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Photo No# 5 of 5.
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Nikon D300 DX Camera.
Nikkor 17-55 2.8 Lens.
Just ran back into the house to upload this.
Fighting for 3 hours, 3 pump trucks and maybe
3 or 4 dozen people.
Fire was stopped at our drive way but keeps
starting back up.In fact it was stopped in the
middle of the road with lots of trees everywhere.
The field the fire came across is 150 - 300 acres.
Behind me is many eucalyptus trees and Asian
Pine trees. One year ago I was fighting a fire in
this same place when I was hurt pretty badly and
here we are again !
Off to the right is a solid wave of flame stretching
150 meters along our compound property line.
The heat is brutal, smoke is choking so I took off back
to the house. If worse comes to worse the dogs will be
thrown into the river and I'll follow.
No# 1 is out of town at her sisters but in constant
communication via cell phone.
It's getting dark out except for the red sky created from flames.
Just hoping we don't lose the power lines or our home..............
Later, have 2 run.
Jon&Crew.
.
This is an area of Italy that dates back over 2000 years. This tiny roof and "canal" area is where Roman women would come and wash clothes while their men were off fighting the Gauls.
It's now been converted to a little cafe where Italian people sit around and complain about Zidane, a modern day Gaul.
All Rights Reserved - Trey Ratcliff - From Stuck In Customs www.stuckincustoms.com
This MRI scan shows a knee joint with cartilage covering the articulating joint surfaces to help the bones slide smoothly.
Cartilage responds slowly to changes in joint loading because it does not have any blood vessels, lymphatic system or nerves to feed and grow tissue, so nutrients are absorbed slowly.
Everyday loading of our skeleton is important to keep cartilage healthy because the motion and loading of the joint are needed to get nutrients into the cartilage, but little is known about cartilage in bedridden people on Earth.
To find out more, the Institute of Biomechanics and Orthopaedics of the German Sport University Cologne in Germany is studying astronauts.
As astronauts float in space for up to six months their legs are hardly used in weightlessness. The researchers are analysing biomarkers in up to 10 astronauts before and after flight to chart cartilage metabolism, thickness, volume and water content in knee joints.
This is the first time such a study is being done on healthy people. As cartilage responds so slowly, a similar study with healthy individuals on Earth would require that they do not move for many months, which is impossible.
The goal is to learn more about how the knee cartilage of the astronauts suffers from their trip into space. From here, researchers are hoping to understand the role of mechanical loading for cartilage health and the development of osteoarthritis.
Credit: ESA
"...Y soy, de poncho y espuela,
sobre cualquier redomón,
uno más de mi nación
con la vida por escuela,
el que, a versos y vigüela,
con nudos y disonancias
en poblados o en estancias
se cortó solo, a lo entero,
con modestia o altanero
asegún las circunstancias..."
Fragmento de "Modestia aparte...", de Wenceslao Varela
Fuente: gauchoguacho.blogspot.com/2008/07/modestia-aparte.html
Montevideo, Montevideo, Uruguay
This phenomenon is well known. Drinking giraffes splay their legs to lower their heads and drink. Having finished satisfying their thirst, they raise their heads swiftly to check for danger and the last couple of litres reverses back down to the mouth to create a ribbon of water.
If you think you have seen this pic before, you're probably right! I think I improved it a bit.
A light-hearted sign observed on the exterior of The Swan Hotel, public house on Corporation Street, St Helens, Merseyside.
Downtown drug problems - a lady looks on as an addict falls into a semi-coma having just had a fix. Moments later the lady was on the phone to EMS. If you look carefully you'll see the addict is still wearing his ID band and stick on chest patches fresh from his last visit to hospital.
Problems with resin on placemat two. Try to peal it off (works on smaller pieces of polymer) but fail.
Haven't been posting much lately...A website and G+ with a dash of Tumblr have been keeping me busy...and life.
Nothing in this world is equal or fair. This isn't a human problem. There is no equality or fairness in the natural world. We fool ourselves believing we can make everything good for everyone.
There are several situations when a divorce certificate translation or other translated divorce paperwork might be required. This could include when filling a visa application, wanting to buy a house, or even if intending to marry someone else. Whatever reasons you have for wanting your divorce certificate translated, it is very important you ensure that the translation is high quality by using a professional divorce certificate translation service. To know more visit here: legal-translations.com.au/when-are-divorce-certificate-tr...
"I have a real problem with stillness. With just stopping and being quiet."
Gillian Anderson
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© Copyright Natalie Panga - All rights reserved.
January 4, 2019
Minneapolis, Minnesota
A few weeks ago Julia and I took an intro to bouldering class at Minneapolis Bouldering Project and loved it. Our 2019 goals include both working on our fitness and trying new activities/fostering new hobbies, so after work today we joined the bouldering gym.
Bouldering is a form of rock climbing without using ropes or harnesses. It was originally developed as a way for rock climbers to practice more complex climbing moves at a safe distance from the ground - typically bouldering gyms' walls aren't more than 20 feet tall and have cushioned floors, in case of falls. Today, bouldering has become a sport in itself.
The different color coded routes on a wall in a bouldering gym are called problems. From the easiest, yellow, to the hardest, white, the problems are designed to not only test your physical ability, but also function as a puzzle for your mind as well.
One of the problems for me being a closet dresser is next door neighbours. The open window on the top left is my neighbours bedroom. Obviously it is not easy to get onto the patio when she is around. Also i took the picture from my conservatory which is also in view of her bedroom. Today i saw her go out so felt at ease to be Linda outside.
Me: "Where did you get that?!"
Danbo: "... Um, internet?"
I guess slicing the muffin in half made it easier to carry.. I still don't know for sure how she got that samurai sword.
My sister retired today. She is two years and three months younger than me; I've still got 49½ working days to go ...not that I'm counting or anything. And they say it's a man's world. Fwuh!
I can't bloody-well wait. Since leaving the buses in June 1990 I've done stupid, blue collar, low-paid jobs like this, surrounded during the last ten years by immigrants from eastern Europe (with a smattering from Portugal and Brazil) because our native dossers are unwilling to do such work. The unwillingness I completely understand. I do it most unwillingly myself: but then, the same applies to every job I've ever done. I've loathed every single minute of working life, but I've done it, and I feel there has been a kind of resigned, beetle-like heroism in the relentless getting up and going in every day. I've never been unemployed. I've worked because I've had to, the alternative being to live under a railway bridge and eat scraps from litter bins. We are all "free" to do that.
Come to think of it, I hated school too. School and work have been the total of my life so far. Of retirement I cannot yet give an opinion, but I've looked forward to it as a far-off, blessed deliverance from suffering since about the third day of my working life, that is since February 1966.
Perhaps I will return to this subject during the mercifully decreasing number of days that stand between me and a pension. This was actually taken back in my "lost" digital years, in November 2007. Note the food industry hairnet. They were white in those days. Apparently the colour is important, and has been changed twice since. We now use blue; I've no idea why. Those wifty little "bump guard" jockey cap things were replaced by proper hard hats, latterly with ear defenders. They make me look ever so butch. All I need now is a pair of rigger boots. This was "my" reach truck, then nearing the end of its "rental aggreement". It was replaced by another not long afterwards. I preferred the older one. About six months ago one of my colleagues, told to clean the newer truck (we must have been trying to pull the wool over the eyes of some auditors, or a deputation of big knobs from Head Office), thought that the easiest way to accomplish this would be to take it outside and hose it down. In this he was doubtlessly correct; unfortunately it blew all the truck's electrical circuits. The estimate for repair was £3,000. We parked the truck in a corner and managed to keep the matter from our boss until about a fortnight ago when ...blimey! ...he actually descended from "upstairs" and made an appearance on the shop floor. By this time the person responsible had been sacked for a series of unrelated misdemeanors, mostly involving collisions between his truck and various parts of the building.
My nephew Marian (4) has a problem. The beer cap is too tough for him. You can guess from his expression how hard is he pushing to open the bottle of Budweiser. But since he is rather stubborn he finally made it. Yes, "if you want you can". Taken with Zuiko OM 50/1,8, aperture either 1,8 or 2, ambient light, cropped in photoshop.
+++ 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:
Following good performance from the pioneering diesel-hydraulic locomotive the DB Class V 80, the Deutsche Bundesbahn planned in 1953 to build several types of new diesel locomotive, primarily to replace steam powered locomotives.These were: V 60, and V 65, both shunters, the V 65.2, also for shunting as well as light freight trains, the heavy DB Class V 200, for express passenger trains, and the universal V 160 for both freight and passenger work on the main network.
The new V 160 class was a central piece in this line-up, because it would replace important steam-powered engines such as the BR 03, BR 23, BR 38.10 (former Prussian P 8 class), BR 39 (ex P 10), BR 50, BR 57 (ex G 10) and BR 78 (ex T 18). Steam heating for passenger coaches was necessary, and a top speed of 120 km/h was specified. Initially, a 1,600 hp powerplant, consisting of two engines of the same type as in the light V 80 was planned, the first newly developed diesel locomotive built for main line service by the Deutsche Bundesbahn (but only built in 10 examples). This dual engine arrangement had already been successfully introduced in the heavy V 200, which was initially powered by two 1,000 hp diesel engines. However, it was soon realized, that, if a single, high-powered engine could be used, weight, complexity and therefore maintenance and other costs would be considerably reduced. The V 160’s design was modified accordingly and a single MTU V16 four-stroke diesel engine was chosen. Both two-axle bogies were powered via drive shafts from a two speed hydraulic drive from Voith, which offered a compromise between the requested high speed for light passenger trains and the alternative reduced second gear with lower top speed, but much higher torque, for freight train service. Gears could only be switched when the locomotive was standing still, though.
In the spring of 1956, V 160 development began at Krupp. Welded steel components along with other lightweight materials were used to keep the axle load well below 20t, so that the V 160 could be safely operated on secondary lines. However, in the main production series of locomotives, some of the lighter weight welded construction was abandoned in favor of less expensively produced components - leading to an increase in axle weight from ~18.5 to ~20t, which was still acceptable but lowered overall production costs. This was furthermore not regarded as a major problem since the DB perspectively started to abandon branch lines, switching to more economical diesel multiple units or giving them up altogether towards the Seventies.
The first V 160 unit was delivered on 6 August 1960, with eight more following by 1962 from both Krupp and Henschel. These prototype units, due to their rounded, “busty” front end, were later to become unusual amongst the entire V 160 family and earned them the nickname “Lollo” (in allusion to Gina Lollobrigida). A final prototype V 160 010, the tenth, was manufactured by Henschel in 1963 and the first to feature the serial locomotives’ angled front end, which was inspired by the design of the super-heavy V 320 Henschel prototype.
Despite the single main engine, the V 160 was still a complex locomotive. In addition to the main engine, the V 160 featured a small, independent auxiliary diesel engine, driving a generator providing the 110 V electrical supply for lighting as well as driving an electric air compressor for the brakes. The steam heating apparatus, sourced from Hagenuk and powered by fuel oil, took up one end of the locomotive, between the engine and drivers cabin. It had the capacity to satisfactorily heat 10 coaches when the outside temperature was -10°C. For passenger train service, most V 160 locomotives were also equipped for push-pull operation, as well as for multiple working, controlled via a 36 pin control cable and respective sockets on the locomotives front ends.
The prototypes performed well, and volume production began, numbers V 160 011 to V 160 224 being built between 1964 and 1968 by Krupp, Henschel, KHD, Krauss-Maffei and MaK. The first V 160/216 locomotives entered service on the Hamburg to Lübeck line, working push-pull double decked passenger trains, replacing the BR 38.10 and BR 78 steam engines. The engines were also used on freight workings as well. On push-pull passenger working, the locomotives were sometimes found in the middle of the train - which facilitated easier separation of carriages en route.
By the time the 156th example was under completion, the Deutsche Bundesbahn changed its numbering system. From then on, the V 160 class were re-designated as Class (Baureihe = BR) 216, with the individual unit numbering continuing as before. Over the next decade, because of changing requirements – mostly in terms of increased power, speed as well as the requirement for electrical passenger heating – a number of related classes sprang up, the BR 210, 215, 217, 218 and 219. Although some were a little longer and carried additional components (e.g. an auxiliary jet engine), all of them were essentially based on the original V 160 and more than 800 machines of all types were eventually built.
Since the 1990s, the Bundesbahn’s BR 216 locomotives scope of work started to shift more on freight than on passenger trains because of the lack of steam-heated passenger stock. From 2000 onwards, the Deutsche Bahn AG’s BR 216 fleet was phased out, with the last locomotive being decommissioned in 2004.
Several locomotives were sold to private operators like rail construction companies and remained in frequent use, and some retired BR 216s were re-built and offered for sale, too. The first in the series of rebuilt Class 216s was called type “DH 1504” and created in 1998 by the firm 'On Rail'. Despite only little external changes, the result was an almost completely new locomotive, only the transmission, bogies and frame were saved from the original locomotive. The original V16 diesel engine with 1,370 kW (1.900 hp), was replaced with a lighter but more powerful 1500 kW (2,085 hp) V12 four-stroke diesel engine, also from MTU. On customer demand, a new electric Webasto heating system could be installed instead of the original steam heating system, making the DH 1504 capable of operating modern passenger trains, and for this purpose the units were also fitted for multiple working as well as for remote control operation (e.g. for shunting). Another option was additional ballast, so that the axle load could be kept at 20 tons for better traction. Otherwise, 18 t axle load was standard for the revamped DH 1504.
Since 1998, 6 of these locomotives were re-built for private operators in Germany. By late 2019, three DH 1504 locomotives were in the use of the Osthannoversche Eisenbahnen (OHE), two work for the Niederrheinische Verkehrsbetriebe (NIAG) and one for the Mindener Kreisbahnen (MKB). However, the biggest sales success for OnRail’s modernized BR 216 was the export to Poland, where the PKP (Polskie Koleje Państwowe, Polish State Railways). After its privatization in 2001, the PKP was looking for a low-cost replacement for its last ST-43 Class diesel electric freight locomotives of Romanian origin, which dated back to the 1960ies. Twenty DH 1504 locomotives for mixed duties were built by OnRail between 2001 and 2005 and entered PKP service as Class SU-29 (spalinowa uniwersalna = mixed-traffic diesel locomotive with hydraulic transmission and multiple-unit control). Their initial primary field of duty was the cross-border freight traffic on the east-west relation on the PKP “Polskie line Kolejowe”, the so-called “Niederschlesische Gütermagistrale”. Since 2005, this route had been expanded, electrified and became double-railed, so that the SU-29s gradually took over more and more passenger train duties on non-electrified major lines. The SU-29 machines are expected to remain in PKP service beyond 2030.
General characteristics:
Gauge: 1,435 mm (4 ft 8½ in) standard gauge
UIC axle arrangement: B´B´
Overall length: 16,800 mm (52 ft 57⁄8 in)
Pivot distance: 8,600 mm
Bogie distance: 2,800 mm
Wheel diameter (when new): 1000 mm
Fuel supply: 3,800 l
Service weight: 80 t
Engine:
MTU 4000R20 V12diesel engine with 1500 kW (2,085 hp) at 1,800 RPM
Gearbox:
Voith L821rs 2-speed gearbox
Performance:
Maximum speed: 120 km/h (75 mph) or 80 km/h (50 mph)
Torque: 235,2 kN
The kit and its assembly:
Well, this is a rather unusual what-if “build”, since this not a model kit as such but rather the conversion of a readymade H0 gauge model railway locomotive for the “Back into service” group build at whatifmodelers.com in late 2019.
The inspiration was not original, though: some time ago I stumbled across a gift set from the former East-German manufacturer Piko, apparently for the Polish market. It contained a set of double deck passenger wagons, and a (highly simplified, toy-like) German BR 216 in PKP markings. It was called SU-29 and carried a very crude and garish green livery with yellow front ends – inspired by real world PKP diesel locomotives, but… wrong. I found this so bizarre that it stuck in my mind. When I dug a little further, my surprise even grew when I found out that there were other national adaptations of this simple Piko BR 216 (e .g. for Denmark) and that Piko’s competitor Roco offered a similar BR 215 in PKP colors, too! This time, the fictional locomotive was designated SU-47 (which cannot be since this would indicate a locomotive with electric power transmission – poor job!), and it also wore a bright green livery with yellow front markings. Bizarre… And the PKP does NOT operate any BR 216 at all?!
However, with the GB topic in mind, I decided to create my own interpretation of this interesting topic – apparently, there’s a market for whiffy model locomotives? The basis became a 2nd hand Märklin 3075 (a BR 216 in the original red DB livery), not a big investment since this is a very common item.
In order to easy painting, the locomotive was disassembled into its major sections and the body stripped of any paint in a one-week bath in oven cleaner foam, a very mild and effective method.
The heavy metal chassis was not modified, it just received a visual update (see below).
The upper body underwent some cosmetic surgery, though, but nothing dramatic or structural, since the DH 1504 described above only differs in minor external details from the original BR 216. I decided to modify the front ends, especially the lights: Locomotives in PKP service tend to have VERY large lamps, and I tried to incorporate this characteristic feature through masks that were added over the original light conductors, scratched from styrene tube material.
In the course of this facial surgery, the molded handles at the lower front corners were lost. They were later replaced with three-dimensional silver wire, mounted into small holes that were drilled into the hull at the appropriate positions. Fiddly stuff, but I think the effort was worth it.
The original vent grills between the lower lamps were sanded away and covers for the multiple working cable adapters on the front ends added – scratched with small styrene profile bits.
For a cleaner, modern look, I removed the original decorative aluminum profile frame around the upper row of cooling louvers. The roof was modified, too: beyond the bigger headlight fairing, the exhaust for the auxiliary diesel engine was removed, as well as the chimney for the old steam heating system. The diesel engine’s exhaust pipes were lengthened (inspired by similar devices carried by DB BR 218), so that the fumes would be deviated away from the locomotive’s hull and the following wagons. Horns and a blade antenna for each driver’s cabin were added, too.
Painting and markings:
Both Piko and Roco V 160s in PKP markings look garish – righteously, though, since PKP locomotives used to carry for many years very striking colors, primarily a dark green body with a light green/teal contrast area on the flanks and yellow quick recognition front markings. However, I did not find any of the two model designs convincing, since they rather looked like a simple toy (Piko) or just wrong (Roco, with a surreal grass green contrast tone instead of the pale teal).
I rather went for something inspired by real world locomotives, like the PKP’s SU- and SP-45s. The basic design is an upper body with a dark green base (Humbrol 76, Uniform Green) and a pale green-grey area around the upper row of louvres (an individual mix of Humbrol 96 and 78). The kink under the front windows was used for waterline reference, the front section under the windows (in the dark green base) was painted in bright yellow (Humbrol 69) as a high-viz contrast, a typical feature of PKP locomotives. The chassis received a grey-green frame (somewhat visually stretching the locomotive) with bright red (Humbrol 19) headstocks, a nice color contrast to the green body and the yellow bib.
Silver 1.5mm decal stripes (TL Modellbau) were used to create a thin cheatline along and around the whole lower section. At some time I considered another cheatline between the light and dark green, but eventually ignored this idea because it would have looked too retro. The locomotive’s roof became medium grey (Revell 47).
The running gear and the tanks between the bogies were painted in very dark grey (Humbrol 67, similar to the original DB livery in RAL 7021) and weathered with a light black ink wash, some thinned Burnt Umbra (simulating dust and rust) plus some light dry-brushing with dark grey that emphasized the surface details. This used look was also taken to the upper body of the locomotive with watercolours (Grey, Black and some Sienna and Burnt Umbra) for a more natural look of daily service – rather subtle, and I emphasized the louvres, esp. on the light background, where they tended to disappear.
Individual markings consist of single decal letters in silver and white in various sizes (also TL Modellbau) for the locomotive’s registration code as well as of H0 scale catenary warnings from Nothaft Hobbybedarf, plus some generic stencils from various model decal sheets (incl. Cyrillic stencils from an 1:72 MiG-21 decal sheet…).
For a uniform finish I gave the locomotive an overall coat of matt acrylic varnish from the rattle can – it still has a slightly sheen finish and matches well the look of Märklin’s standard rolling stock.
A different kind of what-if project, but this has not been my first H0 scale locomotive conversion. The fictional PKP SU-29 looks a bit weird, with the garish paint scheme and the oversized headlights, but this strangeness makes this model IMHO quite convincing. The model is fully functional, even the light works well in the enlarged headlight fairings. Maybe I’ll sell it, since I do not have the appropriate model railway set at hand to effectively use it (which is also the reason for the rather limited scope of pictures of the finished item). And I am curious what people might be willing to pay for such a unique, fictional item?
This must perfectly express the sentiments of anyone working in anything remotely like customer service. I found this sign and hung it in the office of my workplace, but first I photographed it to share with anyone who might like it as much as I do.
On Saturday the L train was suspended for a bit because of a rail problem north of Bedford avenue. Subway issues can bring "The City That Never Sleeps" to a screeching halt.
...
That's right, problems with the Nikkor 70-200 2.8 VR.
The beautiful photo taken on the 25th with the same
lens failed this morning. 199 photos taken and only
one was usable. And even this one is marginal...
If we lived in Bangkok the lens would be taken
in for a look see, but we live in the jungle a
long was from Bangkok. So, I'm at a loss.
Plus, our financial situation puts this on
hold until further notice............. ;-0---
Thanks for stopping by ;-)-
Jon&Crew.
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