all too typical shafting by the taxi drivers who use every trick in the book to side step the official tariffs and rob you. The taxi from the airport had a “broken” meter and on the way home we were driven 22 km instead of the nine that is the actual distance. Some of them seem to view tourists as cash cows to be robbed at all costs. I emailed the Marriot hotel as they ordered the taxi, needless to say no answer from Marriot – they’ve had their money. We didn’t get the rip off treatment in the bars etc. that we experienced in Rome, prices are very fair on most things, certainly considering the city location.

 

All in all we had a good trip and can highly recommend Valencia.

 

I always thought that people who bash GIMP's name are just flamers and trolls. But this comment seems to be from a person who does not know what the GIMP is...

St Peter's

 

The first part of the large and ancient parish of Guiseley to get a Chapel of Ease was Horsforth where one was in existence before 1575. Francis Layton saw that Rawdon was the next most distant part of the Parish and despite previous heavy fines, he still remained wealthy enough to commence building a Chapel of Ease in 1645. The work proceeded slowly no doubt due to the unsettled state of the county in the aftermath of the Civil War and even the wealthy could have cash-flow problems.

 

Slater quotes a tradition that it was 15 years before the roof was on and this is compatible with the inscription on the bell “Francis Layton 1660”. Slater also speaks of a fire but gives no details.

 

In his will of 1653 Francis directed that his son Henry should finish the chapel. He directed that a rent charge be raised on part of his estate, of which £20 p.a. was to be paid to the Minister of Rawdon “provided that such Minister had gained possession by induction and reading” i.e. the 39 Articles implying traditional Anglican beliefs. This would have been inspired by the intrusion of Puritan ministers into churches during the Commonwealth period.

 

There is a full note in the Guiseley Registers on the consecration as follows:

“On Friday the Second of May, 1684, John Dolben, Archbishop of York, came from his primary visitation at Otley and Guiesley and laid that night at ye Parsonage house. Dr. Will Brearey, Archdeacon of yr East Riding, being then Rector of Guiesley, where the next day His Grace confirmed at morning and evening prayer about three hundred and fifty persons of ye Parishes of Guiesley and Addle. On Sunday, ye fourth of May, Hee concerated ye Chappell of Rawden and preached there. In ye afternoon Hee concerated ye Chappell yard, and after the Evening Prayer Hee confirmed several persons in that Chappell. On Munday, ye fifth of May, Hee returned to His Grace’s Pallace at Bishopthorpe, having laid three nights at ye Parsonage of Guiesley.”

 

There was comment at the time of the number of dissenting families in the parish who failed to attend the consecration service. The Archbishop was John Dolben (1624-88) who was at York from 1683 to 1688. He had been the King’s Standard Bearer at Marston Moor in 1644 and had been wounded in the shoulder. As an old Cavalier he may have been sympathetic to Francis Layton and his family.

 

Very few churches were built during the Commonwealth period, Staunton Harold, Leicestershire being perhaps the best known. Built by Sir Robert Shirley, it was said of him, as could be said of Francis Layton that “he did the best of things in the worst of times”.

 

It seems that after Francis’ death it was his younger son Thomas who did more than Henry to complete the church. He built the tower, where a stone is still visible with the inscription “T.L. 1704”, the old parsonage, the wall to Town Street and the gates.

 

A print of the church from the 1820s does not show it as a very impressive building and a writer in ‘The Leeds Intelligencer’ (later The Yorkshire Post) wrote in 1843:

“Rawdon church is of small dimension ... for the most part neat. A tower with an elevated roof stands at the west end and at the east, a chancel of proportionate size. This latter part seems to have been separated from the nave by a screen which has been taken down and demolished except a small decorated portion which has been placed in a most unsuitable position over the altar. It is inscribed Thomas Layton de Rawdon 1713 - aged 78. Appended to the same is an unsightly nondescript object, sign board-like, and which is affixed for the purpose of recording the names of certain individuals, who were honoured officials of the church, when it was once painted and coloured.

 

At the opposite end, a gallery has been recently erected;4 it (the church) contains a good toned organ; but the church is not graced by its windows which are of the kind peculiar to the 17th century, when architecture is said to have been at its lowest ebb.

 

The Parsonage is now, what it has long been celebrated as being, a receptacle for the education of youth.”

 

Very little is known about the rebuilding of 1864. The architect was Alexander Crawford of East Parade, Leeds. He had been a pupil of the great Cuthbert Broderick (Leeds Town Hall, Leeds Corn Exchange, The Grand Hotel, Scarborough, etc.) but by 1882 he had ceased to practise and it seems Rawdon Church was his only major project. The nave and the chancel were rebuilt with a small vestry to the north of the chancel (later enlarged). The south aisle was added covering some tombs, the tower left as it was but the gallery removed. The pitch of the roof was lowered as is evidenced by the blocked window on the east wall of the tower. Some of the original stone may have been reused, especially on the north wall.

 

The total cost was £1,200 (maybe £500,000 today) part of which was raised by assigning seats in the south aisle and as late as 1923 one of these was still claimed by Miss Stables of Four Lane Ends Farm, Horsforth. A small choir vestry was erected in 1908 to the northwest at a cost of £947. The nave was re-roofed in 1969 at a cost of £2,000, it being possible to reuse many of the slates.

 

The former school, (‘The Institute’) was sold in 1979 for £15,000 for housing conversion and this helped towards the replacement of the choir vestry with the larger St. Peter’s Room at a total cost of £35,000. This was opened in 1980.

Shortly before the Tercentenary Celebrations in 1984 there was considerable internal re-ordering to bring the area in front of the chancel screen into line with modern ideas of layout and liturgical practice. The main addition was a free-standing oak altar in memory of Tony Slack (1920-82) together with a Jacobean style embroidered frontal.

The original parsonage built by Thomas Layton was restored and extended in the time of the Rev. John Deason (1745-80), partly at his own expense. By 1963 it had become virtually uninhabitable and was demolished and replaced by the modern vicarage to the design of Peter Hill.

 

The original churchyard measured 180 feet by 105 feet and has been extended twice, first to the north in 1829 when it was walled at the expense of Mrs Oswald Emmott. It was closed in 1869 by Order in Council. Secondly in 1870 by a gift from the Major General of about one and a half acres which were laid out and walled at a cost of £215. In about 1980 it was levelled, over 160 tons of kerbs removed and tidied to make it easier to mow.

 

The stocks are clearly visible on an old print. They were removed in the 1860s but after some vicissitudes found and restored to the church in 1925.5

 

The Jubilee Hall, mainly for Scout and Guide use was opened in 1978 on part of the Church Field 6 in Layton Avenue, leased from Leeds City Council for 99 years. It is vested in the Scout Trust Corporation on trust for local use.

 

Having built and endowed the church, the Laytons naturally retained the patronage of the living and this is confirmed in the consecration deed which also imposed on the estate the liability to repair and refit the church. Payments for this purpose were made as late as 1905.

 

In 1740 there was a dispute over patronage involving the then Rector of Guiseley (the Rev. Henry Wickham). Affidavits were taken from various old inhabitants but ultimately he admitted that the Lord of the Manor had the right. However in 1909 the advowson was transferred to the Bishop of the Diocese (then Ripon), the Archdeacon and trustees.

 

It was never a wealthy living. It was augmented in 1742 by Christopher Wainhouse, (later Emmott) with a gift of £200 and a further £200 from Queen Anne’s Bounty. Richard Emmott gave a further £200 in 1769 and Queen Anne’s Bounty helped again in 1822 and 1824. The transfer in 1909 enabled Queen Anne’s Bounty to help yet again and in 1930 Henry Fison Killick 7 left £250 to further augment the living. Even today the Church Commissioners' accounts only show a yield of £489 on the invested capital.

 

I do not propose to discuss the windows and internal fittings in detail, as I have done that elsewhere, but the east window, a better than normal example of Victorian stained glass by Wm. Wailes of Newcastle was given in memory of John White of Upperwood House, Apperley Lane. He was churchwarden in 1824 and 1827 and the employer of Charlotte Brontë as governess for his children from March to December 1841. There is no record of Charlotte actually attending Rawdon Church during her stay. What is curious is that though the window is at Rawdon, White was buried in a family vault at Calverley under a large and tasteless monument. There is also a memorial tablet to him in that church.

 

As for the incumbents, little is known about the first five, not even the Christian names of the first two. Of the Rev. John Deason (1718-80, at Rawdon 1745-80) we can assume that he had some private means as it is known that he was able to advance £100 out of his own pocket to purchase land to augment the living; give £10 towards the cost of underdrawing the church roof (which no doubt made the building easier to warm) and, as we have seen, paid towards the improvement of the parsonage. His grave in the chancel has recently been uncovered.

 

The Rev. Samuel Stones (1745-1823), at Rawdon 1780-1823 is a clearer figure. There is a brass tablet in the church in his memory with a fulsome inscription that reads:

“Sacred to the memory of the late Rev. Samuel Stones curate8 of this chapelry, for 42 years; who departed this life May 12th, 1823, aged 78 years. He died in the faith of Christ; in whom alone he trusted for the salvation of his soul. While God was pleased to give him health he discharged all the duties of his sacred office with Failthfullness, Zeal, Dilligence and Love. He was a kind and affectionate father, a good master and an exemplary Christian.

 

As a preacher he was plain and forthright, zealous, scriptural and spiritual, particularly anxious to impress on others those evangelical truths which were the delight and support of his own soul. When it pleased the Lord to deprive him of that privilege he was anxiously careful to provide a faithful pastor to watch over his flock.”

 

However this is not mere 18th century flattery as John Wesley’s9 Journal confirms:

“On Tuesday 6th May 1778 I accepted the invitation of Mr. Stone a truly pious and active man, and preached in his church at Rawdon to a very serious congregation on “Repent ye and believe the Gospel”.

 

There is an interesting entry in the Burial Register in Mr Stones’s time:

“1800 April 13th. Buried Sarah Bailey, executed at York.”

She was 25 years of age and had been hanged the previous day for passing forged notes. As it is highly unlikely that the body would have been brought from York, one wonders whether Mr Stones had the grisly task of attending her on the scaffold and if so, why was he chosen?

 

Mr Stones’s successor was the Rev. Antony Ibbotson who, as we shall see, ran a boys’ seminary. The Rev. John Dickinson Knowles (at Rawdon 1858-65) was the incumbent during the 1864 rebuilding and was followed by the Rev. George Mills, who in 1877 gave way to his elder brother, the Rev. Septimus Mills. However there were problems for the Rev. Septimus. In 1905, as a result of an enquiry instituted by the Bishop of Ripon, he was suspended as vicar though allowed to remain in the vicarage until his death in 1921.10 He had been accused of “neglect of duty whereby the Church, the Churchyard, Sunday School and all church work had been brought into a most woeful state”. Though the charge may have been true it is now accepted that he was a most generous man who had given away a considerable amount of money during his stay in Rawdon. If anything it shows the tragic inability of the Church of England, still not entirely solved, to provide accommodation and decent pensions for its servants when they become past coping. As I have written elsewhere on them I do not propose to discuss more recent incumbents.

 

There are some interesting items of silver, especially a goblet-chalice and two pattens marked “Rawden Chapell Plate 1723”. It is curious that there is also silver at Horsforth with the same date. A possible explanation is that about that time there was a dispute over the presentation to Guiseley Rectory and an interregnum there over a year. Thus it may have been thought that they were necessary for the celebration of Holy Communion at Rawdon and Horsforth. But who gave them?

 

www.a-history-of-rawdon.co.uk/st-peters-church-7/

So I stripped her down: a messy job, but not difficult, providing you take out the centre seat and the panel underneath (which is designed to come out in 10 seconds flat), to get a bit of light on an otherwise dark subject.

 

Simply (don't you hate it when people say that? but this time it really is simple) undo the six nuts which hold the drum onto the output flange, then slacken off the hand-brake adjuster until the drum can be persuaded to come off (which may need a hide hammer), and slide the drum back to sit on the propshaft, out of our way.

 

And here's the nub of the problem (though that missing spring didn't help). The operating mechanism was well and truly clagged up with the gunge of ages. Several squirts with brake cleaner got the mess off, then Mrs W sat inside, gently operating the hand-brake, while I was underneath getting everything free, then applying a good coat of CopperSlip to the moving parts. Reassemble, making sure that all the six nuts are torqued up evenly so the drum is truly square to the flange; then adjust the shoes in the normal way.

 

The missing spring was an interesting problem, as it's very, very tight, and almost impossible to stretch up to engage, when you're lying underneath the vehicle. If you slip, you'll hit the underside very hard, probably losing a knuckle or two's worth of flesh in the process.

 

As JY used to say: this is what you do.

 

First, get a couple of pairs of safety goggles, one for you, one for your assistant: if this goes wrong, there'll be bits of broken spring flying around, which you don't want in anybody's eye. Next, take out the driver's seat cushion, and the plate underneath it. This exposes the fuel tank, but there's enough space inboard of that to drop through a loop of baler twine. (If you have a Land-Rover, it almost goes without saying that you should have yards of baler twine readily to hand.) Use about four feet, knotted securely into a loop. Engage the bottom end of the spring in its hole, then hook the top end with your dangling loop, and get an assistant standing by to haul up steadily, but really pretty hard, on the loop: stout gloves are recommended to prevent cutting the hands. This seems to be about the only reliable way to stretch the spring enough that you, underneath the vehicle, will then be able to steer the end over its upper locating hole. Your assistant above relaxes the mighty pull, and everything slips into place. Cut away the baler twine, because it's not coming out any other way.

Test picture for focus problem

+++ DISCLAIMER +++

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

  

Some Background:

The Hawker Typhoon was a British single-seat fighter-bomber, produced by Hawker Aircraft. It was intended to be a medium-high altitude interceptor, as a replacement for the Hawker Hurricane, but several design problems were encountered and it never completely satisfied this requirement.

 

Even before Hurricane production began in March 1937, Sydney Camm had embarked on designing its successor. Two preliminary designs were similar and were larger than the Hurricane. These later became known as the "N" and "R" (from the initial of the engine manufacturers), because they were designed for the newly developed Napier Sabre and Rolls-Royce Vulture engines respectively. Both engines used 24 cylinders and were designed for over 2,000 hp (1,500 kW); the difference between the two was primarily in the arrangement of the cylinders – an H-block in the Sabre and an X-block in the Vulture. Hawker submitted these preliminary designs in July 1937 but were advised to wait until a formal specification for a new fighter was issued.

 

In March 1938, Hawker received from the Air Ministry, Specification F.18/37 for a fighter which would be able to achieve at least 400 mph (640 km/h) at 15,000 feet (4,600 m) and specified a British engine with a two-speed supercharger. The armament fitted was to be twelve 0.303” Browning machine guns with 500 rounds per gun, with a provision for alternative combinations of weaponry. The basic design of the Typhoon was a combination of traditional Hawker construction, as used in the earlier Hawker Hurricane, and more modern construction techniques; the front fuselage structure, from the engine mountings to the rear of the cockpit, was made up of bolted and welded duralumin or steel tubes covered with skin panels, while the rear fuselage was a flush-riveted, semi-monocoque structure. The forward fuselage and cockpit skinning was made up of large, removable duralumin panels, allowing easy external access to the engine and engine accessories and most of the important hydraulic and electrical equipment.

 

The Typhoon’s service introduction in mid-1941 was plagued with problems and for several months the aircraft faced a doubtful future. When the Luftwaffe brought the new Focke-Wulf Fw 190 into service in 1941, the Typhoon was the only RAF fighter capable of catching it at low altitudes; as a result it secured a new role as a low-altitude interceptor.

 

By 1943, the RAF needed a ground attack fighter more than a "pure" fighter and the Typhoon was suited to the role (and less-suited to the pure fighter role than competing aircraft such as the Spitfire Mk IX). The powerful engine allowed the aircraft to carry a load of up to two 1,000 pounds (450 kg) bombs, equal to the light bombers of only a few years earlier. Furthermore, from early 1943 the wings were plumbed and adapted to carry cylindrical 45 imp gal (200 l; 54 US gal) drop tanks increasing the Typhoon's range from 690 miles (1,110 km) to up to 1,090 miles (1,750 km). This enabled Typhoons to range deep into France, the Netherlands and Belgium.

 

From September 1943, Typhoons were also armed with four "60 lb" RP-3 rockets under each wing. Although the rocket projectiles were inaccurate and took considerable skill to aim and allow for ballistic drop after firing, "the sheer firepower of just one Typhoon was equivalent to a destroyer's broadside".

By the end of 1943, eighteen rocket-equipped Typhoon squadrons formed the basis of the RAF Second Tactical Air Force (2nd TAF) ground attack arm in Europe. In theory, the rocket rails and bomb-racks were interchangeable; in practice, to simplify supply, some used the rockets only, while other squadrons were armed exclusively with bombs, what also allowed individual units to more finely hone their skills with their assigned weapons.

 

The Typhoon was initially exclusively operated in the European theatre of operations, but in 1944 it was clear that a dedicated variant might become useful for the RAF’s operations in South-East Asia. In the meantime, Hawker had also developed what was originally an improved Typhoon II, but the differences between it and the Mk I were so great that it was effectively a different aircraft, and it was renamed the Hawker Tempest. However, as a fallback option and as a stopgap filler for the SEAC, Hawker also developed the Typhoon Mk. IV, a tropicalized late Mk. I with a bubble canopy and powered by the new Bristol Centaurus radial engine that could better cope with high ambient temperatures than the original liquid-cooled Sabre engine. The Centaurus IV chosen for the Typhoon Mk. IV also offered slightly more power than the Sabre and the benefit of reduced vulnerability to small arms fire at low altitude, since the large and vulnerable chin cooler could be dispensed with.

 

3,518 Typhoons of all variants were eventually built, 201 of them late Mk. IVs, almost all by Gloster. Once the war in Europe was over Typhoons were quickly removed from front-line squadrons; by October 1945 the Typhoon was no longer in operational use, with many of the wartime Typhoon units such as 198 Squadron being either disbanded or renumbered.

The SEAC’s few operational Mk IVs soldiered on, however, were partly mothballed after 1945 and eventually in 1947 handed over or donated to regional nascent air forces after their countries’ independence like India, Pakistan or Burma, where they served as fighters and fighter bombers well into the Sixties.

 

The Burmese Air Force; initially only called “The military”, since there was no differentiation between the army’s nascent servies, was founded on 16 January 1947, while Burma (as Myanmar was known until 1989) was still under British rule. By 1948, the fleet of the new air force included 40 Airspeed Oxfords, 16 de Havilland Tiger Moths, four Austers, and eight Typhoon Mk. IVs as well as three Supermarine Spitfires transferred from the Royal Air Force and had a few hundred personnel.

The Mingaladon Air Base HQ, the main air base in the country, was formed on 16 June 1950. No.1 Squadron, Equipment Holding Unit and Air High Command - Burma Air Force, and the Flying Training School, were placed under the jurisdiction of the base. A few months later, on 18 December 1950, No. 2 Squadron was formed with nine Douglas Dakotas as a transport squadron. In 1953, the Advanced Flying Unit was formed under the Mingaladon Air Base with de Havilland Vampire T55s, and by the end of 1953 the Burmese Air Force had three main airbases, at Mingaladon, Hmawbi, and Meiktila, in central Burma.

 

In 1953, the Burmese Air Force bought 30 Supermarine Spitfires from Israel and 20 Supermarine Seafires as well as 22 more Typhoon Mk. IVs from the United Kingdom. In 1954 it bought 40 Percival Provost T-53s and 8 de Havilland Vampire Mark T55s from the United Kingdom and two years later, in 1956, the Burmese Air Force bought 10 Cessna 180 aircraft from the United States. The same year, 6 Kawasaki Bell 47Gs formed its first helicopter unit. The following year, the Burmese Air Force procured 21 Hawker Sea Fury aircraft from the United Kingdom and 9 de Havilland Canada DHC-3 Otters from Canada. In 1958, it procured 7 additional Kawasaki Bell 47Gs and 12 Vertol H-21 Shawnees from the United States. Five years later, No. 503 Squadron Group was formed with No. 51 Squadron (de Havilland Canada DHC-3 Otters and Cessna 180s) and No. 53 Squadron (Bell 47Gs, Kaman HH-43 Huskies, and Aérospatiale Alouettes) in Meiktila.

 

When the non-Burman ethnic groups pushed for autonomy or federalism, alongside having a weak civilian government at the center, the military leadership staged a coup d'état in 1962, and this was the only conflict in which the aging Burmese Typhoons became involved. On 2 March 1962, the military led by General Ne Win took control of Burma through a coup d'état, and the government had been under direct or indirect control by the military since then. Between 1962 and 1974, Myanmar was ruled by a revolutionary council headed by the general. Almost all aspects of society (business, media, production) were nationalized or brought under government control under the Burmese Way to Socialism, which combined Soviet-style nationalization and central planning, and also meant the end of operation of many aircraft of Western origin, including the last surviving Burmese Typhoons, which were probably retired by 1964. The last piston engine fighters in Burmese service, the Hawker Sea Furies, are believed to have been phased out in 1968.

  

General characteristics:

Crew: One

Length: 32 ft 6 in (9.93 m)

Wingspan: 41 ft 7 in (12.67 m)

Height: 15 ft 4 in (4.67 m)

Wing area: 279 sq ft (25.9 m²)

Airfoil: root: NACA 2219; tip: NACA 2213

Empty weight: 8,840 lb (4,010 kg)

Gross weight: 11,400 lb (5,171 kg)

Max takeoff weight: 13,250 lb (6,010 kg) with two 1,000 lb (450 kg) bombs

 

Powerplant:

1× Bristol Centaurus IV 18-cylinder air-cooled radial engine with 2,210 hp (1,648 kW) take-off

power, driving a 4-bladed Rotol constant-speed propeller

 

Performance:

Maximum speed: 412 mph (663 km/h, 358 kn) at 19,000 ft (5,800 m)

Stall speed: 88 mph (142 km/h, 76 kn)

Range: 510 mi (820 km, 440 nmi) with two 500 lb (230 kg) bombs;

690 mi (1,110 km) "clean";

1,090 mi (1,750 km) with two 45 imp gal (200 l; 54 US gal) drop tanks.[65]

Service ceiling: 35,200 ft (10,700 m)

Rate of climb: 2,740 ft/min (13.9 m/s)

Wing loading: 40.9 lb/sq ft (200 kg/m²)

Power/mass: 0.20 hp/lb (0.33 kW/kg)

 

Armament:

4× 20 mm (0.787 in) Hispano Mk II cannon in the outer wings with 200 rpg

Underwing hardpoints for 8× RP-3 unguided air-to-ground rockets,

or 2× 500 lb (230 kg) or 2× 1,000 lb (450 kg) bombs or a pair of drop tanks

  

The kit and its assembly:

The Hawker Typhoon is IMHO an overlooked WWII aircraft, and it’s also “underwiffed”. I have actually built no single Typhoon in my 45 years of model kit building - time to change that!

Inspiration was a lot of buzz in the model kit builder community after KP’s launch of several Hawker Tempest kits, with all major variants including the Sabre- and Centaurus-powered types. While the Tempest quickly outpaced the Typhoon in real life and took the glory, I wondered about a Centaurus-powered version for the SEA theatre of operations – similar to the Tempest Mk. II, which just came too late to become involved in the conflict against the Japanese forces. A similar Typhoon variant could have arrived a couple of months earlier, though.

 

Technically, this conversion is just an Academy Hawker Typhoon Mk Ib (a late variant without the “car door”, a strutless bubble canopy and a four-blade propeller) mated with the optional Centaurus front end from a Matchbox Hawker Tempest. Sounds simple, but there are subtle dimensional differences between the types/kits, and the wing roots of the Matchbox kit differ from the Academy kit, so that the engine/fuselage intersection as well as the wing roots called for some tailoring and PSR. However, the result of this transplantation stunt looked better and more natural than expected! Since I did not want to add extra fairings for air carburetor and oil cooler to the Wings (as on the Tempest), I gave the new creation a generous single fairing for both under the nose – the space between the wide landing gear wells offered a perfect location, and I used a former Spitfire radiator as donor part. The rest, including the unguided missiles under the wings was ordnance, was taken OOB, and the propeller (from the Academy kit) received an adapter consisting of styrene tubes to match it with the Matchbox kit’s engine and its opening for the propeller axis.

  

Painting and markings:

This was initially a challenge since the early Burmese aircraft were apparently kept in bare metal or painted in silver overall. This would certainly have looked interesting on a Typhoon, too – but then I found a picture of a Spitfire (UB 421) at Myanmar's Air Force Museum at Naypyidaw, which carries camouflage – I doubt that it is authentic, though, at least the colors, which markedly differ from RAF Dark Green/Dark Earth and the bright blue undersides also look rather fishy. But it was this paint scheme that I adapted for my Burmese Typhoon with Modelmaster 2027 (FS 34096, B-52 Dark Green, a rather greyish and light tone) and 2107 (French WWII Chestnut, a reddish, rich chocolate brown tone) from above and Humbrol 145 (FS 35237, USN Gray Blue) below – a less garish tone.

 

As usual, the model received a black ink washing and post-panel-shading for dramatic effect; the cockpit interior became very dark grey (Revell 06 Anthracite) while the landing gear became Medium Sea Grey (Humbrol 165), as a reminder of the former operator of the aircraft and its painting standards. The red spinner as well as the red-and-white-checkered rudder were inspired by Burmese Hawker Sea Furies, a nice contrast to the camouflage. It's also a decal, from a tabletop miniatures accessory sheet. This contrast was furthermore underlined through the bright and colorful national markings, which come from a Carpena decal sheet for exotic Spitfires, just the tactical code was changed.

 

After some signs of wear with dry-brushed silver and some graphite soot stains around the exhausts and the guns the model was sealed with matt acrylic varnish.

  

Voilà, a whiffy Hawker Typhoon – and it looks better than expected. Not only does the brawny Centaurus look good on the rather burly Typhoon, the transplantation worked out better than expected, too. However, with the radial engine the Typhoon looks even more like an Fw 190 on steroids?

 

During the middle of the Vietnam War, the USAF faced a number of procurement problems. Losses to the F-105 Thunderchief community were mounting to the point that it was thought the aircraft might become “extinct,” while the F-111 Aardvark, which was to replace the F-105, was having numerous teething troubles. Another problem was that the Sandy escort units for rescue helicopters were forced to use Korean War-era ex-US Navy A-1 Skyraiders, which, while good aircraft, were not getting any younger. The USAF needed an aircraft that could replace the A-1 and supplement the F-105 until the F-111 finally reached maturity—and it needed the aircraft immediately, and at low cost. After reviewing a number of options, the USAF settled on the US Navy’s A-7A Corsair II. The Navy’s F-4B had been adapted to USAF standards, and it was felt that the A-7 could be as well. An A-7A was bailed back to LTV for conversion to the USAF-specific A-7D variant.

 

Though externally little different to the Navy A-7A, the A-7D was actually a significant upgrade. Since the reliability of the TF30 engine was a concern, the D model would use a license-built version of the Rolls-Royce Spey turbofan; as the USAF did not use the 20mm cannon that the Navy preferred, these were deleted in favor of the more common M61 Vulcan 20mm gatling cannon. The refuelling probe was deleted in favor of the USAF-plug style refuelling receptacle. The first A-7D flew in September 1968. So successful was the A-7D in testing that the Navy would adopt a modified version as the A-7E.

 

Though at first reluctant to fly yet another Navy retread, especially one that was considered remarkably ugly—pilots quickly nicknamed the A-7 the SLUF (Short Little Ugly Fellow)—it soon gained a reputation for easy flying and, like its Navy “brother,” pinpoint bombing accuracy. In wing strength by 1970, it was soon deployed to Vietnam for combat operations, mainly to replace not just the A-1 but also the aging F-100 Super Sabre. USAF pilots found that the A-7 was not well suited to tropical operations: hot-and-high conditions meant that the A-7D took ten miles to generate enough power to climb above 500 feet, while a poor brake system caused it to be a real danger in landing on slick runways.

 

During Operation Linebacker, the A-7s went to North Vietnam, but only sparingly and usually in as Sandy escorts, which the Corsair II excelled at. They were far more effective in South Vietnam. Alongside Navy A-7Es, USAF A-7Ds brought the curtain down on the Vietnam War by participating in the Mayaguez rescue operation in May 1975, and were among the very last USAF aircraft to leave Southeast Asia. They had complied the best loss ratio of any combat aircraft during the war, with only six A-7Ds lost in over 12,000 missions.

 

With the post-Vietnam retirement of the A-1, F-100, and F-105, the A-7D was left as one of the few USAF attack aircraft, but the USAF planned to end procurement by 1975; postwar budget cuts led to additional Corsair II production to take up the slack. The F-111 had become a long-range strike aircraft, but for anticipated operations in Central Europe, the USAF preferred the development of the A-10 Thunderbolt II over A-7s. As a result, the USAF divested itself of most of its A-7s to the Air National Guard—somewhat to the chagrin of active-duty units, as ANG units began winning the coveted Gunsmoke bombing trophy with their A-7s. A minor upgrade mounting the Pave Penny laser designator to A-7Ds began in 1979.

 

The A-7D was well-liked by its ANG pilots, whose command became the sole domain of the Corsair II by 1983. One exception to this rule was the 4451st Test Squadron, based at Nellis AFB but operating from the small airbase at Tonopah, Nevada. No one quite knew what the 4451st was doing there, though rumors abounded; it was not until 1989 that it was revealed that the 4451’s A-7s were strictly for cover: its real equipment was the stealth F-117 Nighthawk.

 

With the A-10 in large numbers in theater, the USAF chose not to deploy ANG A-7s to the First Gulf War, though small numbers had seen action in Grenada and the 1989 invasion of Panama. At the end of Operation Desert Storm, with the Navy retiring their last two squadrons of A-7Es, the USAF decided to do the same, and the A-7D rapidly disappeared from active units in favor of the F-16, with the last leaving USAF service in 1993. A number were passed on to Greece, where it lasted until 2014 Of 1569 A-7s produced, just under half were USAF A-7Ds or two-seat A-7Ks, and today about 18 survive as museum aircraft.

 

One of the first batch of A-7Ds produced, 69-6230 started off with the 355th Tactical Fighter Wing at Myrtle Beach AFB, South Carolina and may have seen service in Vietnam. After the active-duty USAF began sending all its A-7s to the Air National Guard, this aircraft served with the 185th TFG (Iowa ANG) and 162nd TFG (Arizona ANG), its last unit. It was retired in 1993 and put on display at Buckley AFB, Colorado. Eventually it made its way to the Evergreen Air Museum in Oregon, where it was repainted in 355th TFW colors. It was and remains displayed outside, and the Southeast Asia camouflage is beginning to fade, especially as compared to the other aircraft in Evergreen's collection.

 

This was the real problem. It should spin much more freely than that. I guess contrary to popular belief, the modules may not be junk after all. I think old blower motors are to blame. It felt very gritty turning it, and this thing took some 65 amps to start and over 30 to run at high speed! How a fuse wasn't blown I don't know, but a replacement is on the way. Hopefully this module will last a long time now driving a fresh motor.

 

And Flickr apparently made this look like it was filmed with a .2 megapixel potato...

from a novel I am currently reading, "The Housekeeper and the Professor" by Yoko Ogawa...

Give Image Credit To: 'https://recondoil.com'. Hyperlink: RecondOil

Problem solving with RCECC - Red clowns enter caves carefully - Read Choose Estimate Calculate Check

We decided to go for a city break rather than sun in Tenerife again this September. Other than a few days in the North East we haven’t been away since last March and wanted a change and hopefully some sun. The problem is getting flights from the north of England to the places we want to go to. We chose Valencia as we could fly from East Midlands – which was still a pain to get to as it involved the most notorious stretch of the M1 at five in the morning. In the end we had a fairly good journey, the new Ryanair business class pre-booked scheme worked quite well and bang on time as usual. It was dull when we landed with storms forecast all week, the sky was bright grey – the kiss of death to the photography I had in mind. I was full of cold and wishing I was at work. It did rain but it was overnight on our first night and didn't affect us. There has been a drought for eleven months apparently and it rained on our first day there! The forecast storms didn't materialise in Valencia but they got it elsewhere.

 

You May notice discrepancies in the spelling of some Spanish words or names, this is because Valencian is used on signs, in some guide books and maps. There are two languages in common use with distinct differences. There may also be genuine mistakes - it has been known!

 

Over the course of a Monday to Sunday week we covered 75 miles on foot and saw most of the best of Valencia – The City of Bell Towers. The Old City covers a pretty large area in a very confusing layout. There was a lot of referring to maps – even compass readings! – a first in a city for us. The problem with photography in Valencia is that most of the famous and attractive building are closely built around, some have poor quality housing built on to them. Most photographs have to be taken from an extreme angle looking up. There are no high points as it is pan flat, there are a small number of buildings where you can pay to go up on to the roof for a better view and we went up them – more than once!

 

The modern buildings of The City of Arts and Sciences – ( Ciutat de Las Arts I de les Ciencies ) are what the city has more recently become famous for, with tourists arriving by the coachload all day until late at night. They must be photographed millions of times a month. We went during the day and stayed till dark one evening, I gave it my best shot but a first time visit is always a compromise between ambition and realism, time dictates that we have to move on to the next destination. I travelled with a full size tripod – another first – I forgot to take it with me to TCoAaS! so It was time to wind up the ISO, again! Needless to say I never used the tripod.

 

On a day when rain was forecast but it stayed fine, albeit a bit dull, we went to the Bioparc north west of the city, a zoo by another name. There are many claims made for this place, were you can appear to walk alongside some very large animals, including, elephants, lions, giraffe, rhino, gorillas and many types of monkey to name a few. It is laid out in different geographical regions and there is very little between you and the animals, in some cases there is nothing, you enter the enclosure through a double door arrangement and the monkeys are around you. It gets rave reviews and we stayed for most of the day. The animals it has to be said gave the appearance of extreme boredom and frustration and I felt quite sorry for them.

 

The course of The River Turia was altered after a major flood in the 50’s. The new river runs west of the city flanked by a motorway. The old river, which is massive, deep and very wide between ancient walls, I can’t imagine how it flooded, has been turned into a park that is five miles long. There is an athletics track, football pitches, cycle paths, restaurants, numerous kids parks, ponds, fountains, loads of bridges, historic and modern. At the western end closest to the sea sits The City of Arts and Sciences – in the river bed. Where it meets the sea there is Valencia’s urban Formula One racetrack finishing in the massive marina built for The Americas Cup. The race track is in use as roadways complete with fully removable street furniture, kerbs, bollards, lights, islands and crossings, everything is just sat on the surface ready to be moved.

 

We found the beach almost by accident, we were desperate for food after putting in a lot of miles and the afternoon was ticking by. What a beach, 100’s of metres wide and stretching as far as the eye could see with a massive promenade. The hard thing was choosing, out of the dozens of restaurants, all next door to each other, all serving traditional Paella – rabbit and chicken – as well as seafood, we don’t eat seafood and it constituted 90% of the menu in most places. Every restaurant does a fixed price dish of the day, with a few choices, three courses and a drink. Some times this was our only meal besides making the most of the continental breakfast at the hotel. We had a fair few bar stops with the local wine being cheap and pleasant it would have been a shame not to, there would have been a one woman riot – or strike!

 

On our final day, a Sunday, we were out of bed and down for breakfast at 7.45 as usual, the place was deserted barring a waiter. We walked out of the door at 8.30 – in to the middle of a mass road race with many thousands of runners, one of a series that take place in Valencia – apparently! We struggled to find out the distance, possibly 10km. The finish was just around the corner so off we went with the camera gear, taking photos of random runners and groups. There was a TV crew filming it and some local celebrity (I think) commentating. Next we came across some sort of wandering religious and musical event. Some sort of ritual was played out over the course of Sunday morning in various locations, it involved catholic priests and religious buildings and another film crew. The Catholic tourists and locals were filling the (many) churches for Sunday mass. Amongst all of this we had seen men walking around in Arab style dress – the ones in black looked like the ones from ISIS currently beheading people – all carrying guns. A bit disconcerting. We assumed that there had been some sort of battle enactment. We were wrong, it hadn’t happened yet. A while later, about 11.30 we could hear banging, fireworks? No it was our friends with the guns. We were caught up in total mayhem, around 60 men randomly firing muskets with some sort of blank rounds, the noise, smoke and flames from the muzzles were incredible. We were about to climb the Torres de Serranos which is where, unbeknown to us, the grand, and deafening, finale was going to be. We could feel the blast in our faces on top of the tower. Yet again there was a film camera in attendance. I couldn’t get close ups but I got a good overview and shot my first video with the 5D, my first in 5 years of owning a DLSR with the capability. I usually use my phone ( I used my phone as well). Later in the day there was a bullfight taking place, the ring was almost next to our hotel, in the end we had other things to do and gave it a miss, it was certainly a busy Sunday in the city centre, whether it’s the norm or not I don’t know.

 

There is a tram system in Valencia but it goes from the port area into the newer part of the city on the north side, it wouldn’t be feasible to serve the historic old city really. A quick internet search told me that there are 55,000 university students in the city, a pretty big number. I think a lot of the campus is on the north side and served by the tram although there is a massive fleet of buses as well. There is a massive, very impressive market building , with 100’s of stalls that would make a photo project on its own, beautiful on the inside and out but very difficult to get decent photos of the exterior other than detail shots owing to the closeness of other buildings and the sheer size of it. Across town, another market has been beautifully renovated and is full of bars and restaurants and a bit of a destination in its own right.

 

A downside was the all too typical shafting by the taxi drivers who use every trick in the book to side step the official tariffs and rob you. The taxi from the airport had a “broken” meter and on the way home we were driven 22 km instead of the nine that is the actual distance. Some of them seem to view tourists as cash cows to be robbed at all costs. I emailed the Marriot hotel as they ordered the taxi, needless to say no answer from Marriot – they’ve had their money. We didn’t get the rip off treatment in the bars etc. that we experienced in Rome, prices are very fair on most things, certainly considering the city location.

 

All in all we had a good trip and can highly recommend Valencia.

 

rosegoldsavage.blogspot.de

bookfair leipzig 2010

cosplay contest

View On Black

Graffiti (plural; singular graffiti or graffito, the latter rarely used except in archeology) is art that is written, painted or drawn on a wall or other surface, usually without permission and within public view. Graffiti ranges from simple written words to elaborate wall paintings, and has existed since ancient times, with examples dating back to ancient Egypt, ancient Greece, and the Roman Empire (see also mural).

 

Graffiti is a controversial subject. In most countries, marking or painting property without permission is considered by property owners and civic authorities as defacement and vandalism, which is a punishable crime, citing the use of graffiti by street gangs to mark territory or to serve as an indicator of gang-related activities. Graffiti has become visualized as a growing urban "problem" for many cities in industrialized nations, spreading from the New York City subway system and Philadelphia in the early 1970s to the rest of the United States and Europe and other world regions

 

"Graffiti" (usually both singular and plural) and the rare singular form "graffito" are from the Italian word graffiato ("scratched"). The term "graffiti" is used in art history for works of art produced by scratching a design into a surface. A related term is "sgraffito", which involves scratching through one layer of pigment to reveal another beneath it. This technique was primarily used by potters who would glaze their wares and then scratch a design into them. In ancient times graffiti were carved on walls with a sharp object, although sometimes chalk or coal were used. The word originates from Greek γράφειν—graphein—meaning "to write".

 

The term graffiti originally referred to the inscriptions, figure drawings, and such, found on the walls of ancient sepulchres or ruins, as in the Catacombs of Rome or at Pompeii. Historically, these writings were not considered vanadlism, which today is considered part of the definition of graffiti.

 

The only known source of the Safaitic language, an ancient form of Arabic, is from graffiti: inscriptions scratched on to the surface of rocks and boulders in the predominantly basalt desert of southern Syria, eastern Jordan and northern Saudi Arabia. Safaitic dates from the first century BC to the fourth century AD.

 

Some of the oldest cave paintings in the world are 40,000 year old ones found in Australia. The oldest written graffiti was found in ancient Rome around 2500 years ago. Most graffiti from the time was boasts about sexual experiences Graffiti in Ancient Rome was a form of communication, and was not considered vandalism.

 

Ancient tourists visiting the 5th-century citadel at Sigiriya in Sri Lanka write their names and commentary over the "mirror wall", adding up to over 1800 individual graffiti produced there between the 6th and 18th centuries. Most of the graffiti refer to the frescoes of semi-nude females found there. One reads:

 

Wet with cool dew drops

fragrant with perfume from the flowers

came the gentle breeze

jasmine and water lily

dance in the spring sunshine

side-long glances

of the golden-hued ladies

stab into my thoughts

heaven itself cannot take my mind

as it has been captivated by one lass

among the five hundred I have seen here.

 

Among the ancient political graffiti examples were Arab satirist poems. Yazid al-Himyari, an Umayyad Arab and Persian poet, was most known for writing his political poetry on the walls between Sajistan and Basra, manifesting a strong hatred towards the Umayyad regime and its walis, and people used to read and circulate them very widely.

 

Graffiti, known as Tacherons, were frequently scratched on Romanesque Scandinavian church walls. When Renaissance artists such as Pinturicchio, Raphael, Michelangelo, Ghirlandaio, or Filippino Lippi descended into the ruins of Nero's Domus Aurea, they carved or painted their names and returned to initiate the grottesche style of decoration.

 

There are also examples of graffiti occurring in American history, such as Independence Rock, a national landmark along the Oregon Trail.

 

Later, French soldiers carved their names on monuments during the Napoleonic campaign of Egypt in the 1790s. Lord Byron's survives on one of the columns of the Temple of Poseidon at Cape Sounion in Attica, Greece.

 

The oldest known example of graffiti "monikers" found on traincars created by hobos and railworkers since the late 1800s. The Bozo Texino monikers were documented by filmmaker Bill Daniel in his 2005 film, Who is Bozo Texino?.

 

In World War II, an inscription on a wall at the fortress of Verdun was seen as an illustration of the US response twice in a generation to the wrongs of the Old World:

 

During World War II and for decades after, the phrase "Kilroy was here" with an accompanying illustration was widespread throughout the world, due to its use by American troops and ultimately filtering into American popular culture. Shortly after the death of Charlie Parker (nicknamed "Yardbird" or "Bird"), graffiti began appearing around New York with the words "Bird Lives".

 

Modern graffiti art has its origins with young people in 1960s and 70s in New York City and Philadelphia. Tags were the first form of stylised contemporary graffiti. Eventually, throw-ups and pieces evolved with the desire to create larger art. Writers used spray paint and other kind of materials to leave tags or to create images on the sides subway trains. and eventually moved into the city after the NYC metro began to buy new trains and paint over graffiti.

 

While the art had many advocates and appreciators—including the cultural critic Norman Mailer—others, including New York City mayor Ed Koch, considered it to be defacement of public property, and saw it as a form of public blight. The ‘taggers’ called what they did ‘writing’—though an important 1974 essay by Mailer referred to it using the term ‘graffiti.’

 

Contemporary graffiti style has been heavily influenced by hip hop culture and the myriad international styles derived from Philadelphia and New York City Subway graffiti; however, there are many other traditions of notable graffiti in the twentieth century. Graffiti have long appeared on building walls, in latrines, railroad boxcars, subways, and bridges.

 

An early graffito outside of New York or Philadelphia was the inscription in London reading "Clapton is God" in reference to the guitarist Eric Clapton. Creating the cult of the guitar hero, the phrase was spray-painted by an admirer on a wall in an Islington, north London in the autumn of 1967. The graffito was captured in a photograph, in which a dog is urinating on the wall.

 

Films like Style Wars in the 80s depicting famous writers such as Skeme, Dondi, MinOne, and ZEPHYR reinforced graffiti's role within New York's emerging hip-hop culture. Although many officers of the New York City Police Department found this film to be controversial, Style Wars is still recognized as the most prolific film representation of what was going on within the young hip hop culture of the early 1980s. Fab 5 Freddy and Futura 2000 took hip hop graffiti to Paris and London as part of the New York City Rap Tour in 1983

 

Commercialization and entrance into mainstream pop culture

Main article: Commercial graffiti

With the popularity and legitimization of graffiti has come a level of commercialization. In 2001, computer giant IBM launched an advertising campaign in Chicago and San Francisco which involved people spray painting on sidewalks a peace symbol, a heart, and a penguin (Linux mascot), to represent "Peace, Love, and Linux." IBM paid Chicago and San Francisco collectively US$120,000 for punitive damages and clean-up costs.

 

In 2005, a similar ad campaign was launched by Sony and executed by its advertising agency in New York, Chicago, Atlanta, Philadelphia, Los Angeles, and Miami, to market its handheld PSP gaming system. In this campaign, taking notice of the legal problems of the IBM campaign, Sony paid building owners for the rights to paint on their buildings "a collection of dizzy-eyed urban kids playing with the PSP as if it were a skateboard, a paddle, or a rocking horse".

 

Tristan Manco wrote that Brazil "boasts a unique and particularly rich, graffiti scene ... [earning] it an international reputation as the place to go for artistic inspiration". Graffiti "flourishes in every conceivable space in Brazil's cities". Artistic parallels "are often drawn between the energy of São Paulo today and 1970s New York". The "sprawling metropolis", of São Paulo has "become the new shrine to graffiti"; Manco alludes to "poverty and unemployment ... [and] the epic struggles and conditions of the country's marginalised peoples", and to "Brazil's chronic poverty", as the main engines that "have fuelled a vibrant graffiti culture". In world terms, Brazil has "one of the most uneven distributions of income. Laws and taxes change frequently". Such factors, Manco argues, contribute to a very fluid society, riven with those economic divisions and social tensions that underpin and feed the "folkloric vandalism and an urban sport for the disenfranchised", that is South American graffiti art.

 

Prominent Brazilian writers include Os Gêmeos, Boleta, Nunca, Nina, Speto, Tikka, and T.Freak. Their artistic success and involvement in commercial design ventures has highlighted divisions within the Brazilian graffiti community between adherents of the cruder transgressive form of pichação and the more conventionally artistic values of the practitioners of grafite.

 

Graffiti in the Middle East has emerged slowly, with taggers operating in Egypt, Lebanon, the Gulf countries like Bahrain or the United Arab Emirates, Israel, and in Iran. The major Iranian newspaper Hamshahri has published two articles on illegal writers in the city with photographic coverage of Iranian artist A1one's works on Tehran walls. Tokyo-based design magazine, PingMag, has interviewed A1one and featured photographs of his work. The Israeli West Bank barrier has become a site for graffiti, reminiscent in this sense of the Berlin Wall. Many writers in Israel come from other places around the globe, such as JUIF from Los Angeles and DEVIONE from London. The religious reference "נ נח נחמ נחמן מאומן" ("Na Nach Nachma Nachman Meuman") is commonly seen in graffiti around Israel.

 

Graffiti has played an important role within the street art scene in the Middle East and North Africa (MENA), especially following the events of the Arab Spring of 2011 or the Sudanese Revolution of 2018/19. Graffiti is a tool of expression in the context of conflict in the region, allowing people to raise their voices politically and socially. Famous street artist Banksy has had an important effect in the street art scene in the MENA area, especially in Palestine where some of his works are located in the West Bank barrier and Bethlehem.

 

There are also a large number of graffiti influences in Southeast Asian countries that mostly come from modern Western culture, such as Malaysia, where graffiti have long been a common sight in Malaysia's capital city, Kuala Lumpur. Since 2010, the country has begun hosting a street festival to encourage all generations and people from all walks of life to enjoy and encourage Malaysian street culture.

 

The modern-day graffitists can be found with an arsenal of various materials that allow for a successful production of a piece. This includes such techniques as scribing. However, spray paint in aerosol cans is the number one medium for graffiti. From this commodity comes different styles, technique, and abilities to form master works of graffiti. Spray paint can be found at hardware and art stores and comes in virtually every color.

 

Stencil graffiti is created by cutting out shapes and designs in a stiff material (such as cardboard or subject folders) to form an overall design or image. The stencil is then placed on the "canvas" gently and with quick, easy strokes of the aerosol can, the image begins to appear on the intended surface.

 

Some of the first examples were created in 1981 by artists Blek le Rat in Paris, in 1982 by Jef Aerosol in Tours (France); by 1985 stencils had appeared in other cities including New York City, Sydney, and Melbourne, where they were documented by American photographer Charles Gatewood and Australian photographer Rennie Ellis

 

Tagging is the practice of someone spray-painting "their name, initial or logo onto a public surface" in a handstyle unique to the writer. Tags were the first form of modern graffiti.

 

Modern graffiti art often incorporates additional arts and technologies. For example, Graffiti Research Lab has encouraged the use of projected images and magnetic light-emitting diodes (throwies) as new media for graffitists. yarnbombing is another recent form of graffiti. Yarnbombers occasionally target previous graffiti for modification, which had been avoided among the majority of graffitists.

 

Theories on the use of graffiti by avant-garde artists have a history dating back at least to the Asger Jorn, who in 1962 painting declared in a graffiti-like gesture "the avant-garde won't give up"

 

Many contemporary analysts and even art critics have begun to see artistic value in some graffiti and to recognize it as a form of public art. According to many art researchers, particularly in the Netherlands and in Los Angeles, that type of public art is, in fact an effective tool of social emancipation or, in the achievement of a political goal

 

In times of conflict, such murals have offered a means of communication and self-expression for members of these socially, ethnically, or racially divided communities, and have proven themselves as effective tools in establishing dialog and thus, of addressing cleavages in the long run. The Berlin Wall was also extensively covered by graffiti reflecting social pressures relating to the oppressive Soviet rule over the GDR.

 

Many artists involved with graffiti are also concerned with the similar activity of stenciling. Essentially, this entails stenciling a print of one or more colors using spray-paint. Recognized while exhibiting and publishing several of her coloured stencils and paintings portraying the Sri Lankan Civil War and urban Britain in the early 2000s, graffitists Mathangi Arulpragasam, aka M.I.A., has also become known for integrating her imagery of political violence into her music videos for singles "Galang" and "Bucky Done Gun", and her cover art. Stickers of her artwork also often appear around places such as London in Brick Lane, stuck to lamp posts and street signs, she having become a muse for other graffitists and painters worldwide in cities including Seville.

 

Graffitist believes that art should be on display for everyone in the public eye or in plain sight, not hidden away in a museum or a gallery. Art should color the streets, not the inside of some building. Graffiti is a form of art that cannot be owned or bought. It does not last forever, it is temporary, yet one of a kind. It is a form of self promotion for the artist that can be displayed anywhere form sidewalks, roofs, subways, building wall, etc. Art to them is for everyone and should be showed to everyone for free.

 

Graffiti is a way of communicating and a way of expressing what one feels in the moment. It is both art and a functional thing that can warn people of something or inform people of something. However, graffiti is to some people a form of art, but to some a form of vandalism. And many graffitists choose to protect their identities and remain anonymous or to hinder prosecution.

 

With the commercialization of graffiti (and hip hop in general), in most cases, even with legally painted "graffiti" art, graffitists tend to choose anonymity. This may be attributed to various reasons or a combination of reasons. Graffiti still remains the one of four hip hop elements that is not considered "performance art" despite the image of the "singing and dancing star" that sells hip hop culture to the mainstream. Being a graphic form of art, it might also be said that many graffitists still fall in the category of the introverted archetypal artist.

 

Banksy is one of the world's most notorious and popular street artists who continues to remain faceless in today's society. He is known for his political, anti-war stencil art mainly in Bristol, England, but his work may be seen anywhere from Los Angeles to Palestine. In the UK, Banksy is the most recognizable icon for this cultural artistic movement and keeps his identity a secret to avoid arrest. Much of Banksy's artwork may be seen around the streets of London and surrounding suburbs, although he has painted pictures throughout the world, including the Middle East, where he has painted on Israel's controversial West Bank barrier with satirical images of life on the other side. One depicted a hole in the wall with an idyllic beach, while another shows a mountain landscape on the other side. A number of exhibitions also have taken place since 2000, and recent works of art have fetched vast sums of money. Banksy's art is a prime example of the classic controversy: vandalism vs. art. Art supporters endorse his work distributed in urban areas as pieces of art and some councils, such as Bristol and Islington, have officially protected them, while officials of other areas have deemed his work to be vandalism and have removed it.

 

Pixnit is another artist who chooses to keep her identity from the general public. Her work focuses on beauty and design aspects of graffiti as opposed to Banksy's anti-government shock value. Her paintings are often of flower designs above shops and stores in her local urban area of Cambridge, Massachusetts. Some store owners endorse her work and encourage others to do similar work as well. "One of the pieces was left up above Steve's Kitchen, because it looks pretty awesome"- Erin Scott, the manager of New England Comics in Allston, Massachusetts.

 

Graffiti artists may become offended if photographs of their art are published in a commercial context without their permission. In March 2020, the Finnish graffiti artist Psyke expressed his displeasure at the newspaper Ilta-Sanomat publishing a photograph of a Peugeot 208 in an article about new cars, with his graffiti prominently shown on the background. The artist claims he does not want his art being used in commercial context, not even if he were to receive compensation.

 

Territorial graffiti marks urban neighborhoods with tags and logos to differentiate certain groups from others. These images are meant to show outsiders a stern look at whose turf is whose. The subject matter of gang-related graffiti consists of cryptic symbols and initials strictly fashioned with unique calligraphies. Gang members use graffiti to designate membership throughout the gang, to differentiate rivals and associates and, most commonly, to mark borders which are both territorial and ideological.

 

Graffiti has been used as a means of advertising both legally and illegally. Bronx-based TATS CRU has made a name for themselves doing legal advertising campaigns for companies such as Coca-Cola, McDonald's, Toyota, and MTV. In the UK, Covent Garden's Boxfresh used stencil images of a Zapatista revolutionary in the hopes that cross referencing would promote their store.

 

Smirnoff hired artists to use reverse graffiti (the use of high pressure hoses to clean dirty surfaces to leave a clean image in the surrounding dirt) to increase awareness of their product.

 

Graffiti often has a reputation as part of a subculture that rebels against authority, although the considerations of the practitioners often diverge and can relate to a wide range of attitudes. It can express a political practice and can form just one tool in an array of resistance techniques. One early example includes the anarcho-punk band Crass, who conducted a campaign of stenciling anti-war, anarchist, feminist, and anti-consumerist messages throughout the London Underground system during the late 1970s and early 1980s. In Amsterdam graffiti was a major part of the punk scene. The city was covered with names such as "De Zoot", "Vendex", and "Dr Rat". To document the graffiti a punk magazine was started that was called Gallery Anus. So when hip hop came to Europe in the early 1980s there was already a vibrant graffiti culture.

 

The student protests and general strike of May 1968 saw Paris bedecked in revolutionary, anarchistic, and situationist slogans such as L'ennui est contre-révolutionnaire ("Boredom is counterrevolutionary") and Lisez moins, vivez plus ("Read less, live more"). While not exhaustive, the graffiti gave a sense of the 'millenarian' and rebellious spirit, tempered with a good deal of verbal wit, of the strikers.

 

I think graffiti writing is a way of defining what our generation is like. Excuse the French, we're not a bunch of p---- artists. Traditionally artists have been considered soft and mellow people, a little bit kooky. Maybe we're a little bit more like pirates that way. We defend our territory, whatever space we steal to paint on, we defend it fiercely.

 

The developments of graffiti art which took place in art galleries and colleges as well as "on the street" or "underground", contributed to the resurfacing in the 1990s of a far more overtly politicized art form in the subvertising, culture jamming, or tactical media movements. These movements or styles tend to classify the artists by their relationship to their social and economic contexts, since, in most countries, graffiti art remains illegal in many forms except when using non-permanent paint. Since the 1990s with the rise of Street Art, a growing number of artists are switching to non-permanent paints and non-traditional forms of painting.

 

Contemporary practitioners, accordingly, have varied and often conflicting practices. Some individuals, such as Alexander Brener, have used the medium to politicize other art forms, and have used the prison sentences enforced on them as a means of further protest. The practices of anonymous groups and individuals also vary widely, and practitioners by no means always agree with each other's practices. For example, the anti-capitalist art group the Space Hijackers did a piece in 2004 about the contradiction between the capitalistic elements of Banksy and his use of political imagery.

 

Berlin human rights activist Irmela Mensah-Schramm has received global media attention and numerous awards for her 35-year campaign of effacing neo-Nazi and other right-wing extremist graffiti throughout Germany, often by altering hate speech in humorous ways.

 

In Serbian capital, Belgrade, the graffiti depicting a uniformed former general of Serb army and war criminal, convicted at ICTY for war crimes and crimes against humanity, including genocide and ethnic cleansing in Bosnian War, Ratko Mladić, appeared in a military salute alongside the words "General, thank to your mother". Aleks Eror, Berlin-based journalist, explains how "veneration of historical and wartime figures" through street art is not a new phenomenon in the region of former Yugoslavia, and that "in most cases is firmly focused on the future, rather than retelling the past". Eror is not only analyst pointing to danger of such an expressions for the region's future. In a long expose on the subject of Bosnian genocide denial, at Balkan Diskurs magazine and multimedia platform website, Kristina Gadže and Taylor Whitsell referred to these experiences as a young generations' "cultural heritage", in which young are being exposed to celebration and affirmation of war-criminals as part of their "formal education" and "inheritance".

 

There are numerous examples of genocide denial through celebration and affirmation of war criminals throughout the region of Western Balkans inhabited by Serbs using this form of artistic expression. Several more of these graffiti are found in Serbian capital, and many more across Serbia and Bosnian and Herzegovinian administrative entity, Republika Srpska, which is the ethnic Serbian majority enclave. Critics point that Serbia as a state, is willing to defend the mural of convicted war criminal, and have no intention to react on cases of genocide denial, noting that Interior Minister of Serbia, Aleksandar Vulin decision to ban any gathering with an intent to remove the mural, with the deployment of riot police, sends the message of "tacit endorsement". Consequently, on 9 November 2021, Serbian heavy police in riot gear, with graffiti creators and their supporters, blocked the access to the mural to prevent human rights groups and other activists to paint over it and mark the International Day Against Fascism and Antisemitism in that way, and even arrested two civic activist for throwing eggs at the graffiti.

 

Graffiti may also be used as an offensive expression. This form of graffiti may be difficult to identify, as it is mostly removed by the local authority (as councils which have adopted strategies of criminalization also strive to remove graffiti quickly). Therefore, existing racist graffiti is mostly more subtle and at first sight, not easily recognized as "racist". It can then be understood only if one knows the relevant "local code" (social, historical, political, temporal, and spatial), which is seen as heteroglot and thus a 'unique set of conditions' in a cultural context.

 

A spatial code for example, could be that there is a certain youth group in an area that is engaging heavily in racist activities. So, for residents (knowing the local code), a graffiti containing only the name or abbreviation of this gang already is a racist expression, reminding the offended people of their gang activities. Also a graffiti is in most cases, the herald of more serious criminal activity to come. A person who does not know these gang activities would not be able to recognize the meaning of this graffiti. Also if a tag of this youth group or gang is placed on a building occupied by asylum seekers, for example, its racist character is even stronger.

By making the graffiti less explicit (as adapted to social and legal constraints), these drawings are less likely to be removed, but do not lose their threatening and offensive character.

 

Elsewhere, activists in Russia have used painted caricatures of local officials with their mouths as potholes, to show their anger about the poor state of the roads. In Manchester, England, a graffitists painted obscene images around potholes, which often resulted in them being repaired within 48 hours.

 

In the early 1980s, the first art galleries to show graffitists to the public were Fashion Moda in the Bronx, Now Gallery and Fun Gallery, both in the East Village, Manhattan.

 

A 2006 exhibition at the Brooklyn Museum displayed graffiti as an art form that began in New York's outer boroughs and reached great heights in the early 1980s with the work of Crash, Lee, Daze, Keith Haring, and Jean-Michel Basquiat. It displayed 22 works by New York graffitists, including Crash, Daze, and Lady Pink. In an article about the exhibition in the magazine Time Out, curator Charlotta Kotik said that she hoped the exhibition would cause viewers to rethink their assumptions about graffiti.

 

From the 1970s onwards, Burhan Doğançay photographed urban walls all over the world; these he then archived for use as sources of inspiration for his painterly works. The project today known as "Walls of the World" grew beyond even his own expectations and comprises about 30,000 individual images. It spans a period of 40 years across five continents and 114 countries. In 1982, photographs from this project comprised a one-man exhibition titled "Les murs murmurent, ils crient, ils chantent ..." (The walls whisper, shout and sing ...) at the Centre Georges Pompidou in Paris.

 

In Australia, art historians have judged some local graffiti of sufficient creative merit to rank them firmly within the arts. Oxford University Press's art history text Australian Painting 1788–2000 concludes with a long discussion of graffiti's key place within contemporary visual culture, including the work of several Australian practitioners.

 

Between March and April 2009, 150 artists exhibited 300 pieces of graffiti at the Grand Palais in Paris.

 

Spray paint has many negative environmental effects. The paint contains toxic chemicals, and the can uses volatile hydrocarbon gases to spray the paint onto a surface.

 

Volatile organic compound (VOC) leads to ground level ozone formation and most of graffiti related emissions are VOCs. A 2010 paper estimates 4,862 tons of VOCs were released in the United States in activities related to graffiti.

 

In China, Mao Zedong in the 1920s used revolutionary slogans and paintings in public places to galvanize the country's communist movement.

 

Based on different national conditions, many people believe that China's attitude towards Graffiti is fierce, but in fact, according to Lance Crayon in his film Spray Paint Beijing: Graffiti in the Capital of China, Graffiti is generally accepted in Beijing, with artists not seeing much police interference. Political and religiously sensitive graffiti, however, is not allowed.

 

In Hong Kong, Tsang Tsou Choi was known as the King of Kowloon for his calligraphy graffiti over many years, in which he claimed ownership of the area. Now some of his work is preserved officially.

 

In Taiwan, the government has made some concessions to graffitists. Since 2005 they have been allowed to freely display their work along some sections of riverside retaining walls in designated "Graffiti Zones". From 2007, Taipei's department of cultural affairs also began permitting graffiti on fences around major public construction sites. Department head Yong-ping Lee (李永萍) stated, "We will promote graffiti starting with the public sector, and then later in the private sector too. It's our goal to beautify the city with graffiti". The government later helped organize a graffiti contest in Ximending, a popular shopping district. graffitists caught working outside of these designated areas still face fines up to NT$6,000 under a department of environmental protection regulation. However, Taiwanese authorities can be relatively lenient, one veteran police officer stating anonymously, "Unless someone complains about vandalism, we won't get involved. We don't go after it proactively."

 

In 1993, after several expensive cars in Singapore were spray-painted, the police arrested a student from the Singapore American School, Michael P. Fay, questioned him, and subsequently charged him with vandalism. Fay pleaded guilty to vandalizing a car in addition to stealing road signs. Under the 1966 Vandalism Act of Singapore, originally passed to curb the spread of communist graffiti in Singapore, the court sentenced him to four months in jail, a fine of S$3,500 (US$2,233), and a caning. The New York Times ran several editorials and op-eds that condemned the punishment and called on the American public to flood the Singaporean embassy with protests. Although the Singapore government received many calls for clemency, Fay's caning took place in Singapore on 5 May 1994. Fay had originally received a sentence of six strokes of the cane, but the presiding president of Singapore, Ong Teng Cheong, agreed to reduce his caning sentence to four lashes.

 

In South Korea, Park Jung-soo was fined two million South Korean won by the Seoul Central District Court for spray-painting a rat on posters of the G-20 Summit a few days before the event in November 2011. Park alleged that the initial in "G-20" sounds like the Korean word for "rat", but Korean government prosecutors alleged that Park was making a derogatory statement about the president of South Korea, Lee Myung-bak, the host of the summit. This case led to public outcry and debate on the lack of government tolerance and in support of freedom of expression. The court ruled that the painting, "an ominous creature like a rat" amounts to "an organized criminal activity" and upheld the fine while denying the prosecution's request for imprisonment for Park.

 

In Europe, community cleaning squads have responded to graffiti, in some cases with reckless abandon, as when in 1992 in France a local Scout group, attempting to remove modern graffiti, damaged two prehistoric paintings of bison in the Cave of Mayrière supérieure near the French village of Bruniquel in Tarn-et-Garonne, earning them the 1992 Ig Nobel Prize in archeology.

 

In September 2006, the European Parliament directed the European Commission to create urban environment policies to prevent and eliminate dirt, litter, graffiti, animal excrement, and excessive noise from domestic and vehicular music systems in European cities, along with other concerns over urban life.

 

In Budapest, Hungary, both a city-backed movement called I Love Budapest and a special police division tackle the problem, including the provision of approved areas.

 

The Anti-social Behaviour Act 2003 became Britain's latest anti-graffiti legislation. In August 2004, the Keep Britain Tidy campaign issued a press release calling for zero tolerance of graffiti and supporting proposals such as issuing "on the spot" fines to graffiti offenders and banning the sale of aerosol paint to anyone under the age of 16. The press release also condemned the use of graffiti images in advertising and in music videos, arguing that real-world experience of graffiti stood far removed from its often-portrayed "cool" or "edgy'" image.

 

To back the campaign, 123 Members of Parliament (MPs) (including then Prime Minister Tony Blair), signed a charter which stated: "Graffiti is not art, it's crime. On behalf of my constituents, I will do all I can to rid our community of this problem."

 

In the UK, city councils have the power to take action against the owner of any property that has been defaced under the Anti-social Behaviour Act 2003 (as amended by the Clean Neighbourhoods and Environment Act 2005) or, in certain cases, the Highways Act. This is often used against owners of property that are complacent in allowing protective boards to be defaced so long as the property is not damaged.

 

In July 2008, a conspiracy charge was used to convict graffitists for the first time. After a three-month police surveillance operation, nine members of the DPM crew were convicted of conspiracy to commit criminal damage costing at least £1 million. Five of them received prison sentences, ranging from eighteen months to two years. The unprecedented scale of the investigation and the severity of the sentences rekindled public debate over whether graffiti should be considered art or crime.

 

Some councils, like those of Stroud and Loerrach, provide approved areas in the town where graffitists can showcase their talents, including underpasses, car parks, and walls that might otherwise prove a target for the "spray and run".

 

Graffiti Tunnel, University of Sydney at Camperdown (2009)

In an effort to reduce vandalism, many cities in Australia have designated walls or areas exclusively for use by graffitists. One early example is the "Graffiti Tunnel" located at the Camperdown Campus of the University of Sydney, which is available for use by any student at the university to tag, advertise, poster, and paint. Advocates of this idea suggest that this discourages petty vandalism yet encourages artists to take their time and produce great art, without worry of being caught or arrested for vandalism or trespassing.[108][109] Others disagree with this approach, arguing that the presence of legal graffiti walls does not demonstrably reduce illegal graffiti elsewhere. Some local government areas throughout Australia have introduced "anti-graffiti squads", who clean graffiti in the area, and such crews as BCW (Buffers Can't Win) have taken steps to keep one step ahead of local graffiti cleaners.

 

Many state governments have banned the sale or possession of spray paint to those under the age of 18 (age of majority). However, a number of local governments in Victoria have taken steps to recognize the cultural heritage value of some examples of graffiti, such as prominent political graffiti. Tough new graffiti laws have been introduced in Australia with fines of up to A$26,000 and two years in prison.

 

Melbourne is a prominent graffiti city of Australia with many of its lanes being tourist attractions, such as Hosier Lane in particular, a popular destination for photographers, wedding photography, and backdrops for corporate print advertising. The Lonely Planet travel guide cites Melbourne's street as a major attraction. All forms of graffiti, including sticker art, poster, stencil art, and wheatpasting, can be found in many places throughout the city. Prominent street art precincts include; Fitzroy, Collingwood, Northcote, Brunswick, St. Kilda, and the CBD, where stencil and sticker art is prominent. As one moves farther away from the city, mostly along suburban train lines, graffiti tags become more prominent. Many international artists such as Banksy have left their work in Melbourne and in early 2008 a perspex screen was installed to prevent a Banksy stencil art piece from being destroyed, it has survived since 2003 through the respect of local street artists avoiding posting over it, although it has recently had paint tipped over it.

 

In February 2008 Helen Clark, the New Zealand prime minister at that time, announced a government crackdown on tagging and other forms of graffiti vandalism, describing it as a destructive crime representing an invasion of public and private property. New legislation subsequently adopted included a ban on the sale of paint spray cans to persons under 18 and increases in maximum fines for the offence from NZ$200 to NZ$2,000 or extended community service. The issue of tagging become a widely debated one following an incident in Auckland during January 2008 in which a middle-aged property owner stabbed one of two teenage taggers to death and was subsequently convicted of manslaughter.

 

Graffiti databases have increased in the past decade because they allow vandalism incidents to be fully documented against an offender and help the police and prosecution charge and prosecute offenders for multiple counts of vandalism. They also provide law enforcement the ability to rapidly search for an offender's moniker or tag in a simple, effective, and comprehensive way. These systems can also help track costs of damage to a city to help allocate an anti-graffiti budget. The theory is that when an offender is caught putting up graffiti, they are not just charged with one count of vandalism; they can be held accountable for all the other damage for which they are responsible. This has two main benefits for law enforcement. One, it sends a signal to the offenders that their vandalism is being tracked. Two, a city can seek restitution from offenders for all the damage that they have committed, not merely a single incident. These systems give law enforcement personnel real-time, street-level intelligence that allows them not only to focus on the worst graffiti offenders and their damage, but also to monitor potential gang violence that is associated with the graffiti.

 

Many restrictions of civil gang injunctions are designed to help address and protect the physical environment and limit graffiti. Provisions of gang injunctions include things such as restricting the possession of marker pens, spray paint cans, or other sharp objects capable of defacing private or public property; spray painting, or marking with marker pens, scratching, applying stickers, or otherwise applying graffiti on any public or private property, including, but not limited to the street, alley, residences, block walls, and fences, vehicles or any other real or personal property. Some injunctions contain wording that restricts damaging or vandalizing both public and private property, including but not limited to any vehicle, light fixture, door, fence, wall, gate, window, building, street sign, utility box, telephone box, tree, or power pole.

 

To help address many of these issues, many local jurisdictions have set up graffiti abatement hotlines, where citizens can call in and report vandalism and have it removed. San Diego's hotline receives more than 5,000 calls per year, in addition to reporting the graffiti, callers can learn more about prevention. One of the complaints about these hotlines is the response time; there is often a lag time between a property owner calling about the graffiti and its removal. The length of delay should be a consideration for any jurisdiction planning on operating a hotline. Local jurisdictions must convince the callers that their complaint of vandalism will be a priority and cleaned off right away. If the jurisdiction does not have the resources to respond to complaints in a timely manner, the value of the hotline diminishes. Crews must be able to respond to individual service calls made to the graffiti hotline as well as focus on cleanup near schools, parks, and major intersections and transit routes to have the biggest impact. Some cities offer a reward for information leading to the arrest and prosecution of suspects for tagging or graffiti related vandalism. The amount of the reward is based on the information provided, and the action taken.

 

When police obtain search warrants in connection with a vandalism investigation, they are often seeking judicial approval to look for items such as cans of spray paint and nozzles from other kinds of aerosol sprays; etching tools, or other sharp or pointed objects, which could be used to etch or scratch glass and other hard surfaces; permanent marking pens, markers, or paint sticks; evidence of membership or affiliation with any gang or tagging crew; paraphernalia including any reference to "(tagger's name)"; any drawings, writing, objects, or graffiti depicting taggers' names, initials, logos, monikers, slogans, or any mention of tagging crew membership; and any newspaper clippings relating to graffiti crime.

This photo does not exist anymore, eaten away by the Loose Lamination Problem.

Too bad, but part of the fascination of it all ;)

 

visit aledigangi.com

The problem with hiking in a rainforest, there's vegetation all over the place. I had to climb up on a fallen tree to get an almost-unobstructed shot at the Hoh and it's weird bluish-white color.

__________________________________________________

Summer 2015: "Up was Down"

 

July 3rd: Olympic National Park: Rialto Beach in the morning, Hoh Rainforest in the afternoon.

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.. at a web conference ? never

We decided to go for a city break rather than sun in Tenerife again this September. Other than a few days in the North East we haven’t been away since last March and wanted a change and hopefully some sun. The problem is getting flights from the north of England to the places we want to go to. We chose Valencia as we could fly from East Midlands – which was still a pain to get to as it involved the most notorious stretch of the M1 at five in the morning. In the end we had a fairly good journey, the new Ryanair business class pre-booked scheme worked quite well and bang on time as usual. It was dull when we landed with storms forecast all week, the sky was bright grey – the kiss of death to the photography I had in mind. I was full of cold and wishing I was at work. It did rain but it was overnight on our first night and didn’t affect us. There has been a drought for eleven months apparently and it rained on our first day there! The forecast storms didn’t materialise in Valencia but they got it elsewhere.

 

Over the course of a Monday to Sunday week we covered 75 miles on foot and saw most of the best of Valencia – The City of Bell Towers. The Old City covers a pretty large area in a very confusing layout. There was a lot of referring to maps – even compass readings! – a first in a city for us. The problem with photography in Valencia is that most of the famous and attractive building are closely built around, some have poor quality housing built on to them. Most photographs have to be taken from an extreme angle looking up. There are no high points as it is pan flat, there are a small number of buildings where you can pay to go up on to the roof for a better view and we went up them – more than once!

 

The modern buildings of The City of Arts and Sciences – ( Ciutat de Las Arts I de les Ciencies ) are what the city has more recently become famous for, with tourists arriving by the coachload all day until late at night. They must be photographed millions of times a month. We went during the day and stayed till dark one evening, I gave it my best shot but a first time visit is always a compromise between ambition and realism, time dictates that we have to move on to the next destination. I travelled with a full size tripod – another first – I forgot to take it with me to TCoAaS! so It was time to wind up the ISO, again! Needless to say I never used the tripod.

 

On a day when rain was forecast but it stayed fine, albeit a bit dull, we went to the Bioparc north west of the city, a zoo by another name. There are many claims made for this place, were you can appear to walk alongside some very large animals, including, elephants, lions, giraffe, rhino, gorillas and many types of monkey to name a few. It is laid out in different geographical regions and there is very little between you and the animals, in some cases there is nothing, you enter the enclosure through a double door arrangement and the monkeys are around you. It gets rave reviews and we stayed for most of the day. The animals it has to be said gave the appearance of extreme boredom and frustration and I felt quite sorry for them.

 

The course of The River Turia was altered after a major flood in the 50’s. The new river runs west of the city flanked by a motorway. The old river, which is massive, deep and very wide between ancient walls, I can’t imagine how it flooded, has been turned into a park that is five miles long. There is an athletics track, football pitches, cycle paths, restaurants, numerous kids parks, ponds, fountains, loads of bridges, historic and modern. At the western end closest to the sea sits The City of Arts and Sciences – in the river bed. Where it meets the sea there is Valencia’s urban Formula One racetrack finishing in the massive marina built for The Americas Cup. The race track is in use as roadways complete with fully removable street furniture, kerbs, bollards, lights, islands and crossings, everything is just sat on the surface ready to be moved.

 

We found the beach almost by accident, we were desperate for food after putting in a lot of miles and the afternoon was ticking by. What a beach, 100’s of metres wide and stretching as far as the eye could see with a massive promenade. The hard thing was choosing, out of the dozens of restaurants, all next door to each other, all serving traditional Paella – rabbit and chicken – as well as seafood, we don’t eat seafood and it constituted 90% of the menu in most places. Every restaurant does a fixed price dish of the day, with a few choices, three courses and a drink. Some times this was our only meal besides making the most of the continental breakfast at the hotel. We had a fair few bar stops with the local wine being cheap and pleasant it would have been a shame not to, there would have been a one woman riot – or strike!

 

On our final day, a Sunday, we were out of bed and down for breakfast at 7.45 as usual, the place was deserted barring a waiter. We walked out of the door at 8.30 – in to the middle of a mass road race with many thousands of runners, one of a series that take place in Valencia – apparently! We struggled to find out the distance, possibly 10km. The finish was just around the corner so off we went with the camera gear, taking photos of random runners and groups. There was a TV crew filming it and some local celebrity (I think) commentating. Next we came across some sort of wandering religious and musical event. Some sort of ritual was played out over the course of Sunday morning in various locations, it involved catholic priests and religious buildings and another film crew. The Catholic tourists and locals were filling the (many) churches for Sunday mass. Amongst all of this we had seen men walking around in Arab style dress – the ones in black looked like the ones from ISIS currently beheading people – all carrying guns. A bit disconcerting. We assumed that there had been some sort of battle enactment. We were wrong, it hadn’t happened yet. A while later, about 11.30 we could hear banging, fireworks? No it was our friends with the guns. We were caught up in total mayhem, around 60 men randomly firing muskets with some sort of blank rounds, the noise, smoke and flames from the muzzles were incredible. We were about to climb the Torres de Serranos which is where, unbeknown to us, the grand, and deafening, finale was going to be. We could feel the blast in our faces on top of the tower. Yet again there was a film camera in attendance. I couldn’t get close ups but I got a good overview and shot my first video with the 5D, my first in 5 years of owning a DLSR with the capability. I usually use my phone ( I used my phone as well). Later in the day there was a bullfight taking place, the ring was almost next to our hotel, in the end we had other things to do and gave it a miss, it was certainly a busy Sunday in the city centre, whether it’s the norm or not I don’t know.

 

There is a tram system in Valencia but it goes from the port area into the newer part of the city on the north side, it wouldn’t be feasible to serve the historic old city really. A quick internet search told me that there are 55,000 university students in the city, a pretty big number. I think a lot of the campus is on the north side and served by the tram although there is a massive fleet of buses as well. There is a massive, very impressive market building , with 100’s of stalls that would make a photo project on its own, beautiful on the inside and out but very difficult to get decent photos of the exterior other than detail shots owing to the closeness of other buildings and the sheer size of it. Across town, another market has been beautifully renovated and is full of bars and restaurants and a bit of a destination in its own right.

 

A downside was the all too typical shafting by the taxi drivers who use every trick in the book to side step the official tariffs and rob you. The taxi from the airport had a “broken” meter and on the way home we were driven 22 km instead of the nine that is the actual distance. Some of them seem to view tourists as cash cows to be robbed at all costs. I emailed the Marriot hotel as they ordered the taxi, needless to say no answer from Marriot – they’ve had their money. We didn’t get the rip off treatment in the bars etc. that we experienced in Rome, prices are very fair on most things, certainly considering the city location.

 

All in all we had a good trip and can highly recommend Valencia.

 

Problems with the loco meant that 6O41, Westbury Down Yard to Eastleigh East Yard was late leaving. 66067 passes Little Langford about an hour down. 2/11/16

PLEASE LOOK IN FULL VIEW AND PLEASE READ THE DESCRIPTION TO ANSWER ANY OF YOUR POSSIBLE FAQ'S. Thank you

 

FINALLY the moment we've all been waiting for!!!

 

Remember this: [link] [link] [link] ? Well I finished her at 11:43 Am this morning.

 

This is a finally finished 9 month long project, I missed so many deadlines with through all of the problem that I have had with it. This is a super expensive custom built movie truck, the goblin truck form Steven King's 1986 "Maximum Overdrive" movie. In total this custom kit utilizes parts from 6 different truck and trailer kits. Our base kit is actually a Kenworth W900, that I heavily modified. Now I know a few of you truck gurus out there are going to give me hell about the goblin truck in the not being a Kenworth, well guess what, it is a Kenworth, so stick that in in your juice box and suck it. Anyway, I missed numerous deadlines by piddling around, but I guess that's what I get. This kit was originally suppose to be finished and uploaded by July 10th 2011, for the movie's 25th anniversary release date in theaters, but missed that, then I was suppose to have it done by August 7th, 2011 for the county fair, but then I missed that one, I was suppose to have it up by Sunday then Monday and I missed those deadlines as well; so here I present to you a month and a half overdue project. I hope you enjoy I went through hell and back to bring it to you.

 

Features of this model are:

*rolling wheels

*opening/closing doors

*detailed components

*opening hood

*detailed goblin mask

*working fifth wheel plate

*semi trailer

*privacy curtains for the sleeper cab

*dash fan

 

Here is all of what I did to this kit in a condensed version, I took Kenworth w900 kit and took the original sleeper cab of and replaced it with a smaller sleeper leftover from my previous Peterbilt project: [link] [link] and patched the triangular shaped hole in the roof with plastic card and body filler. Then shortened the frame about an inch and a half by sectioning out the frame into 3 different pieces then reassembling them back together again; (in reality if this truck were full size, that 1.5 of an inch in scale would take off about a 6-8 feet off of the overall length off of the full sized vehicle). I relocated the gas tanks so that they were under the cab and mounted the smoke stacks on the sleeper, I had to custom fabricate exhaust tips and the pipes from the stacks going to the engine out of scrap plastic tree. For some odd reason the fifth wheel plate that originally came with the truck wasn't good enough, so I ended up cutting the entire base to the plate off of the frame rails and then sanded the frame down, next I then took that spare that was leftover from the Peterbilt project and modified it and put it in place where the other one was at; it all worked out in the end. I ended up discarding many of the other non-necessary parts and used some interior components like the seats and other parts from a Dodge L700 Kit and left over parts form the Peterbilt project. T he bed is leftover from the Peterbilt, the privacy curtains for the sleeper cab are made from pieces of plastic bag and plastic tree, the fan on the dash is made from a piece of painted scrap plastic tree and the fan cage is made from clear scrap plastic tree panted to have fan blades with a cage around it. I cut the doors out, sanded down the edges, attached fine cabinet hinges to the doors and attached then tho the inside of the cab, I then fabricated door jams from plastic card for the doors so that they didn't swing in too far and so that there wasn't any unsightly gab between the roof pillars and the door. The dry van box trailer is from another Dodge L700 kit modified from a few parts off of another flat bed trailer kit and custom fabricated parts. The goblin mask is made from about 3 layers of 3/4 inch scrap styrene foam sheeting glued together with Elmer's carpenter glue, acrylic paint, body filler, primer and modeler's acrylic paint. The color of green to the goblin mask is made up of 4 custom mixed colors to give it it's look (unfortunately, I couldn't quite find the right shade of green). Put a lot of the stock components together and painted them all 1 color and then detail any specific components. The trailer was a bit of a trick, I had to sand off the ribs off of the sides of the trailer and temporarily hold the walls, roof together to the deck of the trailer with rubber bands until the plastic cement cured. I then painted the whole trailer, I paint the individual wood planking to the decks as well. I attached it to the hood and then paint on the red, the turn signals and many of the running lights to the trailer and hood came off of a Ford Louisville L7000 Snow Plow kit. I had to custom fabricate a new bumper from plastic card because the other one was too small and left a giant gap between the the mask and the front fenders. I had to custom make decals for the trailer and then glued them to the sides and back and I then clear coated them. After all of the major crap like body modifications, part fabrication, major parts assembly/ painting was over with I then painted painted anything else leftover and attached any other detailed parts, and well the rest is history.

 

In total the estimated cost of building this kit was about $268, if I were to build this kit again, it would cost me about $300 to $400.

 

There you go to my dearest fans who were waiting ever so patiently.

 

I will be later posting a Youtube link slide show video on who this was made for those who are interested, so stay tuned.

 

© 2011 By: Deorse (Steven Waller) For entertainment and educational use only.

We decided to go for a city break rather than sun in Tenerife again this September. Other than a few days in the North East we haven’t been away since last March and wanted a change and hopefully some sun. The problem is getting flights from the north of England to the places we want to go to. We chose Valencia as we could fly from East Midlands – which was still a pain to get to as it involved the most notorious stretch of the M1 at five in the morning. In the end we had a fairly good journey, the new Ryanair business class pre-booked scheme worked quite well and bang on time as usual. It was dull when we landed with storms forecast all week, the sky was bright grey – the kiss of death to the photography I had in mind. I was full of cold and wishing I was at work. It did rain but it was overnight on our first night and didn't affect us. There has been a drought for eleven months apparently and it rained on our first day there! The forecast storms didn't materialise in Valencia but they got it elsewhere.

 

You May notice discrepancies in the spelling of some Spanish words or names, this is because Valencian is used on signs, in some guide books and maps. There are two languages in common use with distinct differences. There may also be genuine mistakes - it has been known!

 

Over the course of a Monday to Sunday week we covered 75 miles on foot and saw most of the best of Valencia – The City of Bell Towers. The Old City covers a pretty large area in a very confusing layout. There was a lot of referring to maps – even compass readings! – a first in a city for us. The problem with photography in Valencia is that most of the famous and attractive building are closely built around, some have poor quality housing built on to them. Most photographs have to be taken from an extreme angle looking up. There are no high points as it is pan flat, there are a small number of buildings where you can pay to go up on to the roof for a better view and we went up them – more than once!

 

The modern buildings of The City of Arts and Sciences – ( Ciutat de Las Arts I de les Ciencies ) are what the city has more recently become famous for, with tourists arriving by the coachload all day until late at night. They must be photographed millions of times a month. We went during the day and stayed till dark one evening, I gave it my best shot but a first time visit is always a compromise between ambition and realism, time dictates that we have to move on to the next destination. I travelled with a full size tripod – another first – I forgot to take it with me to TCoAaS! so It was time to wind up the ISO, again! Needless to say I never used the tripod.

 

On a day when rain was forecast but it stayed fine, albeit a bit dull, we went to the Bioparc north west of the city, a zoo by another name. There are many claims made for this place, were you can appear to walk alongside some very large animals, including, elephants, lions, giraffe, rhino, gorillas and many types of monkey to name a few. It is laid out in different geographical regions and there is very little between you and the animals, in some cases there is nothing, you enter the enclosure through a double door arrangement and the monkeys are around you. It gets rave reviews and we stayed for most of the day. The animals it has to be said gave the appearance of extreme boredom and frustration and I felt quite sorry for them.

 

The course of The River Turia was altered after a major flood in the 50’s. The new river runs west of the city flanked by a motorway. The old river, which is massive, deep and very wide between ancient walls, I can’t imagine how it flooded, has been turned into a park that is five miles long. There is an athletics track, football pitches, cycle paths, restaurants, numerous kids parks, ponds, fountains, loads of bridges, historic and modern. At the western end closest to the sea sits The City of Arts and Sciences – in the river bed. Where it meets the sea there is Valencia’s urban Formula One racetrack finishing in the massive marina built for The Americas Cup. The race track is in use as roadways complete with fully removable street furniture, kerbs, bollards, lights, islands and crossings, everything is just sat on the surface ready to be moved.

 

We found the beach almost by accident, we were desperate for food after putting in a lot of miles and the afternoon was ticking by. What a beach, 100’s of metres wide and stretching as far as the eye could see with a massive promenade. The hard thing was choosing, out of the dozens of restaurants, all next door to each other, all serving traditional Paella – rabbit and chicken – as well as seafood, we don’t eat seafood and it constituted 90% of the menu in most places. Every restaurant does a fixed price dish of the day, with a few choices, three courses and a drink. Some times this was our only meal besides making the most of the continental breakfast at the hotel. We had a fair few bar stops with the local wine being cheap and pleasant it would have been a shame not to, there would have been a one woman riot – or strike!

 

On our final day, a Sunday, we were out of bed and down for breakfast at 7.45 as usual, the place was deserted barring a waiter. We walked out of the door at 8.30 – in to the middle of a mass road race with many thousands of runners, one of a series that take place in Valencia – apparently! We struggled to find out the distance, possibly 10km. The finish was just around the corner so off we went with the camera gear, taking photos of random runners and groups. There was a TV crew filming it and some local celebrity (I think) commentating. Next we came across some sort of wandering religious and musical event. Some sort of ritual was played out over the course of Sunday morning in various locations, it involved catholic priests and religious buildings and another film crew. The Catholic tourists and locals were filling the (many) churches for Sunday mass. Amongst all of this we had seen men walking around in Arab style dress – the ones in black looked like the ones from ISIS currently beheading people – all carrying guns. A bit disconcerting. We assumed that there had been some sort of battle enactment. We were wrong, it hadn’t happened yet. A while later, about 11.30 we could hear banging, fireworks? No it was our friends with the guns. We were caught up in total mayhem, around 60 men randomly firing muskets with some sort of blank rounds, the noise, smoke and flames from the muzzles were incredible. We were about to climb the Torres de Serranos which is where, unbeknown to us, the grand, and deafening, finale was going to be. We could feel the blast in our faces on top of the tower. Yet again there was a film camera in attendance. I couldn’t get close ups but I got a good overview and shot my first video with the 5D, my first in 5 years of owning a DLSR with the capability. I usually use my phone ( I used my phone as well). Later in the day there was a bullfight taking place, the ring was almost next to our hotel, in the end we had other things to do and gave it a miss, it was certainly a busy Sunday in the city centre, whether it’s the norm or not I don’t know.

 

There is a tram system in Valencia but it goes from the port area into the newer part of the city on the north side, it wouldn’t be feasible to serve the historic old city really. A quick internet search told me that there are 55,000 university students in the city, a pretty big number. I think a lot of the campus is on the north side and served by the tram although there is a massive fleet of buses as well. There is a massive, very impressive market building , with 100’s of stalls that would make a photo project on its own, beautiful on the inside and out but very difficult to get decent photos of the exterior other than detail shots owing to the closeness of other buildings and the sheer size of it. Across town, another market has been beautifully renovated and is full of bars and restaurants and a bit of a destination in its own right.

 

A downside was the all too typical shafting by the taxi drivers who use every trick in the book to side step the official tariffs and rob you. The taxi from the airport had a “broken” meter and on the way home we were driven 22 km instead of the nine that is the actual distance. Some of them seem to view tourists as cash cows to be robbed at all costs. I emailed the Marriot hotel as they ordered the taxi, needless to say no answer from Marriot – they’ve had their money. We didn’t get the rip off treatment in the bars etc. that we experienced in Rome, prices are very fair on most things, certainly considering the city location.

 

All in all we had a good trip and can highly recommend Valencia.

 

Idea 2)‘Jihadi with gun’ – A human male model dressed like an ISIS fighter in black with a covered head e.g. using a balaclava, posing with a gun or assault rifle/machine gun set against an appropriated background showing a distant explosion and/or oil wells on fire to mislead the viewer to believe that the scene is a real event.

 

Connotation: With the ISIS fighter in a threatening pose brandishing a gun/rifle, it communicates a sinister propaganda message to the viewer. The viewer will feel that they are under fire themselves

 

Denotation: A model dressed as an ISIS fighter with a conflict explosion or oil wells on fire in the background

 

You can read more about my thought processes at: jasmineameliamurrayphotography.wordpress.com/2014/09/25/p...

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El empleado “bomba de tiempo” podría conducir a clientes insatisfechos, compañeros de trabajo infeliz, litigios costosos, violencia en el trabajo, o en algunos casos, todo lo anterior. Cualquiera sea la forma de una explosión toma, sus efectos pueden ser devastadores. Así que, como de...

 

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Choose the best alternative:

1) I haven't an objective wide enough

2) the subject i too BIG

3) I am too close

4) stitching several photos is frustrating

5) anything else, pls describe.

I have several photo 'series' like this one I seem unable to stack with Registax or IRIS, and wondered if anyone could point me in the right direction.

As you can see from this montage, I took four photos as the sun drifted across, re-adjusted the view and took four more, and re-adjusted a final time and took four more.

Trouble is, it would seem there's too much 'drift' for Registax to cope with, and loading all 12 images at full resolution seems to blow it's mind.

And ideas?

 

SOLVED

 

I got this reply in Astronomyshed.co.uk:-

 

[quote="Bizibilder"]Try this: sites.google.com/site/astropipp/ 'Tis freeware - just bung in your pictures and it will centre and crop them for you, then back to Registax 5 for preference and you should be OK.[/quote]

 

It works! Now I can get on with stacking the 3,000 or so photos I took like this - thanks for your time folks!

 

Result:-

Video - www.youtube.com/watch?v=zGXNMFQdL-E&hd=1

Marriage Problem Solution Specialist Astrologer Ankit Sharma Ji

Direct Call: +91-98154-18307

WhatsApp/Viber: +91-98154-18307

Mail: info(at)AstrologerAnkitSharma(dot)(com)

Skype: Ankit.sharma3291

 

Whoever cultivates the fantasy into art is a little crazy. Their problem is to make interesting that madness.

 

Begoña is an stage actress.

 

Estudio/Studio: www.fotoflash77.com

He went on telling me about his life while I was taking his photo, and then he said "I used to be a graphic designer. The first business meeting I went to they said half a million dollars wasn't enough. But I'm here asking for loonies and toonies."-Matt Alvarez (right)

  

Pentax K1000

SMC Pentax-A 50mm 1:1.7

Fujifilm Superia 400

Saturday.

 

And already, our days in the heather-thatched cottage are coming to an end, as we leave here in two days. Oh dearie dearie me.

 

But before then, a major problem, in that we are running out of clean clothes. With our dongle-provided mega-slow internet connection, I find a post code of a laundrette in Hexham. With bags of rancid washing, we climb into the car and drive to the bright lights of Hexham.

 

The laundrette, or laundry, will do our clothes, and do them in three hours, so disaster averted. Waitrose opened at eight, so we stocked up on beer/cider and also got croissants for breakfast. So, despite being at the northern extreme of the empire, we could have a French style breakfast.

 

Outside, all was grey and gloomy; a light drizzle fell, so after discovering the car radio could pick up DAB radio, we tried the radio we brought inside, and with the radio in the one place in the living room that could pick up a signal, we sat listening to Danny Baker and his milk bottle-inspired stories.

 

As you do.

 

I look at some leaflets, and recall listening to a funny radio show by Mark Steel about Barnard’s Castle. The Bowes Museum looks like a French Chateu, has paintings and stuff. Which is why in ten minutes, we have loaded up the car and are heading to County Durham, again.

 

Up through Hexham, pausing to collect our freshly laundered washing, then up along narrow wall-lined lanes, up in the to foothills. Oddly, it all looked familiar, then it clicked: this was the road we travelled when we came up for a wedding on an old RAF friend of mine.

 

Anyway, past the Traveller’s Rest pub, and along roads that went up and down like a roller coaster, until the rad began to climb up and up. And just kept going. Soon we were ount on the moors, travelling along a road lined with wooden posts, used to find it when the snow fell. It was wonderfully bleak stuff.

 

The light was sensational, illuminating the rolling hills, covered with heather; glowing purple in the sunlight.

 

The road then started to descend, then drop like a stone into the town of Stanhope. We crossed the river, then the road reared up like a bucking bronko once again, in triple hairpin bends. Then we were crossing moors again, sunlight playing on the rolling moors. The fields were unfenced, so as well as the ducking and diving road, there were the silly sheep to contend with, who were prone to just wandering across the road.

 

A lone descent once again this time towards Barnard’s Castle, into a fine market town, the high street lined with interesting shops, and at the far end, a round building, around which a roundabout had been built. As you do.

 

We turned left to the Bowes Museum, and although we knew it was built to look like a French Chateau, to see it there, in the wilds of County Durham, is quite extraordinary.

 

We were able to park on the wide driveway, walk across the ornamental garden, thus ruining peoples shots, and up the steps leading to the terrace and entrance. The museum has just opened an exhibition of the French designer Yves Saint Laurent, is that how you spell it? Anyway, fashionistas of all ages were there, and us looking like two parcels of scruff. We paid for the ordinary entrance with out the YSL ticket.

 

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The Bowes Museum is a hidden treasure, a jewel in the heart of beautiful Teesdale. The magnificent building stands proud in the historic market town of Barnard Castle housing internationally significant collections of fine and decorative arts. Purpose built in the 19th century by John and Joséphine Bowes, the Museum has a wonderful story to tell.

 

John, the son of the 10th Earl of Strathmore, was born at No 13 South Street, Chelsea, London. His mother was a commoner, Mary Millner, who caught the Earl's eye when she worked on his Teesdale estate and ended up living with the Earl to all intents as his wife for many years. The Earl married her just 16 hours before his death in an unsuccessful attempt to secure his son’s succession. Two very long court cases ensued, finally settling the Durham estates on John, but not recognising him as the legitimate heir to the Strathmore title.

 

John was educated at Eton and became a very successful businessman who profited from the coal reserves on his land. From 1847 he spent his time between France and England exploring his interest in the arts. It was here he bought a theatre and met the Parisian actress Joséphine Coffin-Chevallier.

 

Joséphine was born in 1825. She was an actress in the Théatre des Variétés, Paris, owned by John Bowes. Joséphine was a talented amateur painter, who shared John’s love of the arts; she was interested in a range of art forms including paintings, ceramics, furniture and textiles. Once the couple married in 1852 they soon began to develop the idea of creating a world-class museum back in John’s ancestral home of Teesdale in order to introduce the wider world of art to the local people.

 

The prospect was daunting; nothing had matched the scale, grandeur or location of this colossal proposal in their lifetime. Plans were meticulously scrutinised and painstakingly formed in order to give the North East a truly magnificent edifice, a home suitably fitting for all the precious treasures which would be contained within it.

 

The Bowes’ enthusiasm was immeasurable as Joséphine laid the foundation stone in 1869. She said: ‘I lay the bottom stone, and you, Mr Bowes, will lay the top stone’. As the building grew, so did their collection and an astounding 15,000 objects were purchased between 1862 and 1874.

 

Suddenly the project was blighted when Joséphine died in 1874. John’s motivation towards their lifelong achievement took an enormous blow and he virtually ceased collecting. Fortunately the building did continue, but John, like his late wife, never saw its completion. He died in 1885 and never did carry out Joséphine’s wish of laying the top stone.

 

Despite the death of John and Joséphine, momentum for the project had reached such a scale that it continued under the leadership of Trustees and The Bowes Museum was finally opened to the public on 10th June 1892 and attracted nearly 63,000 visitors in its first year.

 

John and Joséphine ensured that their Museum was filled with treasures; since collecting has continued since the opening, storage and display space comes at a premium. At every turn you can see important and precious works from all over Europe, and each piece has its own story to tell. However, it is the 240 year-old Silver Swan that is the best-loved object in the Museum. The Silver Swan is an English silver automaton, a unique attraction that was bought by the Bowes in 1872. The life size model is still in working order and is operated at the Museum on a daily basis.

 

The diverse collection spans three floors of the magnificent building and contains items too numerous to list. Whether it is paintings by Canaletto or Goya, porcelain produced at Sèvres, or marquetry attributed to André-Charles Boulle it can all be found at The Bowes Museum, which has received Designated status from the government in recognition of the outstanding collection.

 

Visitors to The Bowes Museum today can not only learn of John and Joséphine’s wonderful story and marvel at the fascinating collections but can also enjoy an exciting programme of exhibitions. Activities in the park and a popular café and shop add to the visitor offer at the Museum, making it fit for purpose in the 21st century. The magnificent legacy that John and Joséphine left to the people of Teesdale retains its charm and intrigue yet sympathetic developments have made the attraction a popular, vibrant and exciting day out for all.

 

www.thebowesmuseum.org.uk/en-gb/aboutus/history.aspx