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Beach holidays were born in the 1700s in Great Britain, this social phenomenon was born in which bathers for the first time go to the beaches, certainly not as sunny as those bathed by the Mediterranean Sea, they are fully dressed; this "new fashion" is also encouraged by the belief of English doctors since the beginning of the eighteenth century (starting around 1720), that breathing the brackish sea air and bathing in cold sea water is healthy, invigorates the body and cure lung diseases (conviction even more strengthened by the discovery of oxygen by Antoine Lavoisier in 1778, which led to the greater diffusion and conviction of the theories on the health benefits of sea air, which was thought to be more oxygenated and pure), these theories push many people from Northern Europe suffering from severe lung diseases to spend long periods in southern Europe, often in the south of Italy, this explains why characters with extraordinary qualities come to Taormina to cure their tuberculosis. The photographer baron Wilhelm von Gloeden and the English lady Florence Trevelyan Trevelyan had the seawater brought with their mules from Isola Bella, but while W. Von Gloeden heated the sea water, the English noblewoman Lady Trevelian did not heat it, mindful of the teachings of the English medical school, this will cause her death from bronchopneumonia on 4 October 1907 (see my previous "photographic stories" about Taormina). In fact, "thalassotherapy" was born in Great Britain, together with the social and cultural phenomenon of frequenting bathing beaches (before the beginning of the 18th century, the sea and its beaches were lived, except for reasons of trade and fishing, in a dark and negative way, from the sea often came very serious dangers such as the sudden landings of ferocious pirates, or foreigners carrying very serious diseases could land). Thus the fashion of spending holidays by the sea was born in the English aristocracy and high bourgeoisie of the time, subsequently the habit of going to the sea spread to all levels of society, the railways that were built throughout Great Britain to 'beginning of the nineteenth century, made travel to the ocean accessible even to the lower classes, they too will frequent the seaside resorts, Blackpool becomes the first seaside resort in Great Britain completely frequented by the working classes thanks to the presence of low-cost bathing establishments; the great and definitive boom in seaside tourism will then take place in the 1950s and 1960s. This being the case, it should not be surprising to know that in Great Britain the beaches are more frequented than one might instinctively think due to a climate very different from the Mediterranean one, and that this socio-cultural phenomenon has been investigated at the photographic by photographers of the same Great Britain, of these I mention four names. An important photographer, who probably inspired subsequent photographers, was Tony Ray-Jones, who died prematurely in 1972, at the young age of 30, who was trying to create a “photographic memory” of the stereotypes of the English people; the famous photojournalist Martin Parr, who, although inspired by the previous one, differs from it for his way of doing “social satire” with his goal; finally, I would like to mention David Hurn and Simon Roberts, the latter with wider-ranging photographs, with photographs more detached from the individual. In Italy there are numerous photographers (I will mention only a few) who have made in their long career images captured in seaside resorts (generally we speaking of "beach photography" similar to "street photography"), photographs that are often unique in their style, such as that adopted by Franco Fontana, I mention Mimmo Jodice, Ferdinando Scianna (of whom I am honored to have known him personally), and Massimo Vitali, famous photographer (understood by some as "the photographer of the beaches"), especially for his beautiful photographs taken on the beaches (but not only), thanks to the presence of elevated fixed structures as a kind of mezzanine, built specifically in the bathing beaches for the realization of his photographs. This is my introduction to talk about the theme proposed here, that of “beach photography” (with some exceptions for “narrative” reasons), with a series of photographs taken on the beaches surrounding Taormina (Sicily). For some photographs I used a particular photographic technique at the time of shooting, in addition to capturing the surrounding space, it also "inserted" a temporal dimension, with photos characterized by being blurry because the exposure times were deliberately lengthened, they are confused-out of focus-imprecise-undecided... the Anglo-Saxon term that encapsulates this photographic genre in a single word is "blur", these images were thus created during the shooting phase, and not as an effect created later, in the post-production phase.
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Le vacanze al mare nascono nel ‘700 in Gran Bretagna, nasce questo fenomeno sociale nel quale i bagnanti per la prima volta si recano sulle spiagge, non certo assolate come quelle bagnate dal mar Mediterraneo, sono completamente vestiti; questa “nuova moda” è anche incoraggiata dalla convinzione dei medici inglesi fin dall’inizio del ‘700 (a partire dal 1720 circa), che respirare l’aria salmastra del mare e fare il bagno nell’acqua marina fredda sia salutare, rinvigorisca il corpo e curi le malattie polmonari (convinzione ancor più rafforzata dalla scoperta dell’ossigeno da parte di Antoine Lavoisier nel 1778, che portò alla maggiore diffusione e convinzione delle teorie sui benefici per la salute dell’aria di mare, che si pensava essere più ossigenata e pura), queste teorie spingono molte persone del Nord Europa affette da gravi malattie polmonari a trascorrere dei lunghi periodi nel sud Europa, spesso nel meridione d’Italia, questo spiega perché a Taormina giungono personaggi dalle qualità straordinarie per curare il proprio “mal sottile”, il barone fotografo Wilhelm von Gloeden e la lady inglese Florence Trevelyan Trevelyan si facevano portare coi muli l’acqua di mare proveniente dall’Isola Bella, però mentre W. Von Gloeden riscaldava l’acqua marina, la nobildonna inglese lady Trevelian non la riscaldava, memore degli insegnamenti della scuola medica inglese, questo causerà la sua morte per broncopolmonite il 4 ottobre del 1907 (vedi i miei precedenti “racconti fotografici” su Taormina). Infatti la “talassoterapia” nasce in Gran Bretagna, insieme al fenomeno sociale e culturale della frequentazione dei lidi balneari (prima dell’inizio del ‘700, il mare e le sue spiagge erano vissuti, tranne che per motivi di commercio e di pesca, in maniera oscura e negativa, dal mare spesso provenivano gravissimi pericoli come gli sbarchi improvvisi di feroci pirati, oppure potevano sbarcare stranieri portatori di gravissime malattie). Nell’aristocrazia e nell’alta borghesia inglese di allora nasce così la moda di trascorrere le vacanze al mare, successivamente l’abitudine di andare al mare si diffonde a tutti i livelli della società, le ferrovie che furono costruite in tutta la Gran Bretagna all’inizio dell’Ottocento, resero i viaggi verso l’oceano accessibili anche per i ceti più bassi, quelli più popolari e meno agiati, anch’essi frequenteranno le località balneari, Blackpool diviene la prima località balneare della Gran Bretagna completamente frequentata dalle classi popolari grazie alla presenza di stabilimenti balneari a basso costo; il grande e definitivo boom del turismo balneare si avrà poi negli anni ’50 e ’60. Stando così le cose, non ci si deve meravigliare nel sapere che in Gran Bretagna le spiagge sono più frequentate di quanto istintivamente si possa pensare a causa di un clima ben diverso da quello Mediterraneo, e che questo fenomeno socio-culturale sia stato indagato a livello fotografico da parte di fotografi della stessa Gran Bretagna, di questi cito quattro nomi. Un importante fotografo, che probabilmente ispirò i successivi fotografi, fu Tony Ray-Jones, scomparso prematuramente nel 1972, alla giovane età di 30 anni, il quale cercava di realizzare una “memoria fotografica” degli stereotipi del popolo inglese; il famoso fotoreporter Martin Parr, il quale pur ispirandosi al precedente, se ne differenzia per il suo modo di fare “satira sociale” col suo obiettivo; infine desidero menzionare David Hurn e Simon Roberts, quest’ultimo con fotografie di più ampio respiro, con fotografie più distaccate dal singolo individuo. In Italia numerosi sono i fotografi (ne cito solo qualcuno) che hanno realizzato nella loro lunga carriera immagini colte in località balneari (genericamente si parla di “beach photography” affine alla “street photography”), fotografie spesso uniche nel loro stile, come quello adottato da Franco Fontana, menziono Mimmo Jodice, Ferdinando Scianna (del quale mi onoro di averlo conosciuto personalmente), e Massimo Vitali, famoso fotografo (da alcuni inteso come “il fotografo delle spiagge”), soprattutto per le sue bellissime fotografie realizzate sui lidi (ma non solo), grazie alla presenza di strutture fisse sopraelevate a mò di soppalco, costruite appositamente nei lidi balneari per la realizzazione delle sue fotografie. Questo mio incipit, per introdurre il tema da me affrontato, quello della “beach photography” (con qualche eccezione per motivi ”narrativi”), con una serie di fotografie realizzate sulle spiagge circostanti Taormina (Sicilia). Ho utilizzato per alcune fotografie una tecnica fotografica particolare al momento dello scatto, oltre a catturare lo spazio circostante, ha "inserito" anche una dimensione temporale, con foto caratterizzate dall’essere mosse poiché volutamente sono stati allungati i tempi di esposizione, sono confuse-sfocate-imprecise-indecise...il termine anglosassone che racchiude con una sola parola questo genere fotografico è "blur", queste immagini sono state così realizzate in fase di scatto, e non come un effetto creato successivamente, a posteriori, in fase di post-produzione
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Towards the end of the Korean War, the USAF came to the realization that their transport fleet was becoming obsolete. The C-46 Commandos and C-47 Skytrains in service were no longer adequate, while the C-119 Flying Boxcar was having difficulties. In 1951, the USAF issued a requirement for a new tactical transport, an aircraft that would need to carry at least 72 passengers, be capable of dropping paratroopers, and have a ramp for loading vehicles directly into the cargo compartment. Moreover, it must be a “clean sheet” design, not a conversion from an existing airliner, and the USAF preferred it be a turboprop design. Five companies submitted designs, and six months later the USAF chose Lockheed’s L-402 design—over the misgivings of Lockheed’s chief designer, Clarence “Kelly” Johnson, who warned that the L-402 would destroy the company. Little was Johnson to know that, fifty years later, the L-402—designated C-130 Hercules by the USAF—would still be in production, and one out of only five aircraft to have over 50 years of service with the original purchaser.
The C-130 was designed to give mostly unfettered access to a large cargo compartment—the ramp forms an integral part of the rear fuselage, the wing is mounted above the fuselage, and the landing gear is carried in sponsons attached to the fuselage itself, while the fuselage has a circular design to maximize loading potential. The high wing also gives the C-130 good lift, especially in “high and hot” situations. The Allison T56 turboprop was designed specifically for the Hercules, and has gone on to become one of the most successful turboprop designs in history.
After two YC-130 prototypes, the Hercules went into production as the C-130A in 1956, to be superseded by the improved C-130B in 1959. The latter became the baseline Hercules variant: C-130As had three-blade propellers and a rounded “Roman” nose, while the B introduced the more familiar, longer radar nose and four-blade propellers. (Virtually all A models were later retrofitted to the long nose, though they kept the three-blade propellers.) In the 50 years hence, the basic C-130 design has not changed much: the C-130E introduced underwing external fuel tanks, while the C-130H has a slightly different wing. Even the new C-130J variant only introduced new engines with more fuel efficient six-bladed propellers: the basic design remains the same. Lockheed also offers stretched versions of the Hercules, initially as a civilian-only option (the L-100-30); the British Royal Air Force bought this version as the C-130K and it was later adopted by other nations, including the United States.
The basic C-130 is strictly a transport aircraft, but the versatility of the aircraft has meant it has been modified into a dizzying number of variants. These include the AC-130 Spectre gunship, the HC-130 rescue aircraft and WC-130 weather reconnaissance version. Other versions include several dozen EC-130 electronic warfare/Elint variants, KC-130 tankers, and DC-130 drone aircraft controllers. The USAF, the US Navy, and the US Marine Corps are all C-130 operators as well. Besides the United States, there are 67 other operators of C-130s, making it one of the world’s most prolific aircraft, with its only rivals the Bell UH-1 Iroquois family and the Antonov An-2 Colt biplane transport. C-130s are also used extensively by civilian operators as well as the L-100 series.
The “Herky Bird,” as it is often nicknamed, has participated in every military campaign fought by the United States since 1960 in one variation or the other. During Vietnam, it was used in almost every role imaginable, from standard transport to emergency bomber: as the latter, it dropped M121 10,000 pound mass-focus bombs to clear jungle away for helicopter landing zones, and it was even attempted to use C-130s with these bombs against the infamous Thanh Hoa Bridge in North Vietnam. (Later this capability was added as standard to MC-130 Combat Talon special forces support aircraft; the MC-130 is the only aircraft cleared to carry the GBU-43 MOAB.) It was also instrumental in resupplying the Khe Sanh garrison during its three-month siege. Hercules crews paid the price as well: nearly 70 C-130s were lost during the Vietnam War. In foreign service, C-130s have also been used heavily, the most famous instance of which was likely the Israeli Entebbe Raid of 1976, one of the longest-ranged C-130 missions in history. C-130s are often in the forefront of humanitarian missions to trouble spots around the world, most recently in the 2011 Sendai earthquake disaster in Japan.
As of this writing, over 2300 C-130s have been built, and most are still in service. It remains the backbone of the USAF’s tactical transport service; attempts to replace it with the Advanced Tactical Transport Program (ATTP) in the 1980s and to supplement it with the C-27J Spartan in the 2000s both failed, as the USAF realized that the only real replacement for a C-130 is another C-130.
66-0212 has had quite the career. Built as a HC-130P Combat King rescue support aircraft, it was initially assigned to the 48th Aerospace Rescue and Recovery Squadron at Eglin AFB, Florida, in 1966. It wasn't there long before it was transferred to Vietnam, where it joined the 38th ARRS at Tan Son Nhut, coordinating rescues of downed airmen in Southeast Asia. 66-0212 was one of two aircraft selected in 1970 for a special mission, one that was kept highly guarded: Operation Kingpin. It wasn't until nearly the day of the operation that 66-0212's crew learned what the target of their mission was: the Son Tay prison camp, not far from Hanoi itself. Though Kingpin was almost perfectly executed, with 66-0212 one of the pathfinder aircraft for the USAF HH-53 Jolly Greens headed for Son Tay, it hit a dry hole: Son Tay's POWs had been moved to another camp due to flooding.
After the Son Tay raid, 66-0212 would remain in Vietnam a bit longer, before returning to the United States, for assignment at Kirtland AFB, New Mexico with the 1550th Air Training and Test Wing; it would be used to train other Combat King crews. The aircraft would remain at Kirtland for the rest of its active duty career, and was converted to a MC-130P Combat Talon in 1996, continuing to train special operations crews as part of the 58th Special Operations Wing. As newer MC-130s arrived, 66-0212 was transferred to the 129th Rescue Wing (California ANG) at Moffett Field until it was retired in 2018. Because of its status as a Son Tay raider, 66-0212 was donated to the Castle Air Museum.
I was a bit surprised to see a MC-130 on display, but Castle has done a nice job in maintaining this historic aircraft. It wears the current camouflage scheme for USAF special operations aircraft.
Ideas living in your mind
hopes growing in your heart
dreams invading your nights and days
thoughts being present in your tears, shrugs and chukcles
The stuff you are made of
Now
materializing
solidifying
corporealizing
The world outside your mind
is mimicing, mirroring, materializing
your idea
Last minute realization.. I have no photo of the day! Instead of pajamas I made EG put on her ball gown and pose in front of my new "backdrop" I bought at the fabric store -- it's really a $14 remnant of an expensive piece of upholstery fabric w/ flowers and butterflies.. It was half price! I bought quite a few pieces that I am looking forward to using.
Thank goodness she stopped being silly long enough for me to get a shot! She's saved me many times!! I love you Emma Grace!
PTM: Warm Sweetness and Heaven Shines Down actions
As I prepared for my day today, my mind thought reached a realization - it's be a full 10 months since I've photographed a bear! No wonder I've been missing them.
On a trip to the Canadian Rockies to meet up with Jeff Clow's DCPT in Banff, Tom & I went out early to explore other photo opportunities surrounding that area. One of the areas that we found particularly fun for it's uniqueness, was the town of Golden in British Columbia, Canada. There was so much to do there - hiking, mountain biking, paragliding - to name a few. There was also quite a bit of wildlife there, including BEAR! So you know that I was quite the happy camper. Actually even the camping was wonderful, as we slept peacefully in our yurt nearby.
So, one evening when we drove around the town, on the way out, I spotted this black bear along the roadside (which is unusual because normally wildlife is spotted by my personal "wildlife spotter extraordinaire" husband Tom. The black bear was seemingly dining on what appeared to be some grain or oats that got spilled in the gravel along the roadside pull-out. So we pulled over and from the car, I happily snapped away images. Of course, when a car is pulled over with a long lens pointed out the window, many more cars are to follow. Now when I'm the additional car, it's never a problem :-) , but when you have wildlife to yourself, trying to be respectable to their space and signs that they're exhibiting with your presence, when a big rig shows up and activates it's air brakes and positions itself between you and the wildlife, that's an issue... enough said, I won't dwell on it. Back to the story ...
So every time we were either coming or going from the area, must times we spotted a black bear there. Not sure how many there were, but there was more than one based upon size, color, etc. So it became on ritual to stop in on the area and watch or wait for the bears to show up.
In this image, the bigger of the bears had obviously fed enough and was taking a break in the action. As it simply laid down and rested, it would look up at me while I was photographing it. The look in its eyes was such an intriguing look and I couldn't help but wonder what it was thinking. What do you think?
Well, I just had to get my bear fix for the day. My time to visit with the bears and other wildlife (other than birds) are WAY overdue. In a few weeks I'll begin my 30-day countdown to Alaska and for me, it can't come soon enough!
Thanks for stopping by to visit and especially appreciate all of your comments and thoughts. Have a busy day today, so I'll be catching up with your streams as time allows this weekend. Have a great one!
Art house Leidse Rijn Utrecht Netherlands - 2004-2010
Stanley Brouwn - artist - idea
Bertus Mulder - architect - realization
Park Avenue, Midtown Manhattan, New York City, New York, United States
Prior to the construction of Grand Central Terminal and the electrification and submergence of its tracks (1903-1913) Park Avenue between 42nd and 52nd Streets blighted New York as an exposed rail yard. Noisy, grimy and dangerous, its locomotives tirelessly belched their waste into the air as crosstown traffic was stranded on either side of the maze-like rails. By 1929, however, in a spectacular application of skyscraper technology both above and below ground, revenue producing structures were erected on steel stilts over the yard, transforming the area into Terminal City, a prestigious mixed-use, multi-level enclave, integrated in its architectural expression and modes of transportation
- the finest realization of the City Beautiful Movement in New York.
The New York Central Building provided the Terminal City complex with a dramatic linchpin as well as a bridge to the rest of Manhattan. Through special negotiations with city officials it was constructed in 1927-29 astride Park Avenue, allowing for a continuation of the boulevard's sidewalk- and street traffic via pedestrian corridors and vehicular tunnels burrowed through the building's base.
The New York Central Building is the skyscraping counterpart of Grand Central Terminal. It was designed by the same architects in the same materials and Beaux-Arts style, simultaneously developing some of the depot's most - innovative circulation systems- Swallowing Park Avenue traffic and thereby, relieving congestion around the terminal the building functions as an open gate to the "Gateway to a Continent."
With a distinction all but unique in grid- patterned Manhattan, it has a double focus, as powerful by day as it is dramatic , by night. Unobstructed by surrounding buildings, the New York Central's" honeycombed base and slender tower dominate the street corridor while its glowing and wonderfully ornate roof, visible for miles, enriches New York's constellation of illuminated peaks.
For its superb engineering, innovative, circulation systems and the consequent relief of traffic, the structure is exceptional. As a conspicuous and experiential urban monument it is unsurpassed. Identified by railroad officials as the "crowning achievement" of their urban redevelopment program, the New York Central Building, now the Helmsley Building, ranks easily among the finest and best known office towers in New York.
In 1863-67 Commodore Cornelius Vanderbilt acquired control of the New York & Harlem, the Hudson River and the New York Centra 1 Railroads (consolidated in 1869 as the New York Central & Hudson River Railroad), Rerouting the trains along a single line (the Harlem) for five miles south from the Bronx, Vanderbilt determined to build a new terminal at 42nd Street- He acquired most of the property between 42nd and 48th Streets (subsequently extended to 52nd Street), Madison and Lexington Avenues, and commissioned John B. Snook to design the depot (1871), with an impressive glass and metal shed by R. G. Hatfield immediately behind.
The land north of the new facility was used as a train yard: an exposed, noisy, cinder- and smoke-belching sprawl which made neighboring real estate uninhabitable to all but squatters. The paddle-shaped track network interrupted crosstown streets', leaving then dead ends on either side of the yard.
Subsequent improvements lowered the rails several feet below grade and opened crosstown traffic with periodic elevated bridges. But by the turn of the century increased suburban and commuter traffic proved these palliative measures inadequate: the polluting locomotives thwarted seminal attempts at urban renewal while the still only — partially submerged tracks created an intolerable obstacle to the street traffic which the terminal inevitably generated.
Solutions to these and a panoply of related-problems came in 1903 when William J. Wilgus, the visionary chief engineer of the New-York Central, presented the railroad with a grand scheme — ultimately proved epochal — for the replacement of the existing Grand Central Terminal with a new, more technologically advanced facility. Key to the project was the electrification of rail lines.
Unlike steam locomotives, which required open air or ventilated tunnels for release of their combusted waste, electrified trains could be submerged below ground. The acreage thus reclaimed at ground level and above could be used, Wilgus foresaw, for revenue-producing structures. High profit buildings were erected on skeletal steel supports over the tracks: "And thus from the air [was] taken wealth." The alchemous plan repaid the enormous cost of the new terminal and the electrification many times over.
Realization of Wilgus' scheme involved a design competition to which four firms were invited. Per requirements, each submitted a proposal for a skyscraping terminal in the center of Park Avenue but so arranged as to connect both north and south segments of the boulevard. The contest was won by Reed & Stem who had worked with Wilgus on previous railroad commissions (and to whom Reed was related by marriage). Their proposal called for a neo-Renaissance terminal surmounted by a 22-story hotel or office tower. Preceded on the north by a grand "Court of Honor," the depot was, in a stroke of genius, to be girdled by an "exterior circumferential elevated driveway" along which Park Avenue "would flow in divided north- and southbound streams. Architects Warren & Wetmore subsequently transformed the design into the current low, monumental mass, but many of its essential features survived.
Indeed, Reed & Stem's tower proposal (together with that of unsuccessful competitors McKim, Mead & White) may be seen as the germ of the New York Central Building which Warren & Wetmore constructed to the north of the terminal some two decades later.
In 1903 plans were submitted to the Board of Estimate for the new train station as well as for the revenue-producers that Wilgus had imagined. In addition to the head house, the proposal included mail and express terminals, a post office, and hotels. Several of the structures were undertaken concurrently with the new terminal, but not until the 1920s (after the post-World War I depression) did the precinct assume the distinctive character of the planned enclave known as "Terminal City."
Building efforts initially focused on the construction of new hotels whose development, like most luxury buildings, had been stemmed by the war, and whose need near the depot was critical. Between the completion of the terminal in 1913 and the New York Central Building in 1927-29, more than a score of hotels and apartment buildings were added to the precinct, all of roughly the same height and classicizing style.
These were followed, after 1922, by the erection of new office buildings, which, although taller than the hotels, were nonetheless related in style, and frequently designed by -the same architects. In each case the new buildings marched north, perched on steel stilts over the rail yard. They transformed Park Avenue into a grand and cohesive urban corridor with a ribbon of spinal plantings. In the process they earned for this boulevard the Park Avenue name which, although official since 1888, had previously been little deserved.
The 34-story New York Central Building was the final addition to Terminal—City. Taller, more dramatic and conspicuously sited than any other unit in the complex, it became the riveting linchpin of "one of the most urbane groups, of commercial buildings in the world."
The creation of Terminal City was a direct outgrowth of the ,"City Beautiful Movement." Fostered by the World's Columbian Exposition of 1893, this movement sought to transform the haphazard development of American metropolises into clean, symmetrical urban centers, beautified by parks, public monuments and axial roadways, and guided in their future growth by a comprehensive plan for transportation and architectural integration.
Like other cities (most notably Washington, D.C. with its MacMillan Plan of 1902-03), New York attempted implementation. In a little-known effort beginning in 1902 and culminating five years later, the New York Public Improvement Commission submitted a comprehensive scheme for the city's development "so designed that all its parts shall be consistent, the one with the other, and form a homogeneous whole."
This was the first time since the establishment of Manhattan's street grid in 1811 that a general urban plan had been proposed for New York; it met with unmitigated failure. Calling for parkways, subsidiary streets, pedestrian arcades and imposing vistas (all aspects of Terminal City), the municipal scheme was undermined by an over-emphasis of aesthetic concerns. It suffered from an unrealistic exclusion of economic and social forces and, perhaps most damagingly, from the inability of democratic government to consolidate its widely-diffused powers for urban renewal on such an imperial scale.
The degree to which city bureaucracy was incapable of action' contrasted starkly with the position of the railroad at the turn of the century: a multi-million dollar private enterprise whose capital, organization and vast real estate holdings permitted — indeed, encouraged — a coordinated development policy. Moreover, the railroad's massive physical needs, and its cultivated civic and philanthropic self-image found appropriate architectural models in the ancient. Renaissance and Beaux-Arts
public buildings which so inspired the City Beautiful Movement. Wilgus, Reed & Stem, and Warren & Wetmore, among others, were nurtured on Utopian urban visions. Their creation of the mixed-use, multi-level Terminal City, integrated in its architectural expression and modes of transportation, is one of the best, if not the greatest, legacy of the City Beautiful Movement in New York- The achievement was challenged — arguably equalled — only by Rockefeller Center which, built in the 1930s, followed the Terminal City prototype.
Architects of the New York Central Building
Charles Delevan Wetmore (1866-1941) received an A.B. degree from Harvard in 1889 and three years later, in 1892, graduated from its Law , School. He had also studied architecture, and before joining the legal firm of Carter, Ledyard & Milburn, designed for his alma mater the Claverly, Westmorly and Apley Court dormitories.
It was during a consultation about the design of his own house that Wetmore met his future partner, Whitney Warren (1864-1943), a graduate of Columbia College (1886), of the Ecole des Beaux-Arts in Paris (1887-94) and subsequently, a member of the New York office of McKim, Mead & White. Warren, impressed by his client's architectural ability,, suggested that Wetmore leave the practice of law. The two men formed a partnership in 1898. Wetmore specialized in the firm's legal and financial Affairs; Warren emerged as the principal designer.
Warren & Wetmore's first major commission came just one year later when they prevailed in a contest for the design of the New York Yacht Club (1899). An enormously auspicious beginning, this celebrated project was nonetheless succeeded only "by lesser residential works and modest office buildings. Not until 1903 did the firm emerge on the forefront of New York architecture and then under suspect terms: despite the victory of Reed & Stem in the competition for Grand Central Terminal, and indeed, without the knowledge of that premier firm.
Warren & Wetmore submitted another scheme for the depot to William K. Vanderbilt, then chairman of the board of the New York Central (and a cousin and close friend of Whitney Warren). The strength of nepotism was proven, as were Wetmore's skills as an attorney. In a (doubtlessly strained) compromise, Warren & Wetmore became associated with Reed & Stem on the terminal, but later assumed total control of design.
Over the course of a decade they combined their low-lying Beaux-Arts proposal with essential elements from Reed & Stem's more innovative scheme. - _ * •
In the end, the eminently gifted, if opportunistic, Warren & Wetmore achieved the greater fame, and it was they who became the preferred architects of the New York Central. Engaged by the railroad almost continuously for a quarter-century, the firm was responsible for much of the development of Terminal City. Beginning with the Biltmore Hotel in 1911-13 (designed in association with Reed & Stem; demolished). Warren & Wetmore executed sere ox the most prestigious hotels in the zone, including the Belmont {1905; demolished), the Ritz-Carlton (1910; demolished), the Vanderbilt 1912), Commodore (1916), Linnard (1919; demolished), and the Ambassador (1921), as will as the post office adjacent to Grand Central, several service : • • , for the railroad, nearly a dozen Park Avenue apartment buildings, office buildings and numerous shops. Together with such notable (non-railroad sponsored) commissions as the Heckscher Building of 1920, the award-winning Aeolian Building of five years later, and the former Bonwit Teller department store of 1928 (all on Fifth Avenue), as well as Steinway Hall on West 57th Street (1925), Warren & Wetmore executed at least 92 buildings and building additions in New York, with more than a score of additional commissions elsewhere in the continent.
The New York Central Building was their final undertaking for the railroad and the last major project executed by the firm in New York. Completed in 1929, it preceded Warren's retirement by only two years. The office closed a decade later upon Wetmore's death in 1941.
The, New York Central Building
Between the completion of Grand Central Terminal in 1913 and the 100th anniversary of the New York Central Railroad in 1926, the number of passengers annually served by the depot nearly doubled, rising prodigiously from 23 million to 43 million in just over a dozen years.
During the same short period, in a historically unparalleled feat, the most formidable engineering problems had been solved, and Terminal City had risen triumphantly above the tireless rail yard. By 1926 the only open cuts in the precinct lay oh either side of Park Avenue between 45th and 46th Streets. Work on the combined sites began later in the same centennial year and in March 1929 — just seven months before the stock market crashed — New York Central's executives relocated from their corporate offices in 466 Lexington Avenue into the top three floors of their new namesake building across the street.
Towering above its neighbors, the 34-story structure literally provided "the crowning achievement" to the railroad's urban development plan. * So skilled were its design and execution and so magnificent its siting, that the railroad's trade journal confidently predicted that the New York Central Building was "destined to become one of New York City's landmarks."
Traffic
Hardly less spectacular — and to the mind of city officials, Relief far more important — was the solution to a major source of New York traffic congestion. Although elevated drives around Grand, Central had been proposed by Reed & Stem and subsequently incorporated into the design of Warren & Wetmore, their construction did not begin until 1917, four years after the terminal's completion. Not until 1919 (by which time negotiations for the New York Central Building had already commenced) did the road system open to the public, and then with only short-term and partial resolve.
Ascending/descending the Pershing Square Viaduct at 40th Street, both north- and southbound traffic continued along the west side of the terminal atop an elevated drive, superimposed like a second story over Vanderbilt Avenue. .(Depew Place, flanking the terminal on the east, also had an elevated level but this was a private way, reserved for baggage and freight deliveries). The western viaduct allowed vehicles to travel along busy 42nd Street without interruption by a north-south artery." Within a few short years, however, increased traffic created the most vexatious bottleneck three blocks north, at 45th Street, where the ramp descended to grade: 13 lanes of bi-directional traffic converged - from Park and Vanderbilt Avenues, 45th Street and the elevated drive, spilling into adjacent streets and Strangling the essentia I flow of this midtown commercial hub. Construction permits for the New York Central Building were withheld until a scheme to relieve this insufferable congestion had been submitted.
Roadways
An agreement was reached in 1924 after five years of & Tunnels negotiation, during which time the railroad totally revised its plans. Instead of following through with its original intention to erect "one building on the west side of Park Avenue, the same size as the Postum Building [21 stories] and another on the east side of Park Avenue similar to the Park Lexington Building [also 21 stories]," the New York Central proposed to construct one large building astride the boulevard. - In exchange for the required variances, city officials requested, and received from the railroad, the extension of Vanderbilt Avenue two blocks north of its former terminus at 45th Street.
The New York Central also agreed to improve the elevated drive along the west side of the terminal and to construct a companion drive on its east (a transformation of the private delivery platform atop Depew Place) so that public traffic could flow around the depot as originally planned, in bifurcated one-way lanes (southbound on the west; northbound on the east). Instead of descending to grade amid the confusion of 45th Street, the elevated drives were to span that street on bridges and, through specially granted easements, continue north on ramps through the base of the proposed' New York Central Building.
Cars emerging from its vehicular tunnels at 46th Street would proceed uptown along Park Avenue's newly widened traffic lanes. A corollary of the same agreement provided for "a permanent and perpetual easement of passage on foot," namely the continuation of Park Avenue's sidewalks through two open (shop-lined) corridors on either side of the tunnels.
Manhattan Borough President Julius Miller hailed the ingenious circulation system as "the biggest thing in traffic relief in twenty years." The masterminds behind the project were George A. Harwood, Ira A. Place and Amos Schaeffer, all of whom are memorialized by bronze plaques on the New York Central Building's main facade. Execution of the tunnels required reinforcement by special girders and trusses for superstructure support, and, as a protect ion against vibration, their ' erection independent of the building's frame. In addition, the two road-ways — both curved and banked — had to be supported on stanchions installed at a slope so that cars could climb to the elevated 45th Street bridges.
The innovative design allowed Park Avenue traffic to continue unimpeded between 46th and 40th Streets — a flow which, to this day, is still an exhilarating experience: one burrows through the New York Central Building negotiating its sharp turns, only to emerge above the city and descend, in roller coaster fashion, down the Pershing Square Viaduct (and, if one chooses, further south, through the subterranean Belmont tunnel — originally a locomotive cut — all the way to 33rd Street).
There was, in all of it, a comforting urban justice: the railroad supplied the brilliant remedy to the traffic jams which for so many years it had created. No less germane was the solution's reliance on tunnels, particularly as the New York Central had achieved its mighty prowess by blasting and tunneling through so much craggy terrain, both along Park Avenue, and beyond.
Design Inspiration for the design drew obviously from the four Influences competitive proposals submitted for Grand Central Terminal in 1903. Excluding Reed & Stem's preferred scheme with its circumferential viaducts, both Samuel Huckel and McKim, Mead & White provided for the continuation of Park Avenue via tunnels through the depot (as presumably did Daniel Burnham in his now lost entry).
McKim's firm executed a version of its unsuccessful terminal proposal for the 26—story Municipal Building at the head of Chambers Street. Designed in 1908. and completed in 1916., this City Beautiful skyscraper, like the New York Central Building of a decade later, includes a monumental arcade through which vehicular traffic originally flowed. Also similar are the projecting side wings which give the Municipal Building (and the more graceful 46th Street facade of the New York Central Building) a depressed U-shaped plan.
One can also perceive correspondences between Warren & Wetmore's tower and the chaste classicism of Reed & Stem's 22-story terminal proposal, but most conspicuous is Warren & Wetmore's effort to complement their own earlier work on Grand Central. Like the terminal, the New York Central Building was constructed of. limestone with bronze grilles, ornamented by symbols of industrial progress, and crowned by a heroic clock. Bridging Park Avenue with imposing Beaux-Arts arches, both structures are enlivened at ground level by carefully integrated shops.
The correspondences are as binding and intentional as they were clearly stated in the New York. Central Building's specifications. Similarly, and despite the almost exclusive priority of Art Deco design for contemporaneous skyscrapers, the New York. Central was articulated "along strictly classical lines."
The decision - to so thoroughly incorporate it with the depot and, by extension, with the rest of Terminal City reinforced the urbane cohesiveness of this "first planned precinct in New York."
Construction History
Contrary to the normal (and usually ineffective) course of development whereby the railroad erected its buildings and the city, in an independent effort, the surrounding streets, the New York Central assumed physical responsibility for every aspect of construction.
The arrangement proved particularly judicious because the entire campaign took place over double-level live trackage. In turn, city officials made every effort to aid and expedite the undertaking.
So successfully did the two parties interact that the enterprise was publicly hailed as a model of private and municipal cooperation.
Foundation preparations began in December 1926. Final plans for the structure were submitted on February 11, 1927, and three months later, on May 19th, 350 men from the James Stewart Construction Company anchored the last of the New York Central Building's steel piers 50 feet into the ground.
The task of providing adequate support for the superstructure had been particularly demanding: the entire campaign took place amid double level tracks which serviced more than 700 trains daily (a locomotive passed through operations approximately every 1-1/2 minutes of each working day).
The problem was further compounded because the rails (now electrified) prevented any possibility of continuous foundation walls and even more perplexing, because the frequent non-alignment of upper and lower tracks prohibited the use of through-columns.
A solution was achieved through a cleverly staggered skeletal steel frame in which upper level supports were carried on girders spanning the lower tracks. The lower piers, in turn, were irregularly spaced and anchored into the ground as the maze of rails would allow. The building was insulated against vibrations from the rumbling trains with lead and asbestos mats, and further protected by the 4-inch compressed cork tubes which encased those piers adjacent to rails.
More than 9,000 tons of steel were used in the foundations and ground floor alone. The entire structure required some 26,000-tons, a "good deal of which went into construction of the vehicular roadways.
Work continued at a rapid pace and on April 5, 1928 — just hours after the death of Chauncey Depew, chairman of New York Central's board of directors — the last rivet was driven into the 34-story steel frame. A temporary certificate of occupancy (# 11979) was issued in late December, and on September 25, 1929, building operations were brought to a close. Three years later the New York Central Building was acclaimed "the most remarkable office building in the world...even the wonderful Hudson Bridge [George Washington, 1931] required no greater engineering skill to construct.
Urban However brilliant, the New York Central Building's engineering did Impact not fully account for its singular popularity. Even before completion, and continuing unstemmed until the present day, this "absolutely glorious structure has captivated New York like few others. Regarded by many as "the most beautiful and imposing tower" in midtown, it enjoys a distinction all but unique in grid-patterned Manhattan: the building has a double focus.
Unlike most New York skyscrapers whose ground floors are visible only at close range and which consequently depend upon distinctive crowns for recognition, the New York Central Building plays a commanding role at both street level and on the skyline. Spanning Park Avenue, its great triumphal arches not only complement and give passage to Grand Central, but echo one of the finest aspects of its original City Beautiful design.
Projecting from either side of the apse-like recess in the center of the 46th Street facade, the building's 15—story wings embrace the Park Avenue corridor and realize — in however vestigial terms — the "Court of Honor" which Reed & Stem had intended to locate at the north of the terminal.
The impression was particularly imposing in the 1930s and 1940s when the nearly uniform base-, cornice- and roof lines of Park Avenue's midrise buildings acted like powerful orthogonals, leading irresistibly to the focal New York Central Building.
Although the streetscape was radically altered in the 1950s and 1960s, convincing elements of this once truly imperial vista survive in the wealth of scrolls, fasces, flags and military insignia which decorate the New York Central Building's (recently illuminated) triumphal arch in (now gilded) bas-relief.
Most compelling is the heroic clock which Edward McCartan framed with reposing gods four times life size. The sculptural composition provides the dramatic focus of the 46th Street facade, just as the entire building does for all of Park Avenue.
The Tower
In erecting the tower, a conspicuous symbol of the railroad's might, New York Central officials made proud comparisons with the Washington Monument, noting with considerable pleasure that their building was 5-6 feet taller.
They might also have compared it to the obelisks of baroque Rome which, planted in open piazzas and visible from afar, served as exclamatory urban focuses.
At 567 feet the New York Central Building was tall enough to control Park Avenue's 140 foot width, but sufficiently slender to allow the sky to slide by on either side of its shaft — just as it permitted the boulevard's street traffic to flow through its base.
The building functioned as a bridge, not a barrier. And while this wonderfully urbane spatial flow was fatally smothered in 1963 when the much taller and wider Pan Am Building stole the sky the New York Central maintains a dignity and monumentality independent of size. For this, a good deal of credit belongs to its exuberant cupola-crowned roof, glistening by day with gold leaf, and illuminated like a fiery constellation by night.
The New York Central first appeared on the evening skyline on January 21, 1929. Batteries of flood lights illuminated all four sides of its tower "from base to top." Most of the building's 100,000 candlepower lights, however, accentuated the intricately detailed roof, maximizing the reflective glow of its gold and copper sheathing (nearly 300,000 pounds of which were applied).
The building's crowning feature, a marvellously ornate cupola, was literally designed as a beacon. Blazing with "32-marine-type fixtures," it housed a great glass ball (a 6,000 watt lantern) which, "amplified and "projected by a special system of reflectors," had the force of a coastal lighthouse.
Eight supplementary projectors threw flame-tinted light through the cupola's oval openings, additional "flaming torches" burning on each corner of the tower's octagonal roof. To the distinct pleasure of New York Central's officials, their building had made a conspicuous mark on the land, visible "for miles up Park Avenue, and also from lower Manhattan, New Jersey and Brooklyn.
Recent Like other-skyscrapers in New York, "the New York Central Building History was blacked-out during the war, only to suffer a dark future with the failing finances, and finally the bankruptcy, of the New York Central Railroad. The structure was sold in the late 1950s / at which point it was rechristened the "New York General Building" — an economic change of name which required only two letters to be re-cut on the cornice.
Real estate magnate Harry Helmsley purchased the building in 1977 and conferred on it his name. In the following year, an extensive renovation program was undertaken, restoring and refurbishing the building from top to bottom, interior and out.
And if the gilding program was somewhat too ambitiously executed, it is to the great credit of the new owner that the New. York Central Building, now the Helmsley Building, has once again become' a vibrant component of New York's street and skyline.
- From the 1987 NYCLPC Landmark Designation Report
wearing:
#2Blueberry-Mykonos,Satin Robe,red rare. Sept.Arcade
#4Blueberry-Mykonos,Boot,Blk.rare,Sept.Arcade.
#13 Blueberry,Mykonos,panties red,common, Sept.Arcade.
#16Blueberry,mykonos,Armlorals,Sept.Arcade
#19Blueberry,Mykonos,Bra red.Sept,Arcade.
24Blueberry,Mykonos,Tiara,Gold.Sept.Arcade.
#9 Blueberry-Oakley,red wings. Main shop Gatcha.
"D!VA Hair "Hellen" Onyx -Oct.C88
I wanted to do an actual "Personal work" shot for once so I decided to work off an idea for a short film my friend and I had been planning. It hinges on that moment we encounter growing up in which we began to understand how mechanized our world really is, not in that it is a bad or good thing, but that it is mysterious to us when we are developing, that time in which we try to wrap our heads around such a vast and complex system is quite a pivotal moment that is often dismissed, despite the impact it has on our livelihood.
Strobist info,
430exii at 1/4th power with a 28" x 28" softbox to the right of camera facing the model
430exii at 1/8th power with a 28" x 28" softbox to the left of camera slightly over model
Trapped on either side of a door marked: DNA.... Beau and Keeks are reluctantly forced to confront and deal with the full and profound realization of being defined by their genetics. Keeks, no matter how much she might long for it, will never be able be to bark, piss on a hydrant or play with Dusty the donkey. Beau, realizes he can only snore, not purr; cannot jump four feet straight up to land on a kitchen cabinet to eat the butter; that his feces will forever sit out there for all to see (unless cleaned up by me...and he's okay with that). Ranting and railing at these realities do no good. Yes, Freedom is the recognition of necessity.....we must forge on with what we are given as best we can.....
But consciousness and full acceptance of facts like this often lead to confusion, sadness, ultimately to despair and alcoholism (as they have with me)....this image captures that moment where their world tips into that realization........
Museu Blau, Museu de Ciències Naturals de Barcelona, Spain
Architects: Herzog & de Meuron, project 2009-2010, realization 2010-2012
Relocating the Museum of Natural Sciences into the Forum Barcelona building signals the beginning of a new life cycle for both institutions: one where each mutually benefits from the space, program and potential of the other. With its large exterior and interior spaces and its reference to natural processes and shapes, the architecture of the Forum is a particularly appropriate new home for the relocated Museum. And the Museum of Natural Science promises to energetically revitalise the existing building, replacing vacant space with intense new public activities.
The open public space that marks the approach from the Diagonal and extends under the triangular body of the building is now diversified and activated, engaging with the life of the city. The corner addressing the city centre retains its function as the main public approach. This is enhanced by the three existing pavilions which are reconfigured to provide meeting places for groups and general information along the approach to the museum entrance. The second corner, further along the Diagonal is enlivened with lush external planting and the basin under the water patio. And finally, the corner addressing the sea is activated by a new exterior dining area for students and groups, adjacent to a bar which opens onto the plaza. The interior of the elevated triangular building, which is like a vast interior landscape, structured by patios, creates a specific space well suited to an exhibition of Natural science and to the Museum’s demand for growth and need to display more of its outstanding collection.
Architecture and Museography
The core of the Museum is its permanent exhibition. This consists of an outstanding collection of rocks and minerals, taxidermy, microbes, plants and herbariums, meteorites, scientific drawings, diagrams, fossils and skeletons, sounds and dioramas, gathered together over centuries in Barcelona. The exhibition consists of elements from the permanent collection structured around the concept of Gaia – the idea of a living planet which forms and is, in turn, transformed by life.
This exhibition arrangement follows the logic of the existing space and at the same time radically transforms it. It frees the visitor to explore any number of individual routes while still ensuring an overall logical sequence. It also extends into the museum lobby, where the main stair and the dramatically hung whale skeleton forms the central arrival and departure point for all public programs, including shop, restaurant, media library, classrooms, event spaces and temporary exhibition, as well as administration and support areas. The lobby extends down to the plaza connecting to the large covered public space of the Museu Blau, allowing for the visitor to invigorate the rapidly developing area where the Diagonal reaches the sea.
On the crest of Mt. Washington, five miles from downtown Los Angeles, Paramahansa Yogananda established the Self-Realization Fellowship headquarters and meditation grounds in 1925. (Photo from 2013)
Name: Kraanspoor
City: Amsterdam
Architect(s): OTH (Ontwerpgroep Trude Hooykaas bv)
realization: 2007
Kraanspoor (translated as craneway) is a light-weight transparent office building of three floors built on top of a concrete craneway on the grounds of the former NDSM (Nederlandsche Dok en Scheepsbouw Maatschappij) shipyard, a relic of Amsterdam’s shipping industry. This industrial monument, built in 1952, has a length of 270 meters, a height of 13,5 meters and a width of 8,7 meters. A street length and width. The new construction on top is the same 270 meters long, with a width of 13,8 meters, accentuates the length of Kraanspoor and the phenomenal expansive view of the river IJ. Fully respecting its foundation, the building is lifted by slender steel columns 3 meters above the crane way, appearing to float above the impressive concrete colossus.
The challenge of the design for OTH was to utilize the maximum allowable load of the existing craneway. The concrete craneway functions as a foundation, and carries the maximum possible weight of a three storey building, with an asymmetrical overhang on the water-side; this is due to the heavier load barring function for the former revolving cranes that cantilevered to this side. The light-weight building of steel construction made the light-weight floors necessary. By using a hollow Infra+ floor system, the piping and wiring are tucked away in the floor allowing for a maximum clear height.
The glass building is clear and simple in plan. The newly built construction is characterized by its transparent double-skin climate façade of glass: the outer layer of moveable motor-driven glass louvers appear as lace-work around the building, the inner façade is of hinged timber windows with a full height from office floor to ceiling. This climate façade allows natural ventilation of the offices and acts as a buffer against heat in the summer and cold in the winter. The concrete Infra+ underfloor of only 70mm allows for concrete core activity. The water from the IJ river is pumped up and used for heating as well as cooling via a water pump.
The pre-existing facilities have been utilised in the building’s new function. The former four old stairwells still remain as entrance to the building and are foreseen with panorama lifts and new stairs. The two gangways/catwalks alongside the concrete craneway function as fire-escape routes. In the heart of the original concrete structure, underneath the new structure, is extensive archive/storage space.
"A seamless combination of old and new – industrial heritage and modern architecture in which the waterways are restored and the slipway determines the orientation. The entire place with its shipping industrial past has an intense energy. The object is to intertwine the old with the new, to preserve history, and not loose this energy.
The wharf is dead? – Long live the wharf."
text: www.archdaily.com
+++ 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:
Due to the restrictions of the Versailles treaties, the Reichswehr was already dealing with the increasing mobilization and motorization of the army after the end of the First World War. The realization that the speed of the troop units required appropriate equipment was available early on. However, the Reichswehr suffered from financial constraints and during the Weimar Republic the industry only had limited capacity for series production of larger, armored vehicles.
Nevertheless, at that time the Sd.Kfz. 3 (unarmored half-track transport vehicle/1927), the ARW (eight-wheel car/1928) and the ZRW (ten-wheel car/1928) provided fundamental experience. The findings of these tests and the troop testing with the Sd.Kfz. 3 enabled a more precise specification of the new vehicles to be developed. The "heavy" armored cars were primarily intended for the reconnaissance units of the new armored forces.
The incipient rearmament could only start with a "cheap" solution, though. A three-part armored structure for the chassis of commercially available off-road trucks was developed by the Army Weapons Office, Dept. WaTest 6, in cooperation with the company Deutsche Eisenwerke AG. The typical truck chassis featured front-wheel steering and a driven bogie at the rear (4x6 layout). In June 1929, the companies Magirus, Daimler-Benz and Büssing-NAG were commissioned to develop the desired armored car from it. If you consider that this truck class was developed for a payload of 1.5t, you can already conclude from this that the vehicles, which are now equipped with a significantly heavy armored structure, had little off-road mobility. Even if the appearance of the vehicles supplied by the different manufacturers was similar, there were external distinguishing features by which the manufacturer could be identified. The vehicles were tested in the Reichswehr from 1932 and introduced later.
One of the four crew members (driver, commander, gunner, radio-operator) was used as a reverse driver: with the narrow streets of the time and a turning circle of between 13 and 16m, this function was essential for a truck-sized heavy reconnaissance vehicle. The chassis had the excellent ladder-type configuration, able to withstand the stress of rough rides at high speed. The scout car was 5570 mm long, 1820 mm wide, 2250 mm high and weighed 5.35, 5.7 or 6 tons, depending on the manufacturer. The hull was made of welded steel armor, 5 to 14.5 mm (0.2-0.57 in) thick depending on the angle (bottom to front) with well-sloped plates. The armament consisted of a 2 cm KwK 30 with 200 rounds and a MG 13 with 1300 rounds in a manually operated turret. The fuel supply was 90, 105 or 110 liters, but with a consumption of about 35 or 40 liters per 100 km, this resulted in a completely inadequate range for a scout car.
Having no true alternatives at hand, the armored 4x6 car was accepted and became known as the Sd.Kfz. 231 (6-wheel), and it was subsequently developed into two more vehicles. Up until 1937, 123 vehicles were built as Sd.Kfz. 231 reconnaissance cars and Sd.Kfz. 232 radio trucks. A further 28 were manufactured as Sd.Kfz. 263 (Panzerfunkwagen) command vehicles.
As early as 1932, after testing the pilot series, it was clear that the interim solution of "cheap" 6-wheel vehicles would not meet the future requirements of the armored divisions now planned. It was planned that from 1935/36 at least 18 vehicles of a new type that would meet the requirements for off-road mobility and high road speeds should be produced annually. Büssing-NAG had obviously made a good impression with the ARW and was now commissioned to make the revised vehicle ready for series production, which would become the SdKfz. 231 (8-Rad). The overall concept was completed between 1934 and 1935 and already showed all the features of the future type: all 8 wheels driven and steered, the same speed forwards and backwards, ability to change direction in less than 10 seconds, and a turning circle of "only" 10.5m. The vehicle layout was changed, too: the engine bay was relocated to the rear, the crew compartment was placed at the front end. This improved weight distribution, handling, and the field of view for the main forward driver.
The purpose of the new vehicles was identical to that of the earlier heavy 6-wheel vehicles, they were used on the same sites and so the same ordnance inventory designation was adopted, despite the vehicle’s many modifications. The so-called Sd.Kfz. 231 (8-Rad) was armed, corresponding to its 6-Rad counterpart, with a 2cm KwK 30 and the MG 13 (later MG 34) in a rotating turret. Likewise, the Sd.Kfz. 232 (8-Rad) carried a large, curved bow antenna, and there was a Sd.Kfz. 263 (8-Rad) command vehicle, too.
Nevertheless, the Army Weapons Office demanded a short-term solution for a vehicle based on the 4x6 chassis that offered better off-road performance and armament, namely a 37 mm anti-tank gun, with at least comparable range and armor protection. This interim vehicle was supposed to be ready for service in early 1934. Magirus accepted the challenge and proposed the Sd.Kfz. 241, a 4x8 vehicle. It retained the old overall 6-Rad layout with the front engine under a long bonnet, but it had a fourth steered axle added to lower ground pressure and improve the vehicle’s trench bridging capabilities. The powered two rear axles retained the 6-Rad’s twin wheels, so that the vehicle stood on a total of twelve tires with a relatively large footprint. The armored hull was very similar to the Sd.Kfz. 231 6-Rad, but carried a new, bigger turret with a 3.7 cm KwK 30 L/45 gun and an axis-parallel 7.92 mm MG 34 light machine gun.
The box-shaped turret exploited the hull’s width to the maximum and had a maximum armor of 15 mm, no base and the seat of the commander was attached to the tower wall. The commander sat elevated under a raised cupola in the rear section of the turret, just behind the main gun. He had five viewing slits protected by glass blocks and steel slides for all-round visibility. The gunner/loader, standing to the left of the main gun, had to constantly follow the movement of the turret, which was done by hand. In order to support the gunner when slewing the turret, the commander had an additional handle on the right side. The two crew members also had a turret position indicator.
The cannon was fired electrically via a trigger, the machine gun was operated mechanically with a pedal. To aim and view the outside, the gunner had a gun sight to the left of the gun with an opening in the gun mantlet. Standard access to the vehicle was through low double-doors in the vehicle’ flank, but side exit openings in the turret with two flaps each were also frequently used to board it. Another entry was through the commander cupola’s lid.
With all this extra hardware, the Sd.Kfz. 241’s overall weight rose considerably from the late Sd.Kfz. 231 (6-Rad) nearly 6 tons to 7.5 tons. As a consequence, the chassis had to be reinforced and a more powerful engine was used, a 6-cylinder Maybach HL 42 TRKM w carburetor gasoline engine with 4170 cc capacity and 100 hp (74 kW) output at 3000 rpm.
As expected, the Sd.Kfz. 241 was not a success. Even though the first vehicles were delivered in time in mid-1934, its operational value was rather limited. Off-road capability was, due to the extra weight, the raised center of gravity and the lack of all-wheel drive, just as bad as the 6-Rad vehicles, and the more powerful engine’s higher fuel consumption allowed neither higher range, despite bigger fuel tanks, nor a better street performance. The only real progress was the new 3.7 cm KwK 30’s firepower, which was appreciated by the crews, even though the weapon was only effective against armored targets at close range. At 100 m, 64 mm of vertical armor could be penetrated, but at 500 m this already dropped to 31 mm, any angle in the armor weakened its hitting power even further. The weapon’s maximum range was 5.000m, though, and with HE rounds the Sd.Kfz. 241 could provide indirect fire support. Another factor that limited the vehicle’s effectiveness was that the gun had to be operated by a single crew member who had to load and aim at the same time – there was simply not enough space for a separate loader who would also have increased the gun’s rate of fire from six to maybe twelve rounds per minute. The vehicle’s armor was also inadequate and only gave protection against light firearms, but not against machine guns or heavier weapons. On the other side, the cupola on top of the turret offered the commander in his elevated position a very good all-round field of view, even when under full protection – but this progressive detail was not adopted for the following armored reconnaissance vehicles and remained exclusive to German battle tanks.
Only a total of fifty-five Sd.Kfz. 241s were completed by Magirus in Cologne until 1936, when production of the Sd.Kfz. 231 (8-Rad) vehicle family started and soon replaced the Sd.Kfz. 241, which was primarily operated at the Eastern Front in Poland and Czechoslovakia. By 1940, no Sd.Kfz. 241 was left in any frontline army unit, but a few survivors were grouped together and handed over to police units. Their main gun was either completely deleted or sometimes replaced with a second machine gun, and they were used for urban patrols and riot control duties. However, by 1942, no Sd.Kfz. 241 was left over.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/rear driver)
Weight: 7.5 tons (11.450 lb)
Length: 5,85 metres (19 ft 2 in)
Width: 2,20 metres (7 ft 2 ½ in)
Height: 2,78 metres (9 ft 1 in)
Ground clearance: 28.5 cm (10 in)
Suspension: Torsion bar and leaf springs
Fuel capacity: 150 litres (33 imp gal; 40 US gal)
Armor:
8–15 mm (0.31 – 0.6 in)
Performance:
Maximum road speed: 70 km/h (43.5 mph)
52 km/h (32.3 mph) backwards
Operational range: 250 km (155 miles)
Power/weight: 13 PS/ton
Engine:
Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW),
driving the rear pair of axles
Transmission:
Maybach gearbox with 5-speed forward and 4-speed reverse
Armament:
1× 37 mm KwK 30 L/45 cannon with 70 rounds
1× 7.92 mm MG 34 machine gun mounted co-axially with 1.300 rounds
The kit and its assembly:
This fictional armored car was inspired by a leftover rear axles from an Italeri Sd.Kfz. 231 (6-Rad) model that I converted into a fictional half-track variant some time ago. I wondered if the set could be transplanted under an 8-Rad chassis, to create a kind of missing link to the 8x8 successors of the Sd.Kfz. 231 (6-Rad) with a total of twelve tires on four axles.
The basis became a First to Fight 1:72 Sd.Kfz. 231 (8-Rad) kit – a rather simple and robust affair, apparently primarily intended for tabletop purposes. But the overall impression is good, and it would be modified, anyway, even though the plastic turned out to be rather soft/waxy and the parts’ sprue attachment points a bit wacky.
The hull was “turned around” to drive backwards, so that its rear engine ended up in the front. I eventually only used the rear twin wheels from the Sd.Kfz. 231 (6-Rad), but not its single axles and laminated springs. Instead, I first cut the OOB mudguards in two halves, removed their side skirts and glued them onto the lower hull in reversed order, so that the exhausts and their muffler boxes would end up at the rear of the front fenders. With these in place I checked the axles’ position from the OOB ladder chassis, which is a single, integral part, and found that the rear axles’ position had to be moved by 2mm backwards. Cutting the original piece and re-arranging it was easier to scratch a new rear suspension, and the rocker bars had to be shortened to accept the wider twin wheels.
The original small turret with the 20 mm autocannon was deleted and replaced with core elements from a Panzer III turret, left over from previous conversion projects. Wider than any original turret of the Sd.Kfz. 231/232 family, it had to be narrowed by roughly 5mm – I had to cut a respective plug from the turret’s and the mantlet’s middle section, the deformed hatch was covered under a Panzer III commander cupola. To mate the re-arranged turret with the OOB adapter plate to mount it onto the hull, and to add overall stability to the construction, I filled the interior with 2C putty.
The typical storage bin at the turret’s rear was omitted, though, it would have made it too large for the compact truck chassis. The shape was a perfect stylistic match, even though, with the longer gun barrel, the vehicle reminds a lot of the Soviet BA-10 heavy armored car?
Most small details like the bumpers and the headlights were taken OOB, I added a whip antenna base at the rear and mounted two spare wheels at the back, one of them covered with a tarpaulin (made from paper tissue drenched with white glue, this was also used to create the gun mantlet seals).
Painting and markings:
Typical for German vehicles from the early WWII stages the Sd.Kfz. 241 was painted Panzergrau (RAL 7021; I used Humbrol 67, which is authentic, but mixed it with some 125 to create a slightly lighter shade of grey) overall - quite dull, but realistic. To make the vehicle look more interesting, though, I added authentic contemporary camouflage in the form of low-contrast blotches with RAL 8017, a very dark reddish brown, mixed from Humbrol 160 and some 98. Better, but IMHO still not enough.
After the model received a washing with highly thinned red-brown acrylic artist paint I applied the few decals and gave the parts an overall dry-brushing treatment with grey and dark earth. Everything was sealed with matt acrylic varnish. For even more “excitement”, I decided to add a coat of snow.
For the simulated “frosting” I used white tile grout – which has the benefits of being water-soluble, quite sturdy to touch and the material does not yellow over time like gypsum.
First, the wheels, the chassis and the inside of the wheel arches received a separate treatment with relatively dryly mixed tile grout, simulating snow and dirt clusters. Once thoroughly dried, the wheels were mounted. Then the model was sprayed with low surface tension water and loose tile grout was drizzled over hull and turret, creating a flaky coat of fake snow. Once dry again, everything received another coat of matt acrylic varnish to protect and fixate everything further.
A relatively quick build, done in a few days. The First to Fight kit is very simple and went together well, but I’d use something else the next time due to the odd material it was molded with. The outcome of an 4x8 scout car looks quite plausible, though, like the missing link between the Sd.Kfz. 231 and 232 – the unintended similarity with the Soviet BA-10 heavy armored car was a bit surprising, though. And the snow on the model eventually makes it look a bit more interesting, the stunt was worth the effort.
Sun Enters Capricorn -The Solstice (December 21, 2015)
Apotheosis
The Sacred Path, the Pathway to Perfection…
These are the Four Sacred Directions:
You Rise in the East, as Aries,
You Turn to the South, in Cancer,
You Bow in the West, through Libra…
And so now you will take this Fourth Way,
Look to the North as you enter Capricorn.
The Twelve Signs of the Zodiac are the Living Waters of Life-Consciousness-Spirit.
These Four of the Twelve are the Realms of Awareness-Action, they are the Signs of Identity:
Aries is your Self-Awareness; Libra your Awareness of the Other.
Cancer is your Sacred Center; and Capricorn is your Destiny.
These four corners form the Cross of Purpose; this is the Axis that leads to Apotheosis. In Aries you are Inspired by the Flame of Spirit of being a “one”, you are Self-Aware. In Libra you Know by Mindful Air, you are for one another, you are Inter-Dependent. In Cancer you Feel through the Waters of Life, you are centered and anchored by your Source. In Capricorn you are made Manifest by Earth, you assume your responsibilities as you seek to fulfill your Destiny.
These Sacred Four form what is known as the Cardinal Cross; held together they are the whirling wheel that creates the Sacred Path-Way of Praxis. For this is “the Way”, that by this Integral Path that combines Inspiration, Thought, Feeling made Real, it is by this that your wondrous Journey of the Divine-that-is-the-Self-Becoming is made manifest.
For you are an Immortal moving through mortal realms and forms. You move into Worlds, Bodies and Lives, but forever and ever you will always “walk on” through and beyond any one world, body or life. You are the self-becoming more and more of what you will be as you unfold the Spark of the Divine that resides at the Core of you in each and every life.
And in each life you will grow and become what you are meant to be through “Trial & Error”. You will succeed at times, and you must and will also stumble. For it is by these “failures” and your adjustments that you climb the spiral path of conscious redemption. And, it is by this that you will come to understand, accept and become more of what you are here to be…a fully conscious co-creator of this Cosmos.
Yes you are climbing, higher and higher, and at each turning you face again the ancient questions and fundamental truths that were there at the beginning…oh so long ago.
Today, as Winter begins, when the shadows have stretched to their greatest extent, and the light seems to be fading away, it is now that you and the world will hold your breath…and you will pray. It is time once again, to face the darkness and believe, that Light and Truth and Goodness will not fade away. It is time to remember who you are, where you came from, who is before you, and why you are here…it is time once again to have a living faith in your destiny.
For though it may seem that your world is falling into shadows, that your life and world is in dire peril…you will find a way through. As the familiar forms of self-realization are cracking and crumbling, whether in the realms of Religion, or Government, or Education or the Economy…you will come to know that this is merely the wheel of life turning again, for an old world is passing so that a new and better one shall rise…as it has done many, many times before.
And this change, this re-birth, does not come from on high, it will not come by Fiat or by the will of the temporal holders of Power. No, the change in every world, form and life starts in the center of each and every one of you, from within each and every individual heart that hears the “Wind of the Spirit” and answers to the angels of our better nature. It is the "Voice of the Silence", your Higher Self abiding in the Intuitive Knowing that a better world is coming to be…and that you must be its Creator.
Each year, at this time of Capricorn, you are asked to examine quite simply this one question, “What is the Responsible thing to do, what is my Responsibility?" To understand this you need but turn that word around. Your responsibility is always and forever about your “ability to respond”. To what, you might ask. What or to who are you responding? How can you know? How?
Know Thyself!
You are a Spark of the Divine, moving now through this Kingdom of being Human. It is in this time of your Spiritual Education that you are to learn what is “the good”, for you are endowed with the gift of choice, (and angels and those greater than they envy you this choice). You are given this gift so that you might learn to choose what is good, or better or loving. So that you can become a conscious, loving co-creator of creation.
For today, in this time, you are here to respond to the needs of yourself, your family, your friends and to all of those with whom you journey. For you have come far and learned much, and you are only here now because you have taken care of one another, helped one another, and loved one another so as to create and form these living-loving spaces for one another that can preserve, protect and promote Life-Consciousness-Spirit. Remain focused upon this, and you will keep to the pathway of Spirit.
There is much work to do when a world is passing away and another is coming into being. Your responsibility is great, but so is your reward. Preserve what you can, for many lives and loves fashioned this world and much in it is good. Be guided by your heart and know that the changes you must face and make should be guided always by the fundamental truth that you are here for one another, you are made by one another, and to harm any other inevitably means that you injure yourself equally too.
Today you need remember, that even in the darkest hour, there remains a Light that will not go out, a Love that will not fail, and a Promise that will be Fulfilled. And this is so because you stand within a shining Hierarchy of Light that stretches from the Heart of Creation to the furthest reaches of this Cosmos. Every being within this Company of Brave Souls is slowly awakening to the truth, that all are sparks of the Divine, and in the heart of each soul there is found the Alignment and Attunement to one another. All of Creation is of the One, and every particle, life, planet, star and galaxy are At-Onement through and by the Love of the One, and by your love for one another too.
At each and every turning, you will face your destiny. It is right, proper and good to align yourself with those like you who seek to bring about a better tomorrow. As we move from one world into the next, keep in your heart the Great Invocation:
THE GREAT INVOCATION
From the point of light within the Mind of God
Let Light stream forth into our minds
Let LIGHT descend on Earth.
From the point of love within the Heart of God
Let Love stream forth into our hearts
May LOVE increase on Earth.
From the center where the Will of God is known
Let purpose guide our wills
The PURPOSE which the masters know and serve.
From the center which we call Humanity
Let the Plan of Love and Light work out
And may it seal the door
where evil dwells.
Let Light and Love and Power restore the Plan on Earth.
R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION Join Us and Invest in Freedom! www.mayorgalvan.com
Fuck Hillary Clinton ! Arrest that god-damn White-Trash Protestant Piece of Shit Murderer and Traitor and sentence her to hang for treason and crimes against humanity. I am James Partsch-Galvan from Houston, Texas USA and the 2016 Green Party Candidate for US House of Representatives CD 29 in Texas.
Wealth Inequality in America
R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION Join Us and Invest in Freedom! www.mayorgalvan.com
www.youtube.com/watch?v=QPKKQnijnsM GALVANISM, GALVANISM0, GALVANISME, GALVANISMUS Who would you like to invite into R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION? A Flickr member? You can invite any Flickr member to join a group, whether or not they are your contacts. You'll be able to select people and send them a customized invitation to join R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION. Invite a Flickr member? or... A friend who isn't a member yet? Inviting a friend to join a group is a good way to get them to join Flickr and get involved in a group they might be interested in. When you invite a new person to join up via a group, we set you up as contacts, and add them as a new member of R[̲̅ə̲̅٨̲̅٥̲̅٦̲̅]UTION. Invite a new person to join Flickr? Galvan Name Meaning Spanish (Galván): from a medieval personal name. This is in origin the Latin name Galbanus (a derivative of the Roman family name Galba, of uncertain origin). However, it was used in a number of medieval romances as an equivalent of the Celtic name Gawain (see Gavin), and it is probably this association that was mainly responsible for its popularity in the Middle Ages.
• Location: Beaumont/Pt Arthur, College Station, Galveston, Houston, Huntsville
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The TIE/LN starfighter, or TIE/line starfighter, simply known as the TIE Fighter or T/F, was the standard Imperial starfighter seen in massive numbers throughout most of the Galactic Civil War and onward.
The TIE Fighter was manufactured by Sienar Fleet Systems and led to several upgraded TIE models such as TIE/sa bomber, TIE/IN interceptor, TIE/D Defender, TIE/D automated starfighter, and many more.
The original TIEs were designed to attack in large numbers, overwhelming the enemy craft. The Imperials used so many that they came to be considered symbols of the Empire and its might. They were also very cheap to produce, reflecting the Imperial philosophy of quantity over quality.
However, a disadvantage of the fighter was its lack of deflector shields. In combat, pilots had to rely on the TIE/LN's maneuverability to avoid damage. The cockpit did incorporate crash webbing, a repulsorlift antigravity field, and a high-g shock seat to help protect the pilot, however these did next to nothing to help protect against enemy blaster fire.
Due to the lack of life-support systems, each TIE pilot had a fully sealed flight suit superior to their Rebel counterparts. The absence of a hyperdrive also rendered the light fighter totally dependent on carrier ships when deployed in enemy systems. TIE/LNs also lacked landing gear, another mass-reducing measure. While the ships were structurally capable of "sitting" on their wings, they were not designed to land or disembark their pilots without special support. On Imperial ships, TIEs were launched from racks in the hangar bays.
The high success rate of more advanced Rebel starfighters against standard Imperial TIE Fighters resulted in a mounting cost of replacing destroyed fighters and their pilots. That, combined with the realization that the inclusion of a hyperdrive would allow the fleet to be more flexible, caused the Imperial Navy to rethink its doctrine of using swarms of cheap craft instead of fewer high-quality ones, leading to the introduction of the TIE Advanced x1 and its successor, the TIE Avenger. The following TIE/D Defender as well as the heavy TIE Escort Fighter (or TIE/E) were touted as the next "logical advance" of the TIE Series—representing a shift in starfighter design from previous, expendable TIE models towards fast, well armed and protected designs, capable of hyperspace travel and long-term crew teams which gained experience and capabilities over time.
The TIE/E Escort, was a high-performance TIE Series starfighter developed for the Imperial Navy by Sienar Fleet Systems and it was introduced into service shortly before the Battle of Endor. It was a much heavier counterpart to the agile and TIE/D fighter, and more of an attack ship or even a light bomber than a true dogfighter. Its role were independent long range operations, and in order to reduce the work load and boost morale a crew of two was introduced (a pilot and a dedicated weapon systems officer/WSO). The primary duty profile included attack and escort task, but also reconnoiter missions. The TIE/E shared the general layout with the contemporary TIE/D fighter, but the cockpit section as well as the central power unit were much bigger, and the ship was considerably heavier.
The crew enjoyed – compared with previous TIE fighter designs – a spacious and now fully pressurized cockpit, so that no pressurized suits had to be worn anymore. The crew members sat in tandem under a large, clear canopy. The pilot in front had a very good field of view, while the WSO sat behind him, in a higher, staggered position with only a limited field of view. Both work stations had separate entries, though, and places could not be switched in flight: the pilot mounted the cockpit through a hatch on port side, while the WSO entered the rear compartment through a roof hatch.
In a departure from the design of previous TIE models, instead of two parallel wings to either side of the pilot module, the TIE Escort had three quadanium steel solar array wings mounted symmetrically around an aft section, which contained an I-s4d solar ionization reactor to store and convert solar energy collected from the wing panels. The inclusion of a third wing provided additional solar power to increase the ship's range and the ship's energy management system was designed to allow weapons and shields to be charged with minimum loss of power to the propulsion system.
Although it was based on the standard twin ion engine design, the TIE/E’s propulsion system was upgraded to the entirely new, powerful P-sz9.8 triple ion engine. This allowed the TIE/E a maximum acceleration of 4,220 G or 21 MGLT/s and a top speed of 144 MGLT, or 1,680 km/h in an atmosphere — almost 40 percent faster than a former standard TIE Fighter. With tractor beam recharge power (see below) redirected to the engines, the top speed could be increased to 180 MGLT in a dash.
In addition to the main thrusters located in the aft section, the TIE Escort's triple wing design allowed for three arrays of maneuvering jets and it featured an advanced F-s5x flight avionics system to process the pilot's instructions. Production models received a class 2, ND9 hyperdrive motivator, modified from the version developed for the TIE Avenger. The TIE/E also carried a Sienar N-s6 Navcon navigation computer with a ten-jump memory.
Special equipment included a small tractor beam projector, originally developed for the TIE Avenger, which could be easily fitted to the voluminous TIE Escort. Models produced by Ysanne Isard's production facility regularly carried such tractor beams and the technology found other uses, such as towing other damaged starfighters until they could achieve the required velocity to enter hyperspace. The tractor beam had limited range and could only be used for a short time before stopping to recharge, but it added new tactics, too. For instance, the beam allowed the TIE/E crews to temporarily inhibit the mobility of enemy fighters, making it easier to target them with the ship's other weapon systems, or prevent enemies from clear shots.
The TIE Escort’s weapons systems were primarily designed to engage bigger ships and armored or shielded targets, like armed freighters frequently used by the Alliance. Thanks to its complex weapon and sensor suite, it could also engage multiple enemy fighters at once. The sensors also allowed an effective attack of ground targets, so that atmospheric bombing was a potential mission for the TIE/E, too.
.
The TIE Escort Fighter carried a formidable array of weaponry in two modular weapon bays that were mounted alongside the lower cabin. In standard configuration, the TIE/E had two L-s9.3 laser cannons and two NK-3 ion cannons. The laser and ion cannons could be set to fire separately or, if concentrated power was required, to fire-linked in either pairs or as a quartet.
The ship also featured two M-g-2 general-purpose warhead launchers, each of which could be equipped with a standard load of three proton torpedoes or four concussion missiles. Depending on the mission profile, the ship could be fitted with alternative warheads such as proton rockets, proton bombs, or magnetic pulse warheads.
Additionally, external stores could be carried under the fuselage, which included a conformal sensor pallet for reconnaissance missions or a cargo bay with a capacity for 500 kg (1.100 lb).
The ship's defenses were provided by a pair of forward and rear projecting Novaldex deflector shield generators—another advantage over former standard TIE models. The shields were designed to recharge more rapidly than in previous Imperial fighters and were nearly as powerful as those found on capital ships, so that the TIE/E could engage other ships head-on with a very high survivability. The fighters were not equipped with particle shields, though, relying on the reinforced titanium hull to absorb impacts from matter. Its hull and wings were among the strongest of any TIE series Starfighter yet.
The advanced starfighter attracted the attention of several other factions, and the Empire struggled to prevent the spread of the technology. The ship's high cost, together with political factors, kept it from achieving widespread use in the Empire, though, and units were assigned only to the most elite crews.
The TIE/E played a central role in the Empire's campaign against rogue Grand Admiral Demetrius Zaarin, and mixed Defender and Escort units participated in several other battles, including the Battle of Endor. The TIE Escort continued to see limited use by the Imperial Remnant up to at least 44 ABY, and was involved in numerous conflicts, including the Yuuzhan Vong War..
The kit and its assembly:
Another group build contribution, this time to the Science Fiction GB at whatifmodelers.com during summer 2017. Originally, this one started as an attempt to build a vintage MPC TIE Interceptor kit which I had bought and half-heartedly started to build probably 20 years ago. But I did not have the right mojo (probably, The Force was not strong enough…?), so the kit ended up in a dark corner and some parts were donated to other projects.
The sun collectors were still intact, though, and in the meantime I had the idea of reviving the kit’s remains, and convert it into (what I thought was) a fictional TIE Fighter variant with three solar panels. For this plan I got myself another TIE Interceptor kit, and stashed it away, too. Mojo was still missing, though.
Well, then came the SF GB and I took it as an occasion to finally tackle the build. But when I prepared for the build I found out that my intended design (over the years) more or less actually existed in the Star Wars universe: the TIE/D Defender! I could have built it with the parts and hand and some improvisation, but the design similarity bugged me. Well, instead of a poor copy of something that was more or less clearly defined, I rather decided to create something more individual, yet plausible, from the parts at hand.
The model was to stay a TIE design, though, in order to use as much donor material from the MPC kits as possible. Doing some legwork, I settled for a heavy fighter – bigger than the TIE Interceptor and the TIE/D fighter, a two-seater.
Working out the basic concept and layout took some time and evolved gradually. The creative spark for the TIE/E eventually came through a Revell “Obi Wan’s Jedi Starfighter” snap fit kit in my pile – actually a prize from a former GB participation at phoxim.de (Thanks a lot, Wolfgang!), and rather a toy than a true model kit.
The Jedi Fighter was in so far handy as it carries some TIE Fighter design traits, like the pilot capsule and the characteristic spider web windscreen. Anyway, it’s 1:32, much bigger than the TIE Interceptor’s roundabout 1:50 scale – but knowing that I’d never build the Jedi Starfighter OOB I used it as a donor bank, and from this starting point things started to evolve gradually.
Work started with the cockpit section, taken from the Jedi Starfighter kit. The two TIE Interceptor cockpit tubs were then mounted inside, staggered, and the gaps to the walls filled with putty. A pretty messy task, and once the shapes had been carved out some triangular tiles were added to the surfaces – a detail I found depicted in SW screenshots and some TIE Fighter models.
Another issue became the crew – even though I had two MPC TIE Interceptors and, theorectically, two pilot figures, only one of them could be found and the second crewman had to be improvised. I normally do not build 1:48 scale things, but I was lucky (and happy) to find an SF driver figure, left over from a small Dougram hoovercraft kit (from Takara, as a Revell “Robotech” reboxing). This driver is a tad bigger than the 1:50 TIE pilot, but I went with it because I did not want to invest money and time in alternatives. In order to justify the size difference I decided to paint the Dougram driver as a Chiss, based on the expanded SW universe (with blue skin and hair, and glowing red eyes). Not certain if this makes sense during the Battle of Endor timeframe, but it adds some color to the project – and the cockpit would not be visible in much detail since it would be finished fully closed.
Reason behind the closed canopy is basically the poor fit of the clear part. OOB, this is intended as an action toy – but also the canopy’s considerable size in 1:50 would prevent its original opening mechanism.
Additional braces on the rel. large window panels were created with self-adhesive tape and later painted over.
The rear fuselage section and the solar panel pylons were scratched. The reactor behind the cockpit section is actually a plastic adapter for water hoses, found in a local DIY market. It was slightly modified, attached to the cockpit “egg” and both parts blended with putty. The tail opening was closed with a hatch from the OOB TIE Interceptor – an incidental but perfect match in size and style.
The three pylons are also lucky finds: actually, these are SF wargaming/tabletop props and would normally be low walls or barriers, made from resin. For my build, they were more or less halved and trimmed. Tilted by 90°, they are attached to the hull with iron wire stabilizers, and later blended to the hull with putty, too.
Once the cockpit was done, things moved more swiftly. The surface of the hull was decorated with many small bits and pieces, including thin styrene sheet and profiles, steel and iron wire in various strengths, and there are even 1:72 tank tracks hidden somewhere, as well as protective caps from syringes (main guns and under the rear fuselage). It’s amazing how much stuff you can add to such a model – but IMHO it’s vital in order to create some structure and to emulate the (early) Star Wars look.
Painting and markings:
The less spectacular part of the project, even though still a lot of work because of the sheer size of the model’s surface. Since the whole thing is fictional, I tried to stay true to the Imperial designs from Episode IV-VI and gave the TIE/E a simple, all-light grey livery. All basic painting was done with rattle cans.
Work started with a basic coat of grey primer. On top of that, an initial coat of RAL 7036 Platingrau was added, esp. to the lower surfaces and recesses, for a rough shading effect. Then, the actual overall tone, RAL 7047, called “Telegrau 4”, one of Deutsche Telekom’s corporate tones, was added - mostly sprayed from abone and the sides onto the model. Fuselage and panels were painted separately, overall assembly was one of the final steps.
The solar panels were to stand out from the grey rest of the model, and I painted them with Revell Acrylic “Iron Metallic” (91) first, and later applied a rather rich wash with black ink , making sure the color settled well into the many small cells. The effect is pretty good, and the contrast was slightly enhanced through a dry-brushing treatment.
Only a few legible stencils were added all around the hull (most from the scrap box or from mecha sheets), the Galactic Empire Seal were inkjet-printed at home, as well as some tactical markings on the flanks, puzzled together from single digits in "Aurebash", one of the Imperial SW languages/fonts.
For some variety and color highlights, dozens of small, round and colorful markings were die-punched from silver, yellow, orange, red and blue decal sheet and were placed all over the hull - together with the large panels they blur into the the overall appearance, though. The hatches received thin red linings, also made from generic decals strips.
The cockpit interior was a bit challenging, though. Good TIE Fighter cockpit interior pictures are hard to find, but they suggest a dark grey tone. More confusingly, the MPC instructions call for a “Dark Green” cockpit? Well, I did not like the all-grey option, since the spaceship is already monochrome grey on the outside.
As a compromise I eventually used Tamiya XF-65 "Field Grey". The interior recieved a black ink in and dry-brushing treatment, and some instruments ansd screens were created with black decal material and glossy black paint; some neon paint was used for sci-fi-esque conmtraol lamps everywhere - I did not pay too much intention on the interior, since the cockpit would stay closed, and the thick clear material blurs everything inside.
Following this rationale, the crew was also painted in arather minimal fashion - both wear a dark grey uniform, only the Chiss pilot stands aout with his light blue skin and the flourescent red eyes.
After an overall black ink wash the model received a dry brusing treatment with FS 36492 and FS 36495, for a weathered and battle-worn look. After all, the "Vehement" would not survive the Ballte of Endor, but who knows what became of TIE/E "801"'s mixed crew...?
Finally, the kit was sealed with matt acrylic varnish, and some final cosmetic corrections made.
The display is a DIY creation, too, made from a 6x6" piece of wood, it's edges covered with edgebonder, a steel wire as holder, and finally the display was paited with semi-matt black acrylic paint from the rattle can.
A complex build, and the TIE/E more or less evolved along the way, with only the overall layout in mind. Work took a month, but I think it was worth the effort. This fantasy creation looks pretty plausible and blends well into the vast canonical TIE Fighter family - and I am happy that I finally could finish this mummy project, including the surplus Jedi Starfighter kit which now also find a very good use!
An epic one, and far outside my standard comfort zone. But a wothwhile build!
+++ 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:
Due to the restrictions of the Versailles treaties, the Reichswehr was already dealing with the increasing mobilization and motorization of the army after the end of the First World War. The realization that the speed of the troop units required appropriate equipment was available early on. However, the Reichswehr suffered from financial constraints and during the Weimar Republic the industry only had limited capacity for series production of larger, armored vehicles.
Nevertheless, at that time the Sd.Kfz. 3 (unarmored half-track transport vehicle/1927), the ARW (eight-wheel car/1928) and the ZRW (ten-wheel car/1928) provided fundamental experience. The findings of these tests and the troop testing with the Sd.Kfz. 3 enabled a more precise specification of the new vehicles to be developed. The "heavy" armored cars were primarily intended for the reconnaissance units of the new armored forces.
The incipient rearmament could only start with a "cheap" solution, though. A three-part armored structure for the chassis of commercially available off-road trucks was developed by the Army Weapons Office, Dept. WaTest 6, in cooperation with the company Deutsche Eisenwerke AG. The typical truck chassis featured front-wheel steering and a driven bogie at the rear (4x6 layout). In June 1929, the companies Magirus, Daimler-Benz and Büssing-NAG were commissioned to develop the desired armored car from it. If you consider that this truck class was developed for a payload of 1.5t, you can already conclude from this that the vehicles, which are now equipped with a significantly heavy armored structure, had little off-road mobility. Even if the appearance of the vehicles supplied by the different manufacturers was similar, there were external distinguishing features by which the manufacturer could be identified. The vehicles were tested in the Reichswehr from 1932 and introduced later.
One of the four crew members (driver, commander, gunner, radio-operator) was used as a reverse driver: with the narrow streets of the time and a turning circle of between 13 and 16m, this function was essential for a truck-sized heavy reconnaissance vehicle. The chassis had the excellent ladder-type configuration, able to withstand the stress of rough rides at high speed. The scout car was 5570 mm long, 1820 mm wide, 2250 mm high and weighed 5.35, 5.7 or 6 tons, depending on the manufacturer. The hull was made of welded steel armor, 5 to 14.5 mm (0.2-0.57 in) thick depending on the angle (bottom to front) with well-sloped plates. The armament consisted of a 2 cm KwK 30 with 200 rounds and a MG 13 with 1300 rounds in a manually operated turret. The fuel supply was 90, 105 or 110 liters, but with a consumption of about 35 or 40 liters per 100 km, this resulted in a completely inadequate range for a scout car.
Having no true alternatives at hand, the armored 4x6 car was accepted and became known as the Sd.Kfz. 231 (6-wheel), and it was subsequently developed into two more vehicles. Up until 1937, 123 vehicles were built as Sd.Kfz. 231 reconnaissance cars and Sd.Kfz. 232 radio trucks. A further 28 were manufactured as Sd.Kfz. 263 (Panzerfunkwagen) command vehicles.
As early as 1932, after testing the pilot series, it was clear that the interim solution of "cheap" 6-wheel vehicles would not meet the future requirements of the armored divisions now planned. It was planned that from 1935/36 at least 18 vehicles of a new type that would meet the requirements for off-road mobility and high road speeds should be produced annually. Büssing-NAG had obviously made a good impression with the ARW and was now commissioned to make the revised vehicle ready for series production, which would become the SdKfz. 231 (8-Rad). The overall concept was completed between 1934 and 1935 and already showed all the features of the future type: all 8 wheels driven and steered, the same speed forwards and backwards, ability to change direction in less than 10 seconds, and a turning circle of "only" 10.5m. The vehicle layout was changed, too: the engine bay was relocated to the rear, the crew compartment was placed at the front end. This improved weight distribution, handling, and the field of view for the main forward driver.
The purpose of the new vehicles was identical to that of the earlier heavy 6-wheel vehicles, they were used on the same sites and so the same ordnance inventory designation was adopted, despite the vehicle’s many modifications. The so-called Sd.Kfz. 231 (8-Rad) was armed, corresponding to its 6-Rad counterpart, with a 2cm KwK 30 and the MG 13 (later MG 34) in a rotating turret. Likewise, the Sd.Kfz. 232 (8-Rad) carried a large, curved bow antenna, and there was a Sd.Kfz. 263 (8-Rad) command vehicle, too.
Nevertheless, the Army Weapons Office demanded a short-term solution for a vehicle based on the 4x6 chassis that offered better off-road performance and armament, namely a 37 mm anti-tank gun, with at least comparable range and armor protection. This interim vehicle was supposed to be ready for service in early 1934. Magirus accepted the challenge and proposed the Sd.Kfz. 241, a 4x8 vehicle. It retained the old overall 6-Rad layout with the front engine under a long bonnet, but it had a fourth steered axle added to lower ground pressure and improve the vehicle’s trench bridging capabilities. The powered two rear axles retained the 6-Rad’s twin wheels, so that the vehicle stood on a total of twelve tires with a relatively large footprint. The armored hull was very similar to the Sd.Kfz. 231 6-Rad, but carried a new, bigger turret with a 3.7 cm KwK 30 L/45 gun and an axis-parallel 7.92 mm MG 34 light machine gun.
The box-shaped turret exploited the hull’s width to the maximum and had a maximum armor of 15 mm, no base and the seat of the commander was attached to the tower wall. The commander sat elevated under a raised cupola in the rear section of the turret, just behind the main gun. He had five viewing slits protected by glass blocks and steel slides for all-round visibility. The gunner/loader, standing to the left of the main gun, had to constantly follow the movement of the turret, which was done by hand. In order to support the gunner when slewing the turret, the commander had an additional handle on the right side. The two crew members also had a turret position indicator.
The cannon was fired electrically via a trigger, the machine gun was operated mechanically with a pedal. To aim and view the outside, the gunner had a gun sight to the left of the gun with an opening in the gun mantlet. Standard access to the vehicle was through low double-doors in the vehicle’ flank, but side exit openings in the turret with two flaps each were also frequently used to board it. Another entry was through the commander cupola’s lid.
With all this extra hardware, the Sd.Kfz. 241’s overall weight rose considerably from the late Sd.Kfz. 231 (6-Rad) nearly 6 tons to 7.5 tons. As a consequence, the chassis had to be reinforced and a more powerful engine was used, a 6-cylinder Maybach HL 42 TRKM w carburetor gasoline engine with 4170 cc capacity and 100 hp (74 kW) output at 3000 rpm.
As expected, the Sd.Kfz. 241 was not a success. Even though the first vehicles were delivered in time in mid-1934, its operational value was rather limited. Off-road capability was, due to the extra weight, the raised center of gravity and the lack of all-wheel drive, just as bad as the 6-Rad vehicles, and the more powerful engine’s higher fuel consumption allowed neither higher range, despite bigger fuel tanks, nor a better street performance. The only real progress was the new 3.7 cm KwK 30’s firepower, which was appreciated by the crews, even though the weapon was only effective against armored targets at close range. At 100 m, 64 mm of vertical armor could be penetrated, but at 500 m this already dropped to 31 mm, any angle in the armor weakened its hitting power even further. The weapon’s maximum range was 5.000m, though, and with HE rounds the Sd.Kfz. 241 could provide indirect fire support. Another factor that limited the vehicle’s effectiveness was that the gun had to be operated by a single crew member who had to load and aim at the same time – there was simply not enough space for a separate loader who would also have increased the gun’s rate of fire from six to maybe twelve rounds per minute. The vehicle’s armor was also inadequate and only gave protection against light firearms, but not against machine guns or heavier weapons. On the other side, the cupola on top of the turret offered the commander in his elevated position a very good all-round field of view, even when under full protection – but this progressive detail was not adopted for the following armored reconnaissance vehicles and remained exclusive to German battle tanks.
Only a total of fifty-five Sd.Kfz. 241s were completed by Magirus in Cologne until 1936, when production of the Sd.Kfz. 231 (8-Rad) vehicle family started and soon replaced the Sd.Kfz. 241, which was primarily operated at the Eastern Front in Poland and Czechoslovakia. By 1940, no Sd.Kfz. 241 was left in any frontline army unit, but a few survivors were grouped together and handed over to police units. Their main gun was either completely deleted or sometimes replaced with a second machine gun, and they were used for urban patrols and riot control duties. However, by 1942, no Sd.Kfz. 241 was left over.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/rear driver)
Weight: 7.5 tons (11.450 lb)
Length: 5,85 metres (19 ft 2 in)
Width: 2,20 metres (7 ft 2 ½ in)
Height: 2,78 metres (9 ft 1 in)
Ground clearance: 28.5 cm (10 in)
Suspension: Torsion bar and leaf springs
Fuel capacity: 150 litres (33 imp gal; 40 US gal)
Armor:
8–15 mm (0.31 – 0.6 in)
Performance:
Maximum road speed: 70 km/h (43.5 mph)
52 km/h (32.3 mph) backwards
Operational range: 250 km (155 miles)
Power/weight: 13 PS/ton
Engine:
Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW),
driving the rear pair of axles
Transmission:
Maybach gearbox with 5-speed forward and 4-speed reverse
Armament:
1× 37 mm KwK 30 L/45 cannon with 70 rounds
1× 7.92 mm MG 34 machine gun mounted co-axially with 1.300 rounds
The kit and its assembly:
This fictional armored car was inspired by a leftover rear axles from an Italeri Sd.Kfz. 231 (6-Rad) model that I converted into a fictional half-track variant some time ago. I wondered if the set could be transplanted under an 8-Rad chassis, to create a kind of missing link to the 8x8 successors of the Sd.Kfz. 231 (6-Rad) with a total of twelve tires on four axles.
The basis became a First to Fight 1:72 Sd.Kfz. 231 (8-Rad) kit – a rather simple and robust affair, apparently primarily intended for tabletop purposes. But the overall impression is good, and it would be modified, anyway, even though the plastic turned out to be rather soft/waxy and the parts’ sprue attachment points a bit wacky.
The hull was “turned around” to drive backwards, so that its rear engine ended up in the front. I eventually only used the rear twin wheels from the Sd.Kfz. 231 (6-Rad), but not its single axles and laminated springs. Instead, I first cut the OOB mudguards in two halves, removed their side skirts and glued them onto the lower hull in reversed order, so that the exhausts and their muffler boxes would end up at the rear of the front fenders. With these in place I checked the axles’ position from the OOB ladder chassis, which is a single, integral part, and found that the rear axles’ position had to be moved by 2mm backwards. Cutting the original piece and re-arranging it was easier to scratch a new rear suspension, and the rocker bars had to be shortened to accept the wider twin wheels.
The original small turret with the 20 mm autocannon was deleted and replaced with core elements from a Panzer III turret, left over from previous conversion projects. Wider than any original turret of the Sd.Kfz. 231/232 family, it had to be narrowed by roughly 5mm – I had to cut a respective plug from the turret’s and the mantlet’s middle section, the deformed hatch was covered under a Panzer III commander cupola. To mate the re-arranged turret with the OOB adapter plate to mount it onto the hull, and to add overall stability to the construction, I filled the interior with 2C putty.
The typical storage bin at the turret’s rear was omitted, though, it would have made it too large for the compact truck chassis. The shape was a perfect stylistic match, even though, with the longer gun barrel, the vehicle reminds a lot of the Soviet BA-10 heavy armored car?
Most small details like the bumpers and the headlights were taken OOB, I added a whip antenna base at the rear and mounted two spare wheels at the back, one of them covered with a tarpaulin (made from paper tissue drenched with white glue, this was also used to create the gun mantlet seals).
Painting and markings:
Typical for German vehicles from the early WWII stages the Sd.Kfz. 241 was painted Panzergrau (RAL 7021; I used Humbrol 67, which is authentic, but mixed it with some 125 to create a slightly lighter shade of grey) overall - quite dull, but realistic. To make the vehicle look more interesting, though, I added authentic contemporary camouflage in the form of low-contrast blotches with RAL 8017, a very dark reddish brown, mixed from Humbrol 160 and some 98. Better, but IMHO still not enough.
After the model received a washing with highly thinned red-brown acrylic artist paint I applied the few decals and gave the parts an overall dry-brushing treatment with grey and dark earth. Everything was sealed with matt acrylic varnish. For even more “excitement”, I decided to add a coat of snow.
For the simulated “frosting” I used white tile grout – which has the benefits of being water-soluble, quite sturdy to touch and the material does not yellow over time like gypsum.
First, the wheels, the chassis and the inside of the wheel arches received a separate treatment with relatively dryly mixed tile grout, simulating snow and dirt clusters. Once thoroughly dried, the wheels were mounted. Then the model was sprayed with low surface tension water and loose tile grout was drizzled over hull and turret, creating a flaky coat of fake snow. Once dry again, everything received another coat of matt acrylic varnish to protect and fixate everything further.
A relatively quick build, done in a few days. The First to Fight kit is very simple and went together well, but I’d use something else the next time due to the odd material it was molded with. The outcome of an 4x8 scout car looks quite plausible, though, like the missing link between the Sd.Kfz. 231 and 232 – the unintended similarity with the Soviet BA-10 heavy armored car was a bit surprising, though. And the snow on the model eventually makes it look a bit more interesting, the stunt was worth the effort.
Hey, Little One...I can't lie. I'm terrified to be your mom. There is so much I need to learn about raising you from within my womb until you are an adult. But I'm willing to try and I'm ready to meet you.
4-26-10 photo of the day on www.photovotr.com/
Possibly the closest I have ever come to acheiving what I saw in my mind when I started manipulating in photoshop!
3 manipulation steps only.....
cropped
1 filter - faded 9%
reduce highlight levels by -4
(The following is a fictional history of a semi-fictional aircraft. It is not to be taken seriously!)
In 1979, the Free Intelani Air Force came to the realization that the next war might be another counterinsurgency one, rather than the Third World War everyone dreaded in Central Europe. As many FIRAF pilots were former USAF veterans of Vietnam, it made sense for the service to acquire gunships of some kind. The USAF was reluctant to part with the technology of the AC-130 Spectre, and the FIRAF was not going to use obsolete AC-47 Spookys. Instead, the idea was to create a gunship using a preexisting aircraft, but not a propeller-driven aircraft--rather a jet one. This would give the gunship much faster speed to get to troops in contact, and if an airliner was used, the loiter time might be only slightly less than an AC-130.
In 1980, the FIRAF contacted Boeing on conversion of the widely-used 737-200 airliner to a gunship; as 737s were used worldwide, this would also make acquiring the aircraft cheaper and spare parts more plentiful. Boeing was surprised and somewhat reluctant, as the 737 was a low-wing airliner, seemingly unsuited for the gunship role. Despite the company's reservations, plans went forward, and the first AC-737A Dragonnel was rolled out in mid-1982.
The Dragonnel had all of the AC-130's electronics and then some, updated for the 1980s, and could if necessary act in the electronic intelligence (Elint) role as well. Armament consisted of four General Electric M61A1 Vulcan 20mm gatling cannons arrayed on the port side, two forward and two aft of the wing. A complete countermeasures suite was included, as well as a strengthened airframe and armored floors; Boeing's standard "gravel kit" for the 737 was included as standard, as AC-737s might have to operate from unimproved runways. Testing was satisfactory, and the FIRAF ordered 24 Dragonnels, with the first batch going to the 43rd Special Operations Squadron at Lassen IAFB, California.
In August 1984, the Third World War did break out, and the AC-737s were committed to the war effort--though not in Central Europe, where the ground and air threat was considered too great. Instead, they were committed to the Norwegian Front, where the Soviet threat was lesser. All the same, the problems soon began. While the AC-737 could respond faster than the AC-130, it had less armament and, as it lacked heavy weapons such as the 40mm Bofors or the 105mm howitzer of the AC-130H, it could only engage infantry and lightly armored vehicles. Worst of all was that firing the two forward 20mm risked the shells being sucked into the port engine, and the low-slung engines of the 737 were far more vulnerable to ground fire. Though no AC-737s were lost, several were heavily damaged and made it back home. A scandal erupted back home when it was revealed that Boeing had warned the FIRAF about the Dragonnel's issues, but these were ignored and hushed up.
With the AC-737 less than effective, the remaining aircraft were cancelled and, though the Dragonnels served until the end of the war in 1987, they were swiftly retired...in favor of the AC-130H, which the FIRAF finally got permission to modify on their own. Most of the AC-737s ended their days ignominiously as range targets, though four were reactivated in 1994 as C-737As. These were modified for use as Elint and psychological warfare aircraft, similar to the USAF's EC-130H Compass Call and Commando Solo aircraft, and operated by Intelani Intelligence's Border Patrol. These secretive aircraft were operated until 2008, when they were finally retired.
(Back in the real world...)
When I was a kid and drawing up all these fictional aircraft for a what-if air force, Dad took one look at the "AC-737" and pointed out the very issues addressed in the "history" above. I replied "No one said it was a *good* idea," and he laughed. When you're the son of an aviation historian and you're an airplane nut yourself, sometimes you even design failed aircraft!
When I started model building, I bought a Hasegawa 1/144 737-200 and painted it in red-white-and-blue "Border Patrol" colors. For an early effort, it wasn't bad, but...it wasn't good, either. In 2018, I decided to go back and repaint the aircraft as an "AC-737," though I couldn't find gatling guns in that scale that looked right. I also made the mistake of using Citadel Warhammer paints, which are not designed for this sort of work. The result was some thick paint buildups and huge brush strokes. I was so disgusted I didn't even want to post it, but, in the interest of completeness, here it is.
With better paint, probably it would look better, and it still looks somewhat all right, with two shades of dark gray over black. I used the drop tank from a 1/72 scale F-5A for the "Elint bulge" on the fuselage; unseen on the bottom is a "gunlaying radar"--actually a rice bowl from a 1/35 scale Viet Cong soldier! I might add some more details (and some actual guns) in the future, along with a repaint, but for now, here is the AC-737A Dragonnel. As I stated, no one said it was a good idea!
Yesterday I had a healing session over the phone with a woman who'd been highly recommended to me by a mutual friend. It was the first time we'd talked. I liked her and we were very tuned in to each other. She told me she works with the Ascended Masters and named Jesus Christ and Yogananda. After the session I walked into my office. The sun was shining through the window, a single light beam specifically illuminating a picture of Jesus Christ that was sitting on my laptop. At that moment I remembered that I bought it at Yogananda's Self Realization Fellowship retreat and ashram in Encinitas, California when I lived in Encinitas in the 1970s. A nice little bit of synchronicity! :-)
The Universe ❤ ツ
You may be familiar with much of the information presented here, either intellectually or intuitively, or perhaps you may be aware of different pieces of the puzzle. In any case, you may also discover something new or gain valuable insights as your subconscious connects the dots. Once you begin to assimilate and apply this knowledge your life will never be the same again. You will begin to view, perceive and experience reality in an entirely new, very liberating way.
When you become aware of the true nature of reality, you will begin to understand who you truly are and how the universal laws affect your life and the world around you. With this realization comes a certain degree of responsibility as you will no longer be oblivious to the fact that you are in complete control of your life experience and what this truly means. This new understanding of Life, the Universe and the laws that govern it is the key to your true freedom. All of this wisdom already exists within you as innate knowledge encoded in your DNA. It contains all of the information related to who you truly are, your past lives, your galactic and spiritual heritage and all of the information relating to your individual evolution as a light being. Your understanding of the information presented here will vary depending on your level of activation or spiritual development. The further you progress on your quest, the greater the responsibility in terms of applying what you are learning to your life and the world around you.
The first thing you need to be aware of is your personal belief system. Your belief system has been shaped by the various thought forms and emotions you have experienced since early childhood right up to the present day. There are also thought forms from your earliest ancestors and your past lives encoded within your DNA (cellular memory) which also affect your belief system. Your belief system encompasses more than just religion or spiritual beliefs, it is your understanding of the world around you and how you experience or interpret your reality. Everyone is entitled to their belief system and the information presented here is open to your interpretation. If you do not agree with something or you feel it doesn't fit with your belief system simply discard it. All you need to do is approach the information with an open heart and an open mind.
The Energetic Universe ❤ ツ
Everything that we can see and all that we can't exists as a form of energy. The entire universe and all of creation is a manifestation of this energy. Even the dense human form is constructed from this universal energy, from the highly energetic particles we call atoms. Science has shown the structure of an atom to be mostly space with a few tiny particles thrown in, which are in turn made up of even smaller particles. All physical matter is well over 90% pure space. The rest is resonating Light patterned by consciousness. It is all Light.
Scientifically speaking, Einstein’s theory of relativity E=mc² demonstrates how energy and mass (matter) are equivalent and transmutable. As you approach the speed of light you are converted into pure energy. If we go beyond the physical universe, into the microscopic universe, past the cells that make up our bodies, past the molecules which make up our cells, into the atomic and subatomic realms, the lines of reality begin to blur. No longer are objects seemingly separate from ourselves, everything becomes a sea of atoms and sub atomic particles. An integrated ocean of pure energy. From this comes the understanding that we are all connected with everything. This is one of the fundamental concepts that need to be understood in order to disconnect yourself from the illusion of a reality of separation. We are all one.
The Multi-Dimensional Universe ❤ ツ
Our universe contains many different dimensions superimposed over one another. These dimensions are separated from each other along different octaves determined by the rate of vibration of light. It is similar in concept to the musical scale. As the strings generating music vibrate at different levels they produce different harmonics and sounds. The greater the vibration of light, the higher you move through the dimensional levels eventually returning to the source, or God.
As an analogy: picture an onion and all of its layers in your mind. The whole onion represents God, and its different layers represent the different dimensions that make up our universe. Each dimension or layer exists separately to the others yet all are still part of the whole. In reality all of the dimensions co-exist simultaneously over lapping each other however each level is clearly defined and only accessible via a certain light pattern or vibration.
Everything exists as a form of energy and has a vibration associated with it. Your physical body, which is really made of light, is vibrating at a specific frequency. The higher your vibration, the greater your expansion as you shed density towards becoming pure energy. As you lower your vibration you descend further into density. It is important for you to understand that different emotional states trigger vibrational changes within the human being. There are only two core emotions that we feel, these being the emotions of Love and Fear. Every other emotion we experience comes from these two basic emotions. Fear produces a lower frequency or vibration within you where as Love produces a higher frequency or rapid vibration. This is another key concept that needs to be understood in order for spiritual progression. It is very important to practice the art of unconditional love in your life, as this raises your frequency or vibration allowing you to access the higher dimensions, taking you closer to Spirit. All of our spiritual teachers and masters throughout history have urged us to love one another… Why ? Because the vibration of love is the core harmonic/pattern of our bodies. It turn us ON in regenerative ways, where as fear turns us OFF in degenerative ways.
There is only Love and Light, they are one and the same, they represent Spirit. Everything starts from Spirit as pure love and light. As you begin to lower your light vibration you begin to seemingly separate from this source, downward through the dimensions towards the other end of the scale, deeper into density (less light energy), darkness (less light) and fear (less love). You can never totally separate from the source as you are a fragment of Spirit.
Each of the dimensional levels in our universe have different universal laws affecting them. Trying to understand the higher dimensions is impossible from the context and perspective of our third dimensional existence in limited consciousness. During waking reality you exist on the third dimension. In actual fact you are a multi-dimensional being existing on a number of levels all at once, however you are only aware of this 3rd dimensional existence which constitutes the physical world around us. You are a transitional being living a human life on the planet Earth. When your physical body dies you don't actually go anywhere, however you do move into a higher dimension, in your Astral Body. You transition from the 3rd dimension into the 4th, which is where you will find the astral plane. Funnily enough, the 4th dimension is also where you go every single night when you go to sleep! This transition is not new to you, it is your true home.
Take a moment to process this information. This is how you can still see loved ones that have crossed over in your dreams. In reality they can visit you while you’re in the 3rd dimensional waking state at any time and they can see you but you can’t see them for they exist in a higher vibration in a higher dimension. It's simillar to the electro-magnetic spectrum where we can only see the frequencies of visible light, the rest (infra-red, microwave, ultra violet, X-rays, Gamma Rays, Cosmic Rays) are invisible to us. They permeate everything but we cannot see them. Remember that all the dimensions overlap. It is possible to access the higher dimensions through your consciousness, using natural psychic abilities, but your ability to interpret and manipulate the energy around you is limited by your belief system. You must believe in something before it can become a reality.
Now you can begin to understand some of the differences between the 3rd dimension and the 4th. When you are dreaming you are not bound by the same physical (universal) laws as you are here in this dimension. You are immortal, able to fly, teleport, walk through walls, change your physical appearance, look at an object from all sides at once, and experience the world in a totally different way, which is often why dreams often don't make sense when you wake up and put them back into a 3D box. When you are dreaming your subconscious mind is running the show, however it is possible for you to consciously experience the 4th dimension, through thought/astral projection, lucid dreaming, physical ascension or death.
You are in complete control of every aspect of your life experience here on Earth. Before you incarnate you predetermine several exit windows, or opportunities for you to potentially terminate your incarnation. During the course of your life certain events may happen where you are involved in an accident, or you become ill, when you have the opportunity to evaluate your progress on a higher level and make the choice to continue or leave. The third dimension or life is a great school where you have the ability to learn many valuable lessons and accelerate your progress very quickly, while in this state of amnesia. When you terminate your incarnation and decide to leave you re-enter Earth's incarnational cycle. When you are ready you will reincarnate back onto the Earth and continue your spiritual evolution. The Earth has shifted to a new energy and the time is approaching for the entire planet and her inhabitants to experience a new level of reality. We are heading towards the 5th dimension (physical/planetary ascension). We will not be skipping the 4th; we have already spent much time there in between incarnations, it is our true home.
Consciousness ❤ ツ
Everything is connected! There is only one Reality and one God, but there are many, many ways that the one Reality can be interpreted. In fact, the number of ways to interpret the Reality are just about infinite. There are certain realities that many people have agreed on, and these realities are called levels of consciousness. There are realities that extremely large numbers of beings are focusing on, which include the one you and I are experiencing right now. At one time we existed on Earth in a very high level of awareness that was far beyond anything we can even imagine now. We hardly have even the capability to imagine where we once were, because who we were then is so out of context with who we are now. Because of the events that happened between 16,000 and 13,000 years ago, humanity fell from that very high place through many dimensions and overtones, ever increasing in density, until we reached this particular place, which we call the third dimension on planet Earth, the modern world.
Our consciousness is not stored in the body or the brain. When you understanding that, you begin to realise that there is a common spiritual bond between all things in the universe, and that we are all part of the one divine intelligence. Your consciousness can be viewed as existing in two parts, as the individual and the group. You are most familiar with your individual consciousness in this reality of separation which creates the illusion that you are inside a body looking out into the world at everything around you that is separate from yourself. However, your consciousness is also connected to the group, or mass consciousness of every human on the planet (which is then connected to the mass consciousness of the Earth, which is connected to the solar system, connected to the central sun of the galaxy, all the way back to unity consciousness with Source or God). Consciousness is the force that connects the spiritual realms with the physical creation.
Consciousness is the seat of the soul, and the source of all creation. Consciousness is what moulds and creates our reality. Scientifically this is demonstrated in quantum physics. The Heisenberg uncertainty principle states that the mere act of looking at an object will change its state from what it originally was, not enabling us to see its original state. Another experiment that demonstrates how conscious throughts affect our reality was performed by Japanese researcher Dr. Masaru Emoto. He devised a technique to photograph water crystals and essentially capture the state of the water which had been affected by conscious thoughts, feelings and emotions. He separated the water into bottles, and on each bottle was taped a message, such as “I love you”, “I hate you”, and “You make me sick, I will kill you”. After a period of time the water was frozen then examined. The resultant formation of the water crystals matched the energetic structure of the messages. The messages of love created elaborate crystals with beautiful symmetry, while the messages of hate generated crystals of no form, dysfunction, and distress. This is more tangible proof that thoughts and feelings affect physical reality/matter. What is interesting to note here is that the human body is over 70% water. If thoughts and feelings could affect water like that, imagine what our thoughts and feelings are doing to us. Consciousness is what binds our universe together and it is what creates our reality.
“The whole history of science has been the gradual realization that events do not happen in an arbitrary manner, but that they reflect a certain underlying order” Stephen W. Hawking. This unified field of consciousness and energy is our concept of Spirit. The conscious living universe exists on an unimaginable scale. In this reality of separation most of us are preoccupied with daily life, and the "external" world we see with our eyes. It’s not often we raise our thoughts above this to the higher consciousness which makes up our universe, and the realization that we are all from the same source and that we are all connected.
How Big is God? ❤ ツ
I want you to imagine the Atlantic Ocean. It's huge! Yet this ocean has a oneness about it. This entire ocean is pulled as one object by the moon. Seemingly as one entity, it bulges gently and causes tides and waters to be pushed and pulled on beaches thousands of miles apart. If you study the tides and the currents, you might wonder how there could be a system where the ocean seems to respond as though it were one consciousness. It seems to coordinate itself in many ways, yet it's made of trillions of parts called water molecules.
Now here's the metaphor: The ocean is made of water, which is the water molecule you know as H2O. So I want you to visualize in your mind how many molecules there are in the ocean! I'll give you a moment to count them.
You can't do it, can you? It's an unbelievably large number, understandable only by math. It's too big to imagine, so notations in mathematics would be given that only the mathematicians can truly grasp. It would be a number that would be so large that it would be out of your view as a Human.
Now, imagine (in this metaphor) that each one of those molecules is an angel. In addition (just to make this more complex), somehow these trillions and trillions of molecules know one another! They all know each other at a quantum level... it's a system where what happens to one of them happens to them all - at the same time. Somehow they're all connected. One knows the other no matter how many thousands of miles apart they are within the ocean. Can you imagine such a connection?
Consider the ocean in this metaphor for a moment, to be what you think of as God. God is not one thing, but a combination of trillions of parts of angelic consciousness (the ocean). Contemplate just how big this would be to a molecule! Now take a small glass of water, fill it almost to the top with a little of this enormous ocean, then let it bob around in a gentle way on the ocean's surface. For this metaphor, the glass of water is planet Earth.
Now I want you to notice something: The glass is filled with water from the ocean. Are you starting to understand? Whatever the ocean means to you, it's also in the glass. In fact, if you were in the glass, and you were a molecule of H2O, you wouldn't be able to see through the glass clearly. In fact, you wouldn't even know that the ocean existed. Yet you'd be pushed and pulled and bobbed around just as though you were part of the ocean.
Without the knowledge of this vast ocean, you wouldn't truly know who you were. You wouldn't even know you were an H2O molecule. When you looked around spiritually, you might say, "Well, it looks like the wall of our water glass is the limit. We're contained by the glass and we can't see anything beyond it. We can't see outside! In addition, there's no evidence that there's anyone beyond the glass. So we'll turn inward and examine only ourselves." This is the earth.
But if the glass contains ocean water, this means that the glass actually contains angels [according to the metaphor]! But in this case, they're angels that don't seem to know that they're angels. There seems to be total isolation, and disconnected from everything except what's going on in the glass of water. The water in the glass can't even see how big the ocean is... if they even believe there is one. Oh, they can look at the stars and appreciate the Universe, but they can't see through the glass to really see how big God is.
Yet there's something interesting going on here. There's a mass intuition. At the centre of every molecule, somehow they know that there's something bigger than themselves. It's intuitive, and all throughout the glass it's felt. Here is a fact of your humanness: Eighty-five percent of humanity believes in the afterlife. Hundreds of religions, developed independently at many times and places in history, all have something in common: They believe that when you leave Earth, you go somewhere else!
Now, 85 percent would be an amazing number if you were doing a political poll! It's more than a majority - it's a mandate of consciousness. And so at the cellular level, the Human Being knows that there's something beyond the glass. Even though there's no entity that can prove it, the belief continues through the ages and into the future, and men and women continue to die in battle defending their belief that beyond the glass is their own God.
Eighty-five percent of the people on the earth can't all have the same thought and have it be a coincidence, or just wishful thinking. At some level, you not only know about the ocean on the other side of the glass, but you also know about the family who's there... trillions and trillions of them. If you could only know more! That's the spiritual quest that often drives Human cultures and even wars, where one side believes that their God is better than the other. Therefore, they kill each other to rid the planet of "wrong thinking." Odd, isn't it, how the unseen actually postures governments, shapes countries, and creates wars? That's a lot of effort and energy spent on "wishful thinking."
We stop and apologize for having to use metaphors so often, but we must give you this information in this fashion to even get to the next step of the teaching. And so I'm going to stop for a moment and ask you this question: Do you see how amazing this system is?
How big is God? ❤ ツ
Big enough to have created multiple Universes - trillions and trillions of angelic entities, stretching farther than you can imagine - levels of dimensionality that you cannot conceive of. Bigger than big!
Yet small enough to love you and live in your heart.
What is the perception, therefore, of God? Looking at it from the outside of the glass, it's actually quite amusing for us [Kryon]. Let me tell you what happens: The molecules in the glass [Human-angels] start to look around and wonder about everything. As discussed, they believe in the afterlife. Therefore, they feel there must be a God somewhere. Then they decide from the depths of their wisdom that God must be a giant molecule! Why? Because it's the only thing they can see. They have only one model - themselves. Then they say that there's proof of this, since scripture says so. In just one example, there's Holy Scripture that says that you're "made in the image of God." Now, if you're a molecule, God must therefore be a giant molecule, too, since, if you believe scripture, you look just like God.
How can I tell you this, dear one? This is the premise we've taught from the beginning that's so difficult for you to grasp. You have it reversed! Your logic is reversed. You don't understand this because you can't broach the glass. "Made in His image" means that every single molecule in the glass is part of the ocean! You have it backwards, you see. God's "image" is the mastery of the Universe. It's the divinity of the angelic realm, and it is indeed your image. The "image" is inside you.
It's interesting that Humans can only imagine the highest thing in their own reality. And so those in the glass, for thousands of years, have decided that God is a molecule. Pictures of God are Human-like, and all the angels are, too. Every time an angel appears on Earth, those who create the history of the event have to put skin and wings on them, pretend they're of singular nature, and give them one name. This is very funny! For angels are interdimensional, without wings or Human form, and they always have a "group" attribute. That's because they represent the consciousness of the whole ocean. But in order for Humans to grasp their visit, they're brought to the Human form and level.
You see how limited that is? Think of it... if that glass contained only anteaters, they would have chosen to say that God must be a large anteater! Then they'd go on to say, "When I get to heaven, there will be lots of ants!" Amusing, isn't it? But that's not very different from what most Humans do. You've been told that when you go to heaven, there will be streets of gold - mansions for each one of you. Some cultures believe that you'll be met by 72 virgins [just the men qualify for this, of course]. Do you see what I'm saying? You can only go to the limit of the wall of the glass based on your spiritual thinking and your own reality. Your idea of what God must be and what heaven must be is contained in, and limited to, your own Human experience.
The truth? There are no streets or mansions (or Human virgins) when you get to the other side of the glass. What there is, is a splendorous reality that you instantly remember. There is expansion, and you become the part of God that you always were, and all is known. You go home! In this metaphor, the wall of the glass is the veil. You can't see through it, and you never actually see the ocean [God]. So everything you conceive of isn't much bigger than the glass, and that's what you decide to worship. You worship what you can't see, thinking that whatever that force is on the other side of the glass, it has to be wiser and bigger than you. What you don't understand is the actual test you're in that creates this.
Can angels, sequestered in the glass, eventually discover the truth about who they are? Will they ever acknowledge that they're part of the ocean? Or will they eventually kill each other trying to reach the streets of gold or the 72 virgins? This is what the Kryon work is about. We're here because there's an awakening... a great shift... and humanity is beginning to see through the glass. Let me make a statement. There's nothing to worship; there's everything to discover. It's time you thought interdimensionally.
But let's stop for a moment. Look at the system and all that it represents. God is huge - immense. The ocean stretches for trillions of light years, through quantum Universes and multiverses, yet the angels all know each other. How can this be? It's the staple of an interdimensional existence... that everything is connected, yet seemingly separate and removed by distance. Spread through the Universe is a hugeness you cannot imagine, but since the angels are all connected in real time, every single one of them knows your name! You see?
How big is God? ❤ ツ
Big enough to have created the Universe... yet small enough to know your name - small enough to be here today - small enough to be next to you as you read these words.
Spinchat Healing - the Gifted Revolution
www.spinchat.com/group/Healing_-_Meditation_-_Karma_-_Spi...
I get lost in the crashing and beating of the waves.
I cry at how the tide never stops kissing the shore, no matter how many times it's sent away.
The wind steals my thoughts and she sends them out to sea.
I scream to get them back, but she's just protecting me.
Banished forever now into the depths of the ocean.
Swallowed by the whale of good emotion.
I will lift my head high and make my footprints in the sand.
With rising tides and realizations.
I now stand on solid foundations.
No longer will I be defeated.
Photos taken and published with permission of the Self-Realization Fellowship, www.yogananda-srf.org
215 West K Street
Encinitas, CA 92024
(760) 753-2888
something strange.....is happening to me.....
something more.....than my two eyes can see.....
Johnny Rivers "Realization" 1969
Music from my hippy-psychadelic period.
When I was growing up (and this isn't going to be an overly nostalgic story. True story, but not overly nostalgic,) we would drive up to downtown Titusville and run our errands. Sometimes if we went into old downtown, we would pass the Pritchard House by. I must say that I have been captivated by it since childhood and had been curious about it from the start.
At about 12 or 14, I had a copy of "Florida's Historic Architecture" given to me and I started looking around for information about the Pritchard House and found out the general statistics: the house being built in 1891; the family still owning the house to this day, etcetera.
Whether the house was occupied to this day was unknown to me growing up, but with its peeling pain and sagging shutters who would know?
It all changed in 2004, when I met Mrs. Schuster right after hurricane Jeanne blew through the area. I wanted to see if the house had been damaged, so, reluctantly, I was driven up to Titusville and I found an upper floor window broken. A glazier's truck sat on the curb. The glazier's ladder was leaning up against the side of the house. I became very self-conscious carrying the camera with me, and I wasn't quite sure whether I would be run off by this glazier working as I shot the house (because when you stand in front of the house, that's just what you do by nature. Stand in front of it yourself, with a camera in hand, and you'll know what I mean!)
So, cautiously, I walked over to the glazier and asked him if he knew if the owners of the house would mind if I went around photographed the house from the sidewalk. He didn't seem to care, and heck, I could hardly hear a word he was saying over the screeching traffic of US1 whizzing northbound behind me.
I heard a female voice and turn in its direction of origin. There was an elderly lady in sunglasses standing on the porch.
Well, what was I to know? I didn't think there was anyone living in the house. I didn't know what to think. Would I be run off of the sidewalk by an irate elderly woman?
The lady continued: "I'm the owner of this house."
"Oh," I said, and then introduced myself. I asked if I could enter the gate and talk with her on the porch steps and she said "Yes." So I walked up to the porch steps and we started to talk.
"Would you mind if I took some pictures of the house?" I asked.
She shrugged, with a c'est la vie smile on her face: "Everyone else does."
So the conversation went from there. She is an amazing lady and can tell you almost anything you want to know about the house. You would never guess her actual age - and you would be very, very surprised once you found out. I saw the Dining Room, Reception Hall (the family calls it the "Living Room") and the Parlor. It was simply an amazing experience.
It was almost by accident that the next year I would find out about the North Brevard Heritage Foundation and become involved with the restoration process of this house.
In a way, it has been a realization of a childhood dream. I don't think I would trade it for anything.
“In self-realization our experience of ourselves is a pure act of consciousness. We know ourselves by directly being ourselves. All self-images have been rendered transparent and we no longer identify with any construct in the mind. There is no reactivity to past, present or future. There is no effort to be ourselves. There is no interference with our experience, no manipulation, no activity – inner or outer – involved with maintaining our identity. We simply are. We are able to respond, feel, think, act – but from a purely spontaneous and authentic Presence. We are not defensive, not judging ourselves, not trying to live up to any standard. We may also be silent, empty or spacious. We do not have to do anything to be ourselves. We are whole, one, undivided. It is not the wholeness of the harmony of parts, but the wholeness of singlehood. We are one. We are ourselves. We are being. We simply are.” - A. Hameed Ali
This is the realization of the pattern I created for a hungarian bride using hungarian embroidery elements. The henna is Tunisian style where like in Yemen gall ink is used to high light the henna.
Khidab is a Gall ink which is employed in Yemen mainly in the mountainous regions around the capital Sanaa instead of henna. For an account how it is made you can download an article:
Yemeni Women’s Body Painting with Black Gall Ink Khidab, Production Methods,
from my colleage Dr. Hanne Schönig at www.henna-und-mehr.de/pdf/Khidabartikel_eu.pdf; (Englisch)
or www.henna-und-mehr.de/pdf/schoenig_deutsch.pdf (German)
If you like to see original Yeminite bodypaintings with this ink visit: www.henna-und-mehr.de/de/khidabslide.html (German) or
Name: Kraanspoor
City: Amsterdam
Architect(s): OTH (Ontwerpgroep Trude Hooykaas bv)
realization: 2007
Kraanspoor (translated as craneway) is a light-weight transparent office building of three floors built on top of a concrete craneway on the grounds of the former NDSM (Nederlandsche Dok en Scheepsbouw Maatschappij) shipyard, a relic of Amsterdam’s shipping industry. This industrial monument, built in 1952, has a length of 270 meters, a height of 13,5 meters and a width of 8,7 meters. A street length and width. The new construction on top is the same 270 meters long, with a width of 13,8 meters, accentuates the length of Kraanspoor and the phenomenal expansive view of the river IJ. Fully respecting its foundation, the building is lifted by slender steel columns 3 meters above the crane way, appearing to float above the impressive concrete colossus.
The challenge of the design for OTH was to utilize the maximum allowable load of the existing craneway. The concrete craneway functions as a foundation, and carries the maximum possible weight of a three storey building, with an asymmetrical overhang on the water-side; this is due to the heavier load barring function for the former revolving cranes that cantilevered to this side. The light-weight building of steel construction made the light-weight floors necessary. By using a hollow Infra+ floor system, the piping and wiring are tucked away in the floor allowing for a maximum clear height.
The glass building is clear and simple in plan. The newly built construction is characterized by its transparent double-skin climate façade of glass: the outer layer of moveable motor-driven glass louvers appear as lace-work around the building, the inner façade is of hinged timber windows with a full height from office floor to ceiling. This climate façade allows natural ventilation of the offices and acts as a buffer against heat in the summer and cold in the winter. The concrete Infra+ underfloor of only 70mm allows for concrete core activity. The water from the IJ river is pumped up and used for heating as well as cooling via a water pump.
The pre-existing facilities have been utilised in the building’s new function. The former four old stairwells still remain as entrance to the building and are foreseen with panorama lifts and new stairs. The two gangways/catwalks alongside the concrete craneway function as fire-escape routes. In the heart of the original concrete structure, underneath the new structure, is extensive archive/storage space.
"A seamless combination of old and new – industrial heritage and modern architecture in which the waterways are restored and the slipway determines the orientation. The entire place with its shipping industrial past has an intense energy. The object is to intertwine the old with the new, to preserve history, and not loose this energy.
The wharf is dead? – Long live the wharf."
text: www.archdaily.com
Thaumatophyllum sp. and T. giganteum - Self-Realization Fellowship Meditation Gardens, Encinitas, California
just reading a good book and reflecting on the different tradition's takes on achieving soul realization..so different and seemingly contradictory..only if you don't recognize the different angles on the one truth..
(sorry to get so deep) but i find it fascinating.. just a few tid bits i really enjoyed--
"The man of the Tao remains unknown. In perfect virtue, he produces nothing. ' No Self' is 'true Self' And the greatest man is Nobody"
~Chuang Tzu
" When one sees all beings in the Self, and the Self in all beings, he hates no one."
~ Isha Upanishads
" Strive to know yourSelves. Become aware that you are children of the living Father; and you will know that you are living in the City of God, and you are that City.
~Oxyrhnchus fragment (Gnostic Christianity)
"Seeing the Lord equally, everywhere, one does not injure the Self by the self, and so goes to his reward."
~ The Bagavad Gita
" He who experiences the unity of life sees his own Self in all beings, and all beings in his own Self, and looks on everything with an impartial eye."
~ The Buddha