LACPIXEL - 2020

 

Fluidr

 

Please don't use this image without my explicit permission.

© All rights reserved

 

Dear friends of Flickr, I know that the photo I posted before is the one that meets the requirement’s of this MMS. However I would appreciate it if you would make me honest comments about my abstract deconstructivist attempt, does it contribute? You live more sensory mind? Transmits more than the previous one? And finally it is valid in MMS? Thank you so much!!! :)

Olympus & 60 mms macro.

This severely cropped image of a fine China plate fits well within the Macro Mondays size requirements.

England’s capital is renowned for cold weather, warm beer and iconic tourist hotspots including some of the world’s most famous bridges.

 

But a lesser known bridge in Hampstead Heath, suitably know as ‘Sham Bridge’, has been making headlines for the last 200 years.

 

Most bridges are designed to at least bear the weight of vehicles or pedestrians crossing over them. However, this bridge located in North West London fails to meet these conventional requirements.

 

Found above the Thousand Pound Pond in Hampstead Heath, this bridge initially appears to be a typical structure. Yet, upon closer inspection from a different perspective, its true nature is revealed.

 

Given its nickname, the ‘Sham Bridge,’ this ornamental structure near Kenwood House is merely a two-dimensional feature, lacking the practicality for actual crossing.

 

Its origins can be traced back to the mid-18th century when it was part of the grounds owned by the first Earl of Mansfield.

Réalisé par le bureau d’architecture Beguin-Massart, le bâtiment, recouvert d’une résille opaline aux contours doucement arrondis, se dépose comme une lanterne au cœur de la ville. Il est l’aboutissement d’une réflexion où les architectes ont su rencontrer la poétique du lieu, son histoire, sa beauté, et toutes les exigences fonctionnelles d’un musée d’aujourd’hui. Avec plus de 600 m2 de surface d’exposition, un espace librairie, un centre de documentation, un espace de rencontre et d’activités pédagogiques et tous les locaux techniques nécessaires à la conservation des oeuvres, le Trinkhall s’inscrit dans une nouvelle dynamique. Son café-restaurant, ouvrant largement sa terrasse sur le parc d’Avroy, reste librement accessible au public et renforce la dimension d’échange et de sociabilité qui caractérise le lieu depuis le XIXe siècle.

 

Designed by the Beguin-Massart architectural firm, the building, covered with an opaline mesh with gently rounded contours, sits like a lantern in the heart of the city. It is the result of a reflection in which the architects have been able to meet the poetics of the place, its history, its beauty, and all the functional requirements of a museum today. With more than 600 m2 of exhibition space, a bookstore space, a documentation center, a meeting space and educational activities and all the technical rooms necessary for the conservation of works, the Trinkhall is part of a new dynamic . Its café-restaurant, widely opening its terrace onto Avroy Park, remains freely accessible to the public and reinforces the dimension of exchange and sociability that has characterized the place since the 19th century.

Peace is the only battle worth waging.”

Albert Camus

 

Peace is a day-to-day problem, the product of a multitude of events and judgments. Peace is not an ‘is,’ it is a ‘becoming.

Haile Selassie

 

Be selective in your battles. Sometimes peace is better than being right.

Anon

 

Of all our dreams today, there is none more important—or so hard to realize—than that of peace in the world.

Lester B. Pearson

 

Peace is not the highest goal in life. It is the most fundamental requirement.

Sadhguru

 

World peace can be achieved when, in each person, the power of love replaces the love of power.

Sri Chinmoy

 

You can’t separate peace from freedom because no one can be at peace unless he has his freedom.

Malcolm X

 

Not one of us can rest, be happy, be at home, be at peace with ourselves, until we end hatred and division.

Congressman, John Lewis

 

Peace brings with it so many positive emotions that it is worth aiming for in all circumstances.

Estella Eliot

 

Thank you for your kind visit. Have a wonderful and beautiful day! ❤️❤️❤️

   

John Moore was a good friend from Nelson Camera Club.

He had Parkinson's Disease and when he eventually had to go into a care home, I used to take him out for a drive a couple of times a week to visit his favourite spots.

This tree was one he particularly liked.

He thought it would make a great 365 project.

I agree!

Alas, it is a little too far from home to visit every day.

It would be over 6,000 miles to complete the job, but I hope this one pleases him as he watches down on us all from his little cloud on the other side.

RIP John Moore

Thinking of you mate!

 

Nikon D800E camera converted to infrared by Protech Photographic, UK.

720nm

 

All of my images are available to buy.

Please message me with your requirements.

The jaguar (Panthera onca) is a big cat, a feline in the Panthera genus, and is the only Panthera species found in the Americas. The jaguar is the third-largest feline after the tiger and the lion, and the largest and most powerful feline in the Western Hemisphere. The jaguar's present range extends from Mexico across much of Central America and south to Paraguay and northern Argentina. Apart from a known and possibly breeding population in Arizona (southeast of Tucson), the cat has largely been extirpated from the United States since the early 1900s.

 

This spotted cat most closely resembles the leopard physically, although it is usually larger and of sturdier build and its behavioral and habitat characteristics are closer to those of the tiger. While dense rainforest is its preferred habitat, the jaguar will range across a variety of forested and open terrain. It is strongly associated with the presence of water and is notable, along with the tiger, as a feline that enjoys swimming. The jaguar is a largely solitary, stalk-and-ambush predator, and is opportunistic in prey selection. It is also an apex and keystone predator, playing an important role in stabilizing ecosystems and regulating the populations of prey species. The jaguar has an exceptionally powerful bite, even relative to the other big cats.[3] This allows it to pierce the shells of armoured reptiles[4] and to employ an unusual killing method: it bites directly through the skull of prey between the ears to deliver a fatal bite to the brain.[5]

 

The jaguar is a near threatened species and its numbers are declining. Threats include habitat loss and fragmentation. While international trade in jaguars or their parts is prohibited, the cat is still regularly killed by humans, particularly in conflicts with ranchers and farmers in South America. Although reduced, its range remains large; given its historical distribution, the jaguar has featured prominently in the mythology of numerous indigenous American cultures, including that of the Maya and Aztec.

 

Etymology

 

A jaguar at the Milwaukee County Zoological GardensThe word jaguar is pronounced /ˈdʒæɡwɑr/ or, in British English, /ˈdʒæɡjuː.ər/. It comes to English from one of the Tupi-Guarani languages, presumably the Amazonian trade language Tupinambá, via Portuguese jaguar.[6] The Tupian word, yaguara "beast", sometimes translated as "dog",[7][8] is used for any carnivorous mammal.[9] The specific word for jaguar is yaguareté, with the suffix -eté meaning "real" or "true".[6][9][10]

 

The first component of its taxonomic designation, Panthera, is Latin, from the Greek word for leopard, πάνθηρ, the type species for the genus. This has been said to derive from the παν- "all" and θήρ from θηρευτής "predator", meaning "predator of all" (animals), though this may be a folk etymology[11]—it may instead be ultimately of Sanskrit origin, from pundarikam, the Sanskrit word for "tiger".[12]

 

Onca is the Portuguese onça, with the cedilla dropped for typographical reasons, found in English as ounce for the Snow Leopard, Uncia uncia. It derives from the Latin lyncea lynx, with the letter L confused with the definite article (Italian lonza, Old French l'once).[13]

 

In many Central and South American countries, the cat is referred to as el tigre ("the tiger")

 

Taxonomy

The jaguar, Panthera onca, is the only extant New World member of the Panthera genus. DNA evidence shows that the lion, tiger, leopard, jaguar, snow leopard, and clouded leopard share a common ancestor and that this group is between six and ten million years old;[14] the fossil record points to the emergence of Panthera just two to 3.8 million years ago.[14][15] Phylogenetic studies generally have shown that the clouded leopard (Neofelis nebulosa) is basal to this group.[14][16][17][18] The position of the remaining species varies between studies and is effectively unresolved.

 

Based on morphological evidence, British zoologist Reginald Pocock concluded that the jaguar is most closely related to the leopard.[18] However, DNA evidence is inconclusive and the position of the jaguar relative to the other species varies between studies.[14][16][17][18] Fossils of extinct Panthera species, such as the European Jaguar (Panthera gombaszoegensis) and the American Lion (Panthera atrox), show characteristics of both the lion and the jaguar.[18] Analysis of jaguar mitochondrial DNA has dated the species lineage to between 280,000 and 510,000 years ago, later than suggested by fossil records.[19Geographical variation

 

While numerous subspecies of the jaguar have been recognized, recent research suggests just three. Geographical barriers, such as the Amazon river, limit gene flow within the species.The last taxonomic delineation of the jaguar subspecies was performed by Pocock in 1939. Based on geographic origins and skull morphology, he recognized eight subspecies. However, he did not have access to sufficient specimens to critically evaluate all subspecies, and he expressed doubt about the status of several. Later consideration of his work suggested only three subspecies should be recognized.[20]

 

Recent studies have also failed to find evidence for well defined subspecies, and are no longer recognized.[21] Larson (1997) studied the morphological variation in the jaguar and showed that there is clinal north–south variation, but also that the differentiation within the supposed subspecies is larger than that between them and thus does not warrant subspecies subdivision.[22] A genetic study by Eizirik and coworkers in 2001 confirmed the absence of a clear geographical subspecies structure, although they found that major geographical barriers such as the Amazon River limited the exchange of genes between the different populations.[19] A subsequent, more detailed, study confirmed the predicted population structure within the Colombian jaguars.[23]

 

Pocock's subspecies divisions are still regularly listed in general descriptions of the cat.[24] Seymour grouped these in three subspecies.[20]

 

Panthera onca onca: Venezuela through the Amazon, including

P. onca peruviana (Peruvian Jaguar): Coastal Peru

P. onca hernandesii (Mexican Jaguar): Western Mexico – including

P. onca centralis (Central American Jaguar): El Salvador to Colombia

P. onca arizonensis (Arizonan Jaguar): Southern Arizona to Sonora, Mexico

P. onca veraecrucis: Central Texas to Southeastern Mexico

P. onca goldmani (Goldman's Jaguar): Yucatán Peninsula to Belize and Guatemala

P. onca palustris (the largest subspecies, weighing more than 135 kg or 300 lb):[25] The Pantanal regions of Mato Grosso & Mato Grosso do Sul, Brazil, along the Paraguay River into Paraguay and northeastern Argentina.

 

Physical characteristics

The jaguar is a compact and well-muscled animal. There are significant variations in size and weight: weights are normally in the range of 56–96 kilograms (124–211 lb). Larger males have been recorded at 160 kilograms (350 lb)[26] (roughly matching a tigress or lioness), and smaller ones have extremely low weights of 36 kilograms (80 lb). Females are typically 10–20% smaller than males. The length of the cat varies from 1.62–1.83 metres (5.3–6 ft), and its tail may add a further 75 centimeters (30 in). It stands about 67–76 centimeters (27–30 in) tall at the shoulders.[27]

  

The head of the jaguar is robust and the jaw extremely powerful. The size of jaguars tends to increase the farther south they are located.

Jaguar skull and jawboneFurther variations in size have been observed across regions and habitats, with size tending to increase from the north to south. A study of the jaguar in the Chamela-Cuixmala Biosphere Reserve on the Mexican Pacific coast, showed ranges of just 30–50 kilograms (66–110 lb), about the size of the cougar.[28] By contrast, a study of the Jaguar in the Brazilian Pantanal region found average weights of 100 kilograms (220 lb) and weights of 300 lb or more are not uncommon in old males.[29] Forest jaguars are frequently darker and considerably smaller than those found in open areas (the Pantanal is an open wetland basin), possibly due to the smaller numbers of large herbivorous prey in forest areas.[30]

 

A short and stocky limb structure makes the jaguar adept at climbing, crawling and swimming.[27] The head is robust and the jaw extremely powerful. The jaguar has the strongest bite of all felids capable of biting down with 2000 lbs of force twice the strength of a lion, and the second strongest of all mammals after the spotted hyena; this strength is an adaptation that allows the jaguar to pierce turtle shells.[4] A comparative study of bite force adjusted for body size ranked it as the top felid, alongside the clouded leopard and ahead of the lion and tiger.[31] It has been reported that "an individual jaguar can drag a 360 kg (800 lb) bull 8 m (25 ft) in its jaws and pulverize the heaviest bones".[32] The jaguar hunts wild animals weighing up to 300 kilograms (660 lb) in dense jungle, and its short and sturdy physique is thus an adaptation to its prey and environment.

  

A melanistic jaguar. Melanism is the result of a dominant allele but remains relatively rare in jaguars.The base coat of the jaguar is generally a tawny yellow, but can range to reddish-brown and black. The cat is covered in rosettes for camouflage in its jungle habitat. The spots vary over individual coats and between individual Jaguars: rosettes may include one or several dots, and the shape of the dots varies. The spots on the head and neck are generally solid, as are those on the tail, where they may merge to form a band. The underbelly, throat and outer surface of the legs and lower flanks are white.[27]

 

A condition known as melanism occurs in the species. The melanistic form is less common than the spotted form (it occurs at about six percent of the population)[33] of jaguars and is the result of a dominant allele.[34] Jaguars with melanism appear entirely black, although their spots are still visible on close examination. Melanistic Jaguars are informally known as black panthers, but do not form a separate species. Rare albino individuals, sometimes called white panthers, also occur among jaguars, as with the other big cats.[30]

 

While the jaguar closely resembles the leopard, it is sturdier and heavier, and the two animals can be distinguished by their rosettes: the rosettes on a jaguar's coat are larger, fewer in number, usually darker, and have thicker lines and small spots in the middle that the leopard lacks. Jaguars also have rounder heads and shorter, stockier limbs compared to leopards.[35

  

[edit] Reproduction and life cycle

Jaguar females reach sexual maturity at about two years of age, and males at three or four. The cat is believed to mate throughout the year in the wild, although births may increase when prey is plentiful.[36] Research on captive male jaguars supports the year-round mating hypothesis, with no seasonal variation in semen traits and ejaculatory quality; low reproductive success has also been observed in captivity.[37] Female estrous is 6–17 days out of a full 37-day cycle, and females will advertise fertility with urinary scent marks and increased vocalization.[36] Both sexes will range more widely than usual during courtship.

  

Mother about to pick up a cub by the neckMating pairs separate after the act, and females provide all parenting. The gestation period lasts 93–105 days; females give birth to up to four cubs, and most commonly to two. The mother will not tolerate the presence of males after the birth of cubs, given a risk of infanticide; this behaviour is also found in the tiger.[38]

 

The young are born blind, gaining sight after two weeks. Cubs are weaned at three months but remain in the birth den for six months before leaving to accompany their mother on hunts.[39] They will continue in their mother's company for one to two years before leaving to establish a territory for themselves. Young males are at first nomadic, jostling with their older counterparts until they succeed in claiming a territory. Typical lifespan in the wild is estimated at around 12–15 years; in captivity, the jaguar lives up to 23 years, placing it among the longest-lived cats.[29]

  

Social activity

Like most cats, the jaguar is solitary outside mother-cub groups. Adults generally meet only to court and mate (though limited non-courting socialization has been observed anecdotally[38]) and carve out large territories for themselves. Female territories, which range from 25 to 40 square kilometers in size, may overlap, but the animals generally avoid one another. Male ranges cover roughly twice as much area, varying in size with the availability of game and space, and do not overlap.[38][40] The jaguar uses scrape marks, urine, and feces to mark its territory.[41]

 

Like the other big cats, the jaguar is capable of roaring (the male more powerfully) and does so to warn territorial and mating competitors away; intensive bouts of counter-calling between individuals have been observed in the wild.[42] Their roar often resembles a repetitive cough, and they may also vocalize mews and grunts.[29] Mating fights between males occur, but are rare, and aggression avoidance behaviour has been observed in the wild.[41] When it occurs, conflict is typically over territory: a male's range may encompass that of two or three females, and he will not tolerate intrusions by other adult males.[38]

 

The jaguar is often described as nocturnal, but is more specifically crepuscular (peak activity around dawn and dusk). Both sexes hunt, but males travel further each day than females, befitting their larger territories. The jaguar may hunt during the day if game is available and is a relatively energetic feline, spending as much as 50–60% of its time active.[30] The jaguar's elusive nature and the inaccessibility of much of its preferred habitat make it a difficult animal to sight, let alone study.

 

Hunting and diet

 

Illustration of a jaguar battling a boa constrictor

Illustration of a jaguar killing a tapirLike all cats, the jaguar is an obligate carnivore, feeding only on meat. It is an opportunistic hunter and its diet encompasses 87 species.[30] The jaguar prefers large prey and will take adult caiman, deer, capybara, tapirs, peccaries, dogs, foxes, and sometimes even anacondas . However, the cat will eat any small species that can be caught, including frogs, mice, birds, fish, sloths, monkeys, and turtles; a study conducted in Cockscomb Basin Wildlife Sanctuary in Belize, for example, revealed that jaguars there had a diet that consisted primarily of armadillos and pacas.[41] Some jaguars will also take domestic livestock, including adult cattle and horses.[43]

  

The jaguar has an exceptionally powerful bite, even relative to the other big cats. It is an adaptation that allows it to pierce the shells of armoured reptiles.While the jaguar employs the deep-throat bite-and-suffocation technique typical among Panthera, it prefers a killing method unique amongst cats: it pierces directly through the temporal bones of the skull between the ears of prey (especially the Capybara) with its canine teeth, piercing the brain.[44] This may be an adaptation to "cracking open" turtle shells; following the late Pleistocene extinctions, armoured reptiles such as turtles would have formed an abundant prey base for the jaguar.[30][42] The skull bite is employed with mammals in particular; with reptiles such as caiman, the jaguar may leap on to the back of the prey and sever the cervical vertebrae, immobilizing the target. While capable of cracking turtle shells, the jaguar may simply reach into the shell and scoop out the flesh.[38] With prey such as smaller dogs, a paw swipe to the skull may be sufficient in killing it.

 

The jaguar is a stalk-and-ambush rather than a chase predator. The cat will walk slowly down forest paths, listening for and stalking prey before rushing or ambushing. The jaguar attacks from cover and usually from a target's blind spot with a quick pounce; the species' ambushing abilities are considered nearly peerless in the animal kingdom by both indigenous people and field researchers, and are probably a product of its role as an apex predator in several different environments. The ambush may include leaping into water after prey, as a jaguar is quite capable of carrying a large kill while swimming; its strength is such that carcasses as large as a heifer can be hauled up a tree to avoid flood levels.[38]

 

On killing prey, the jaguar will drag the carcass to a thicket or other secluded spot. It begins eating at the neck and chest, rather than the midsection. The heart and lungs are consumed, followed by the shoulders.[38] The daily food requirement of a 34 kilogram animal, at the extreme low end of the species' weight range, has been estimated at 1.4 kilograms.[45] For captive animals in the 50–60 kilogram range, more than 2 kilograms of meat daily is recommended.[46] In the wild, consumption is naturally more erratic; wild cats expend considerable energy in the capture and kill of prey, and may consume up to 25 kilograms of meat at one feeding, followed by periods of famine.[47] Unlike all other species in the Panthera genus, jaguars very rarely attack humans. Most of the scant cases where jaguars turn to taking a human show that the animal is either old with damaged teeth or is wounded.[48] Sometimes, if scared, jaguars in captivity may lash out at zookeepers.[49]

 

[edit] Ecology

[edit] Distribution and habitat

The jaguar has been attested in the fossil record for two million years[24] and it has been an American cat since crossing the Bering Land Bridge during the Pleistocene epoch; the immediate ancestor of modern animals is Panthera onca augusta, which was larger than the contemporary cat.[23] Its present range extends from Mexico, through Central America and into South America, including much of Amazonian Brazil.[50] The countries included in this range are Argentina, Belize, Bolivia, Brazil, Colombia, Costa Rica (particularly on the Osa Peninsula), Ecuador, French Guiana, Guatemala, Guyana, Honduras, Mexico, Nicaragua, Panama, Paraguay, Peru, Suriname, United States and Venezuela. The jaguar is now extinct in El Salvador and Uruguay.[2] It occurs in the 400 km² Cockscomb Basin Wildlife Sanctuary in Belize, the 5,300 km² Sian Ka'an Biosphere Reserve in Mexico, the approximately 15,000 km² Manú National Park in Peru, the approximately 26,000 km² Xingu National Park in Brazil, and numerous other reserves throughout its range.

  

The jaguar can range across a variety of forested and open habitat, but is strongly associated with presence of water.The inclusion of the United States in the list is based on occasional sightings in the southwest, particularly in Arizona, New Mexico and Texas. In the early 1900s, the jaguar's range extended as far north as the Grand Canyon, and as far west as Southern California.[45] The jaguar is a protected species in the United States under the Endangered Species Act, which has stopped the shooting of the animal for its pelt. In 2004, wildlife officials in Arizona photographed and documented jaguars in the southern part of the state. For any permanent population to thrive, protection from killing, an adequate prey base, and connectivity with Mexican populations are essential.[51] On February 25, 2009 a 118 lb Jaguar was caught, radio-collared and released in an area southwest of Tucson, Arizona; this is farther north than had previously been expected and represents a sign that there may be a permanent breeding population of Jaguars within southern Arizona. It was later confirmed that the animal is indeed the same male individual (known as 'Macho B') that was photographed in 2004 and is now the oldest known Jaguar in the wild (approximately 15 years old.)[52] On Monday March 2, 2009, Macho B, which is the only jaguar spotted in the U.S. in more than a decade, was recaptured and euthanized after he was found to be suffering from kidney failure.[53]

 

Completion of the United States–Mexico barrier as currently proposed will reduce the viability of any population currently residing in the United States, by reducing gene flow with Mexican populations, and prevent any further northward expansion for the species.[54]

 

The historic range of the species included much of the southern half of the United States, and in the south extended much farther to cover most of the South American continent. In total, its northern range has receded 1,000 kilometers southward and its southern range 2,000 km northward. Ice age fossils of the jaguar, dated between 40,000 and 11,500 years ago, have been discovered in the United States, including some at an important site as far north as Missouri. Fossil evidence shows jaguars of up to 190 kg (420 lb), much larger than the contemporary average for the animal.[55]

 

The habitat of the cat includes the rain forests of South and Central America, open, seasonally flooded wetlands, and dry grassland terrain. Of these habitats, the jaguar much prefers dense forest;[30] the cat has lost range most rapidly in regions of drier habitat, such as the Argentinian pampas, the arid grasslands of Mexico, and the southwestern United States.[2] The cat will range across tropical, subtropical, and dry deciduous forests (including, historically, oak forests in the United States). The jaguar is strongly associated with water and it often prefers to live by rivers, swamps, and in dense rainforest with thick cover for stalking prey. Jaguars have been found at elevations as high as 3,800 m, but they typically avoid montane forest and are not found in the high plateau of central Mexico or in the Andes.[30]

 

Substantial evidence exists that there is also a colony of non-native melanistic leopards or jaguars inhabiting the rainforests around Sydney, Australia. A local report compiled statements from over 450 individuals recounting their stories of sighting large black cats in the area and confidential NSW Government documents regarding the matter proved wildlife authorities were so concerned about the big cats and the danger to humans, they commissioned an expert to catch it. The three-day hunt later failed, but ecologist Johannes J. Bauer warned: "Difficult as it seems to accept, the most likely explanation is the presence of a large, feline predator. In this area, [it is] most likely a leopard, less likely a jaguar."[56]

Ecological role

The adult jaguar is an apex predator, meaning that it exists at the top of its food chain and is not preyed on in the wild. The jaguar has also been termed a keystone species, as it is assumed, through controlling the population levels of prey such as herbivorous and granivorous mammals, apex felids maintain the structural integrity of forest systems.[28][57] However, accurately determining what effect species like the jaguar have on ecosystems is difficult, because data must be compared from regions where the species is absent as well as its current habitats, while controlling for the effects of human activity. It is accepted that mid-sized prey species undergo population increases in the absence of the keystone predators and it has been hypothesized that this has cascading negative effects.[58] However, field work has shown this may be natural variability and that the population increases may not be sustained. Thus, the keystone predator hypothesis is not favoured by all scientists.[59]

 

The jaguar also has an effect on other predators. The jaguar and the cougar, the next largest feline of the Americas, are often sympatric (related species sharing overlapping territory) and have often been studied in conjunction. Where sympatric with the jaguar, the cougar is smaller than normal and is smaller than the local jaguars. The jaguar tends to take larger prey and the cougar smaller, reducing the latter's size.[60] This situation may be advantageous to the cougar. Its broader prey niche, including its ability to take smaller prey, may give it an advantage over the jaguar in human-altered landscapes;[28] while both are classified as near-threatened species, the cougar has a significantly larger current distribution.

 

[edit] Conservation status

 

Jaguar populations are rapidly declining. The animal is considered Near Threatened by the International Union for Conservation of Nature and Natural Resources,[2] meaning it may be threatened with extinction in the near future. The loss of parts of its range, including its virtual elimination from its historic northern areas and the increasing fragmentation of the remaining range, have contributed to this status. The 1960s saw particularly significant declines, with more than 15,000 jaguar skins brought out of the Brazilian Amazon yearly; the Convention on International Trade in Endangered Species (CITES) of 1973 brought about a sharp decline in the pelt trade.[61] Detailed work performed under the auspices of the Wildlife Conservation Society reveal that the animal has lost 37% of its historic range, with its status unknown in an additional 18%. More encouragingly, the probability of long-term survival was considered high in 70% of its remaining range, particularly in the Amazon basin and the adjoining Gran Chaco and Pantanal.[50]

 

The major risks to the jaguar include deforestation across its habitat, increasing competition for food with human beings,[2] poaching, hurricanes in northern parts of its range, and the behaviour of ranchers who will often kill the cat where it preys on livestock. When adapted to the prey, the jaguar has been shown to take cattle as a large portion of its diet; while land clearance for grazing is a problem for the species, the jaguar population may have increased when cattle were first introduced to South America as the animals took advantage of the new prey base. This willingness to take livestock has induced ranch owners to hire full-time jaguar hunters, and the cat is often shot on sight.[29]

  

The Pantanal, Brazil, seen here in flood condition, is a critical jaguar range area.The jaguar is regulated as an Appendix I species under CITES: all international trade in jaguars or their parts is prohibited. All hunting of jaguars is prohibited in Argentina, Belize, Colombia, French Guiana, Honduras, Nicaragua, Panama, Paraguay, Suriname, the United States (where it is listed as endangered under the Endangered Species Act), Uruguay and Venezuela. Hunting of jaguars is restricted to "problem animals" in Brazil, Costa Rica, Guatemala, Mexico and Peru, while trophy hunting is still permitted in Bolivia. The species has no legal protection in Ecuador or Guyana.[24]

 

Current conservation efforts often focus on educating ranch owners and promoting ecotourism.[62] The jaguar is generally defined as an umbrella species — a species whose home range and habitat requirements are sufficiently broad that, if protected, numerous other species of smaller range will also be protected.[63] Umbrella species serve as "mobile links" at the landscape scale, in the jaguar's case through predation. Conservation organizations may thus focus on providing viable, connected habitat for the jaguar, with the knowledge that other species will also benefit.[62]

 

Given the inaccessibility of much of the species' range—particularly the central Amazon—estimating jaguar numbers is difficult. Researchers typically focus on particular bioregions, and thus species-wide analysis is scant. In 1991, 600–1,000 (the highest total) were estimated to be living in Belize. A year earlier, 125–180 jaguars were estimated to be living in Mexico's 4,000 square kilometer (2400 mi²) Calakmul Biosphere Reserve, with another 350 in the state of Chiapas. The adjoining Maya Biosphere Reserve in Guatemala, with an area measuring 15,000 square kilometers (9,000 mi²), may have 465–550 animals.[64] Work employing GPS–telemetry in 2003 and 2004 found densities of only six to seven jaguars per 100 square kilometers in the critical Pantanal region, compared with 10 to 11 using traditional methods; this suggests that widely used sampling methods may inflate the actual numbers of cats.[65]

 

On 7 January 2008 United States Fish and Wildlife Service Director H. Dale Hall approved a decision by the George W. Bush Administration to abandon jaguar recovery as a federal goal under the Endangered Species Act. Some critics of the decision said that the jaguar is being sacrificed for the government's new border fence, which is to be built along many of the cat's typical crossings between the United States and Mexico.[66]

 

In the past, conservation of jaguars sometimes occurred through the protection of jaguar "hotspots". These hotspots were described as Jaguar Conservation Units, and were large areas populated by about 50 jaguars. However, some researchers recently determined that, in order to maintain a robust sharing of the jaguar gene pool necessary for maintaining the species, it is important that the jaguars be interconnected. To effect this, a new project, the Paseo del Jaguar, as been established to connect the jaguar hotspots.[67]

Fonte-Wikipedia.

      

Having missed my chance a few days earlier to chase down 66850 (A long time requirement for sight and photo) I finally caught up with the 'blighter' at Worksop after a very early start (for me) enabled a 'final reckoning'!

Colas 66850 & 66847 sort out the leaves on the line on the approaches to Worksop Station forming 3S13 Sheffield - Sheffield via Gainsborough RHTT 30th November 2024.

 

Bioflight employs a fleet exclusively consisting of the P68. This reduces maintenance and pilot training costs, increases our operational flexibility and provides consistent cost-effective production across a wide range of survey types.

 

With the ability to either carry observers for low altitude visual surveys or mount advanced camera and laser systems by utilising the aircrafts’ camera hatch, we can adapt perfectly to whichever survey mission and operational requirements you may have.

 

Our current fleet consist of 10 Vulcanair P68’s divided into 3 Observer and 7 P68C versions.

A scene made completely out of Lego. This is only an excerpt. I also have a pic of the whole build here on flickr.

It was build for a contest - "the great wall" category.

The requirement was to build a 'realistic' huge wall like the chinese wall or the wall in constantinopel etc.

 

Paris is the capital and most populous city of France, with an estimated population of 2,165,423 residents in 2019 in an area of more than 105 km², making it the 34th most densely populated city in the world in 2020. Since the 17th century, Paris has been one of the world's major centres of finance, diplomacy, commerce, fashion, gastronomy, science, and arts, and has sometimes been referred to as the capital of the world. The City of Paris is the centre and seat of government of the region and province of Île-de-France, or Paris Region, with an estimated population of 12,997,058 in 2020, or about 18% of the population of France, making it in 2020 the second largest metropolitan area in the OECD, and 14th largest in the world in 2015. The Paris Region had a GDP of €709 billion ($808 billion) in 2017. According to the Economist Intelligence Unit Worldwide Cost of Living Survey, in 2021 Paris was the city with the second-highest cost of living in the world, tied with Singapore, and after Tel Aviv.

Paris is a major railway, highway, and air-transport hub served by two international airports: Paris–Charles de Gaulle (the second-busiest airport in Europe) and Paris–Orly. Opened in 1900, the city's subway system, the Paris Métro, serves 5.23 million passengers daily; it is the second-busiest metro system in Europe after the Moscow Metro. Gare du Nord is the 24th-busiest railway station in the world and the busiest located outside Japan, with 262 million passengers in 2015. Paris is especially known for its museums and architectural landmarks: the Louvre received 2.8 million visitors in 2021, despite the long museum closings caused by the COVID-19 virus. The Musée d'Orsay, Musée Marmottan Monet and Musée de l'Orangerie are noted for their collections of French Impressionist art. The Pompidou Centre Musée National d'Art Moderne has the largest collection of modern and contemporary art in Europe. The Musée Rodin and Musée Picasso exhibit the works of two noted Parisians. The historical district along the Seine in the city centre has been classified as a UNESCO World Heritage Site since 1991; popular landmarks there include the Cathedral of Notre Dame de Paris on the Île de la Cité, now closed for renovation after the 15 April 2019 fire. Other popular tourist sites include the Gothic royal chapel of Sainte-Chapelle, also on the Île de la Cité; the Eiffel Tower, constructed for the Paris Universal Exposition of 1889; the Grand Palais and Petit Palais, built for the Paris Universal Exposition of 1900; the Arc de Triomphe on the Champs-Élysées, and the hill of Montmartre with its artistic history and its Basilica of Sacré-Coeur.

Paris hosts several United Nations organisations: the UNESCO, the Young Engineers / Future Leaders, the World Federation of Engineering Organizations, and other international organisations such as the OECD, the OECD Development Centre, the International Bureau of Weights and Measures, the International Energy Agency, the International Federation for Human Rights, the International Organisation of La Francophonie; along with European bodies such as the European Space Agency, the Euro Banking Association or the European Securities and Markets Authority. Other international organisations were founded in Paris such as the CIMAC in 1951 (International Council on Combustion Engines | Conseil International des Machines à Combustion), or the modern Olympic Games in 1894 which was then moved to Lausanne, Switzerland.

Tourism recovered in the Paris region in 2021, increasing to 22.6 million visitors, thirty percent more than in 2020, but still well below 2019 levels. The number of visitors from the United States increased by 237 percent over 2020. Museums re-opened in 2021, with limitations on the number of visitors at a time and a requirement that visitors wear masks.

The football club Paris Saint-Germain and the rugby union club Stade Français are based in Paris. The 80,000-seat Stade de France, built for the 1998 FIFA World Cup, is located just north of Paris in the neighbouring commune of Saint-Denis. Paris hosts the annual French Open Grand Slam tennis tournament on the red clay of Roland Garros. The city hosted the Olympic Games in 1900, 1924 and will host the 2024 Summer Olympics. The 1938 and 1998 FIFA World Cups, the 2007 Rugby World Cup, as well as the 1960, 1984 and 2016 UEFA European Championships were also held in the city. Every July, the Tour de France bicycle race finishes on the Avenue des Champs-Élysées in Paris.

The Bell UH-1 Iroquois is a military helicopter powered by a single, turboshaft engine, with a two-bladed main rotor and tail rotor. The helicopter was developed by Bell Helicopter to meet the United States Army's requirement for a medical evacuation and utility helicopter in 1952, and first flew on 20 October 1956. Ordered into production in March 1960, the UH-1 was the first turbine-powered helicopter to enter production for the United States military, and more than 16000 have been produced worldwide.

 

The first combat operation of the UH-1 was in the service of the U.S. Army during the Vietnam War. The original designation of HU-1 led to the helicopter's nickname of Huey. In September 1962, the designation was changed to UH-1, but Huey remained in common use. Approximately 7000 UH-1 aircraft saw service in Vietnam.

Alexander Dennis Enviro 300, BX05FPV, was one of a pair that were new to British Telecom, to provide transport for visitors to the Goonhilly Earth Station near Helston, Cornwall.

The pair were sold on after five years and passed through BOC Auctions at Belle Vue, Manchester.

Jim Stones had a requirement for a high capacity single deck for schools contracts, following the withdrawal of their former MOD Leyland Tigers, and one was purchased at auction.

It gained the registration B10JYM, ironically from the Tiger it replaced, but had been re-registered back to its original mark when photographed here in readiness for sale.

It passed to Howards Travel where it was used on work gained from the collapse of GHA Coaches and was re-registered again, this time to F15HOW.

It passed to Gwynfor Coaches in 2018 and has since moved on again to Lew Jones.

Was hoping Canadian Pacific's Northfield Job would be the appetizer for an appearance here by the INRD 90's, but, wasn't meant to be today, as they got tied down before crossing the river.

 

In any event, this is the CP job that delivers cars to Progressive Rail's operations in Rosemount and Northfield. This train used to run down and back daily, but, they've been reduced to one direction per day as of late.

 

CP 2216 is a GP20C-ECO, part of the first 30 unit order for EMD's ECO line, which essentially allows railroads to trade an old GP for a new GP with the original's emissions requirements - good way to work the system, and I hope it works out well for EMD, since they won't have a Tier 4 product ready for the domestic market until 2017.

 

Speaking of 2017, there are rumors swirling that UP's infrastructure improvements have this bridge getting replaced then. Not that anyone needed an excuse to shoot the Robert Street Lift Bridge, but, its potential imposing demise is a good one.

 

Keen-eyed viewers will also note the American Queen, the world's largest steamboat, docked in the background.

Built for the Small Category of the Microscale Magic Harry Potter Contest being held by The Brothers Brick.

The Room of Requirement is one of the most memorable things for me from the HP books/movies. This was a fun build to do all in,all, though it was challenging getting the piles of junk to look okay. I am not sure how well the rug turned out, let me know your thoughts : / I feel it would look better if it were not parallel to the border.

Enjoy

After the original Trathens operation went bang rather spectacularly in September 1985, the various assets were sold off by the adminstrators. The London operations and the band bus business went to Len Wright Travel, with the National Express Rapide work being bought by the then owners of Yelloway, Carlton PSV, a subsidiary of ATL Holdings. They acquired an existing company from the administrators called Trathens Rapide Ltd, renamed it briefly Trathens Express Ltd and then renamed it again to Yelloway-Trathen Express Ltd. The company didn't have a licence at the time but one was applied for and coaches carried Yelloway Trathen as a fleetname. In the meantime, Yelloway itself maintained the services for the first few months.

 

The initial fleet consisted mainly of former Trathens’ Skyliners – Yelloway took ten ex-Trathens coaches, including all seven Skyliners and an Astromega. These were supplemented by a further pair of Skyliners from Yelloway’s own fleet and were soon joined by another one, a brand new one registered C174 KET. Owners Carlton PSV being the UK Neoplan importer meant that a fleet standardised on that make was always going to be very likely!

 

At least one new Skyliner appeared every year, along with various second-hand coaches, usually more Neoplans, and including a couple of single-decks - a Cityliner and a Jetliner. The Yelloway relationship soon meant that Y-TE vehicles started running up-country too, as well as on the Westcountry – London runs and this would set the scene for many, many years. To augment the Plymouth fleet, a batch of four-year old, one-time National Travel (East) Volvos with Jonckheere bodies was transferred in.

 

When ATL Holdings got into financial difficulties themselves in 1989, the group was taken-over by National Express and Y-TE found itself becoming a joint venture between National Express and the Trathen brothers. National Express was quite keen on joint venture companies at that time, having already set-up Durham Travel Services and Dorset Travel Services. More would soon follow. Accordingly, Yelloway-Trathen Express Ltd was renamed Trathens Travel Services Ltd. The fleet at this point numbered 17, consisting of ten Neoplan Skyliners and seven of the Volvo/Jonckheeres. The Volvos didn’t last much longer, being seen off as the fleet was updated with new Skyliners and some nearly new Volvos with Plaxton Paramount bodies acquired from Parks of Hamilton.

 

The Company grew with the acquisition of Devon General’s National Express work in November 1990, inheriting four MCW Metroliners which were not operated but were quickly swapped with Happy Days for two, three-year old, Skyliners, augmented by yet more new ones, plus a couple of brand new Plaxton Paramount bodied Volvos.

 

In 1991, the company made a tentative move back into the band bus business with an incredibly rare Ayats bodied Magirus Deutz. The original Starider operation, had passed originally to Len Wright Travel, which went bust in 1988, being taken over by Cantabrica Travel and whilst Len Wright restarted operations, the upshot was that the Starider name was no longer being used. Trathens’ new band bus operation resurrected the previous name, although it now tended to be styled as StarRider (with two ‘r’s) and was consolidated with the acquisition, and conversion of four Van Hool Astron semi-deckers from Mandale of Greystoke in 1993. Over the next fifteen years, the fleet would be a common sight around the UK and Europe, sporting a very smart and bright, metallic blue livery.

 

Band buses and a small private hire operation aside, it was the National Express contracts which were the company’s bread and butter. The joint ownership with National Express only lasted a few years before National Express started to sell off their various joint venture holdings and in 1996 the company became wholly owned by Parks of Hamilton.

 

New coach deliveries had moved away from Neoplan from 1994, in favour of Van Hool bodied Volvos, most however, were still double-deck. By the turn of the century, Neoplans had all but been eradicated from the fleet. The National Express fleet was now around thirty (two-thirds were Van Hool bodied Volvo deckers and the remainder, single-decks with a mix of Van Hool and Plaxton bodies. The band bus fleet stood at around a dozen vehicles - four Van Hool Astrons, a Van Hool Astromega and a selection of Van Hool bodied Volvo deckers. A natural cascade path now existed, regularly seeing members of the main fleet converted to band bus use after their age rendered them surplus from National Express work.

 

The policy on new coach purchases changed again at the end of 2001, seeing a switch back to Neoplan Skyliners for the double-deck requirements and in line with Parks’ own intakes, the single-deckers were still Volvos but now featured Jonckheere bodywork. Not surprisingly there was much more swapping of vehicles with the parent fleet and considerable use of Parks’ numerous HSK, KSK and LSK cherished registrations.

 

Most of the 2001 Skyliners were replaced with another similar, but longer, batch over the winter of 2006, however they were not to stay for long. Just as the last ones were being delivered, one of the first to arrive was involved in a fatal accident, overturning on the M25 near Heathrow in January 2007. The driver was later held responsible and jailed. The media had a field day and National Express ordered double-deckers to be suspended from use on all of its workings, which saw Parks transfer single-deck coaches from its Scottish fleet to Plymouth to cover. Of course, they were in a variety of liveries but that wasn’t important.

 

Neoplan was called in to give the remaining eleven Skyliners a thorough safety check which proved that they were free from any defects and gave them a clean bill of health. In fact, one vehicle hadn’t even entered service! They returned to the road in May 2007 – and even though Trathens bolstered its National Express fleet with some Berkhof Axial 100 bodied Volvo deckers, National Express still had strong reservations about the use of double-deck coaches and subsequently required them all to be replaced. Needing the capacity of double-decks but unable to buy them, the solution was found by opting for 15m tri-axle single deckers, Plaxton Panther bodied Volvos, a type that Stagecoach – and Parks themselves – had pioneered on Megabus and Scottish Citylink work a couple of years earlier. They seated only 65 rather than the 75 or more of the deckers but options were limited. Even so, it wasn’t until March 2009 that they arrived in Plymouth. The Berkhofs and a couple of the Skyliners were moved to Parks’ own fleet, the rest of the Skyliners were sold and the era of double-deck coaches on National Express was over.

 

This wasn’t the only problem that the Company had to contend with. In 2009 it, and 24 drivers, was prosecuted for multiple tachograph and driving hours offences. The upshot was that owners, Parks, then surrendered the Trathens Travel Services licence, having been granted authorisation to run the Plymouth depot on their own licence. They still do today and indeed they still use the same depot in Plymouth that Yelloway-Trathen Express opened way back in 1985 but after some sixty years, the Trathens name now found itself consigned to the history books. At the time of transfer the fleet strength stood at around thirty, of which around a half a dozen were band buses which operated for a while with Trathens names removed but that side of the operation would be wound down by early 2011 and the coaches disposed of.

 

An interesting aside is that neither Trathens Travel Services nor Parks has ever operated National Express’ more recent standard types, currently the Caetano Levante, or the Irizar PB before that - possibly the only National Express contractor(s) never to have run either model. In fact, Parks hasn’t bought a Caetano body since the large batch of 46 coaches that were delivered back in 1986 and as far as I can ascertain, has never bought anything from Irizar... ever.

 

The photo shows Neoplan Skyliner 516 (YN51 XML) at Bulleid Way, Victoria ready for the long trip up to Aberdeen. Oddly, these were the only coaches that appeared to carry fleetnumbers.

The same plants as the last picture. I use the setting of f/5.0 1/640 and iso400 about the same as the last photo, but 38mm because I cant walk into the plant closer this time. In lightroom, I use a different temperature just to make a different feeling of the same plant and is seems work to make the plant more like a "healthy" feeling and more texture and natural.

A station sorrounded with forest and twittering birds located on the outskirts of a town while getting the impression of being in the countryside are some of the requirements that a railfan could ever wish for on a sunny spring day.

 

// So far as I know the wagons are for England soon providing weed control and other services to the railway network. //

  

Improved version, made by RCA Victor Company Limited, Montréal - note Russian language labelling for Lend-Lease export requirements

en.wikipedia.org/wiki/Wireless_Set_No._19

en.wikipedia.org/wiki/CMC_Electronics

en.wikipedia.org/wiki/Lend-Lease

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Located at Ontario Regiment RCAC Museum, housed inside Canadian Army Chevrolet C-15A Canadian Military Pattern (CMP) general service (GS) vehicle outfitted as specialized wireless truck, 1944

www.ontrmuseum.ca/tankmuseum/

en.wikipedia.org/wiki/Ontario_Regiment

en.wikipedia.org/wiki/Royal_Canadian_Armoured_Corps

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en.wikipedia.org/wiki/Canadian_Military_Pattern_truck

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Oshawa Executive Airport

www.oshawa.ca/en/transportation-parking/oshawa-executive-...

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Olympus OM-D E-M5 + Olympus M.Zuiko Digital ED 12-200mm F3.5-6.3

en.wikipedia.org/wiki/Olympus_OM-D_E-M5

www.imaging-resource.com/PRODS/omd-em5/omd-em5A.HTM

www.imaging-resource.com/lenses/olympus/12-200mm-f3.5-6.3...

 

P1060113 Anx2 Q90 2k f25 f50

This is the caustic photo. I chose the background because it was simple and with all the shadows it seemed almost "invisible". The lighting is completely natural and coming from a window behind the martini glass (not in the photo).

This photo was taken here because the light strikes the earth at a grazing angel. As you can see, some part of grassland are dark and some are displayed as golden-green, which is really beautiful. I like this sharp contrast due to the sunlight. Moreover, I especially like the rays of light come from the sun. The rays of light really refresh my mind. I shoot this picture using aperture f/5, shutter speed 1/100 to have enough light in. ISO 100 is to reduce the noise.

It's a second spell on the list of my project images. I spent the entire day yesterday on editing the picture for Aguamenti spell and at the end it was worse then shit:( I got depressed, started to cry and complain how world is unfair. Today I came up with the complete different idea.

 

Aguamenti spell produces a jet of water from the caster's wand. I overdid it a little bit and drown in my own spell...

 

Seen/mentioned: First seen in Goblet of Fire, when Fleur put the fire out on her skirt "with a bit of water from her wand." First named in Half-Blood Prince, when Harry is being taught how to perform this specific charm in Professor Flitwick's class. Later Harry casts this spell in an attempt to create water for Dumbledore to drink after taking Voldemort's potion and then to douse Hagrid's hut after it is set on fire later. Then in Deathly Hallows, Hermione Granger uses it to put out Mundungus' searing eyebrows after Harry accidentally set them on fire. Later on, Harry uses it in a failed attempt to douse Vincent Crabbe's Fiendfyre curse in the Room of Requirement.

  

All of my photos are protected under COPYRIGHT, they may not be used in any form for sale, publication, manipulation, or sharing, without my permission. Please contact me if you wish to use my photos in any way.

 

Please don't use my photos on websites, blogs or other media without my explicit permission.

 

© All rights reserved.

  

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When I took these pictures in March 1973 route 12 had a peak vehicle requirement of 64 buses Mon-Fri, running out of four garages. 19 of these buses were RTs out of Peckham garage. The route seemed to wander over much of London on its way between Norwood Junction and Harlesden, though I doubt if many buses ever performed a through journey, the pattern of operation being completely bewildering! Until the previous year the route had been entirely RT and had continued all the way to South Croydon.

If you think 64 buses on one route is impressive, when the 38 was converted from artics to double-deckers not so long ago, the PVR went up from 42 to 73! And a supposedly financially prudent Tory Mayor was responsible for that rather than Ken Livingstone....

 

Requirements 2 & 5: motion blur & poor composition.

I’ve taken the photo of hummingbird chicks without intention to capture motion blur. So, I used aperture priority mode with setting aperture to f/10 and using ISO 1000 to make both chicks sharp. But then suddenly one chick started flapping it’s wings. When I looked at the photo, I was very surprised since automatic shutter speed was 1/400, which is pretty high number and it wasn’t enough to freeze the bird’s movement. Furthermore, the rule of thirds is broken in the photo since the main subject is centered into the photo. The picture would be more dynamic if it's cropped following the rule. I also feel that out-of-focus tree branches are distracting, but they show that the nest is hidden in the bushes.

In post production, I slightly increased lights to make make photo more bright.

This photo satisfies requirement 2 and 4, blurring the motion and using wrong WB. While the shutter was open, I tilted my camera down to create lines of light along the Memorial Way. The recurrence of "TO TERMINAL" was due to the fact that the light source is blinking, but with slow shutter speed plus the movement of the camera, I could produce the strange effect of the repetition of the light source. WB and tint of this picture was changed to slightly warmer and more pinkish to give the modern and sleek feel.

Show us that your dolls love toys just as much as their collectors do! Does your doll have a favorite toy she likes to snuggle with? Or, does he/she have an entire collection of treasured toys from his/her childhood? The only requirement for this theme is that there must be a toy somewhere in the photo.

 

Model: Brian - Texas A&M University Ken

Jacket, trausers, shoes and wrist watch - Mattel

Necklace - made by me

Diorama: handmade by me and my mom

Miniatures of old cars and trains: from Kinders eggs

Mug is now accepting blogger applications!

 

Application will always be open but new bloggers will only be added on the 1st of each month.

 

Apply here: goo.gl/forms/6uFjt9IcFCUKvLkU2

 

**ANY QUESTIONS ABOUT BLOGGING PLEASE CONTACT BLOG MANAGER GINA XIGALIA NOT DESIGNER BRANDY DIFFERENCE**

 

- Requirements -

*Blog must be older than 6 months.

*Must be able to blog two items a month.

*Must have at least 800 Flickr followers.

*Have high quality photos.

*You need to be in at least three feeds.

*Must be able to upload all post to Mug Group Flickr.

*Bloggers must complete the monthly bloggers report by the 28th of each month.

 

** IT HELPS YOUR APPLICATION IF WE SEE THAT YOU HAVE ALREADY BLOGGED MUG PRODUCTS IN THE PAST. THIS SHOWS YOU ACTUALLY ENJOY BLOGGING OUR DESIGNS AND ARE NOT JUST APPLYING FOR FREE STUFF**

 

If you don't meet all these requirements please apply at a later date.

 

This was my first time trying to do Steel Wool Photography. On my first day trying it, I ran out of steel wool right after I got the hang of it; therefore, I decided to give it another try on the next day and successfully took some great photos in the end.

 

I chose to a narrow space in order for the sparks to bounce of the walls and created such effect. On the camera setting, after researching lots of sources online, I tried different settings and ended up setting the shutter speed to 25s in order to capture as much sparks as possible. The white balance was set to Daylight to keep the natural color of the fire, and the aperture was f/16.0 since we don't really want any depth of field for this photo, and interestingly, it matches with the "Sunny 16 Rule" that we discussed in class. For ISO, I set it to 100 as I don't want any part of the photo to get overexposed so that it would be a lot harder to fix the color later in Lightroom. The photo satisfies requirement as the main object I chose was the sparks, which are blurry due to the long shutter speed (that created "lines" of sparks instead of dots).

 

For image processing, I increased "Blacks" to the maximum to bring out details on my jacket, as well as to make the photos more lively. I also did some focus on myself as the part of me in the photo was totally dull before the post-processing phase.

On 06/10/01 37408 runs round the Autumn Highlander tour, which 37416 has already completed, a complicated requirement when double heading occurs.

A Foxhound Light Protection Protected Vehicle is pictured at Camp Bastion, Helmand, Afghanistan.

 

Foxhound was delivered to Camp Bastion, Afghanistan for the first time on 2nd of June 2012.

 

Originally procured as an Urgent Operational Requirement, Foxhound was designed specifically to protect against the threats faced by troops in Afghanistan - for example, its V-shaped hull helps it withstand explosions caused by an improvised explosive device.

 

Its size and agility allows troops to carry out a wide range of tasks in environments that may restrict larger, heavier vehicles. Foxhound is ideal for the Partnering and Mentoring role required for Transition, being able to access urban areas with increased protection.

 

The vehicle incorporates state of the art technology from a range of areas, including from non-traditional defence sources such as the UK's world-leading motorsport industry, drawing a significant number of SMEs from across the country into the supply chain.

 

Its engine can be removed and replaced in just 30 minutes and it can drive away on only three wheels.

 

The vehicle was designed, developed, and built in the UK by FPE and Ricardo plc, together with Team Ocelot partners Thales, QinetiQ, Formaplex, DSG and Sula. Construction of the vehicles will take place throughout the UK.

 

The L7A2 General Purpose Machine Gun (GPMG) is a 7.62 x 51mm belt-fed general purpose machine gun which can be used as a light weapon and in a sustained fire (SF) role.

 

In the SF role, mounted on a tripod and fitted with the C2 optical sight, it is fired by a two-man team who are grouped in a specialist Machine Gun Platoon to provide battalion-level fire support. In SF mode, the GPMG, with a two-man crew, lays down 750 rounds-per-minute at ranges up to 1,800 meters.

 

The GPMG can be carried by foot soldiers and employed as a light machine gun (LMG), although it has largely been replaced by the lighter 5.56 x 45mm Minimi in this role in most regiments. A fold-out bipod is used to support the GPMG in the LMG role.

 

This image is available for high resolution download at www.defenceimages.mod.uk subject to the terms and conditions of the Open Government License at www.nationalarchives.gov.uk/doc/open-government-licence/. Search for image number 45154014.jpg

 

For latest news visit: www.mod.uk

Follow us:

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www.twitter.com/defenceimagesPhotographer: Sergeant Andy Reddy RLC

Image 45154014.jpg from www.defenceimages.mod.uk

 

For latest news visit: www.mod.uk

Follow us:

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With the recent increase in vehicle requirements for the X19, Glasgow gained 22380 from Dumfries. it is captured passing the City of Glasgow College whilst working a service to Easterhouse.

This photo covers requirement 3, background blurred.

 

I shot this photo at the mirror with my hand in front of the camera. To get a background blur, I set the shutter speed to 1/6s. Then, I tried my best to freeze my hands and turn my body so that my left hand stays relatively still with the camera.

 

To prevent my hand from getting out of focus during the movement, I set the aperture to f14.

 

After around 100 attempts, I finally got an image with my hand sharp and the background blurred.

A big success by any standard both in and out of competition, the Lancia Stratos was developed as a homologation Special for European rallying. After production ceased it became a cult car and is now highly priced as the ‘modern classis' it is. Conceived strictly for rallying, the Lancia Stratos however makes an exciting road car, though it is very far from GT standards in both luxury and refinement.

 

The concept vehicle responsible for providing the inspiration for the Lancia Stratos Rally car is the Lancia (Bertone) Stratos. The Stratos featured a 1584 cc V4 DOHC with 115 bhp horsepower at 200 rpm. Designed by Marcello Gandini, the same designer responsible for the Lamborghini Countach and Lamborghini Miura, the Stratos concept was a development of the Bertone designed Alfa Romeo Carabo concept from 1968. The Carabo concept was also a Gandini creation.

 

First revealed at the Turin Motor Show in October of 1970, the Lancia Stratos HF prototype was a styling exercise for Bertone. A futuristic design, the Stratos featured a wedge shaped profile that stood just 33 inches from the ground. Since the vehicle was so low, conventional doors could not be used and instead one accessed the interior of the Stratos by a hinged windscreen. Drivers had to flip up the windscreen and walk into the vehicle. Once inside, visibility was quite restricted since the front windscreen was narrow. The cockpit of the Lancia Stratos was designed specifically for fast forest flying.

 

The body design was predictably minimal to hold down weight and bulk with its most distinctive features being semi-concealed A-pillars and a door beltline that sharply upswept to the top of the daylight opening. The shape of the resulting unbroken expanse of glass gave the tunnelback roof the appearance of a futuristic crash helmet.

 

The main body structure was steel, like the chassis, and weight-saving fiberglass was used for tilt-up nose and tail sections. A small box above and behind the powertrain was where cargo space was held. Bins were also molded into the interior door panels for storing helmets.

 

The same engine utilized on the Lancia 1600 HF Fulvia was used on the Bertone designed Lancia Stratos Zero prototype. A triangular shaped panel hinged upwards to allow access to the mid-mounted engine. Developed for rallying purposes, the legendary Lancia Stratos was unveiled in 1974. The production vehicle Stratos was powered by a 2.4 liter mid-mounted V6 from the Ferrari Dino.

 

Like no other Lancia before or after, the Lancia Stratos was a shock that left enthusiasts and rally fans breathless. For almost a decade the Stratos streaked across the rally landscape much like a brilliant comet, while discarding past principles, it also fearlessly represented something undeniably new. A phenomenal rally car, the Lancia Stratos set an example to every other car manufacturer in the world. The first viable purpose-built rally car ever built, the Stratos was probably the last purpose-built rally car.

 

Created by the Bertone coachbuilding company, the Stratos was both radical, yet fully functional. Fiorio realized that for Lancia to continue to compete in the World Rally Championship, the Fulvia HF would need a much more powerful replacement. A the time, four-wheel drive was not an option, so a mid-engined configuration seemed ideal. To reinforce Fiori's convictions, the Bertone show car was featured soon after with a mid-engine Fulvia V4.

 

The introduction of the Ford mid-engine purpose-built GT70 rally car at the 1971Brussels Motor Show was what truly inspired the impetus behind the Stratos proect. It was after this appearance that Lancia's general manager, Pierugo Gobbato contacted Nuccio Bertone. Though the GT70 was actually never put in production by Ford, it was this that sparked the inspiration of the Lancia Stratos.

 

As always, there was a minimum production requirement, 500 units for the Lancia Stratos. This was an awkward figure that would necessitate funds for at least semi-permanent tooling as well as design and development. This was a job well suited to the Italian industry. Fiorio masterminded the project, and he envisioned a short, wide coupe with transverse midships drivetrain. Bertone was immediately contracted to style the vehicle and built its unit body/chassis structure.

 

43 months passed in between the time of conception to the actual birth of the Lancia Stratos. The vehicle was developed to take over and make Lancia the outright world rally champ. The Stratos was both short and wide, with a wheelbase of only 7 feet 1.8 inches, the width of the vehicle was only 5 feet 8.9 inches. Weighing only 1958 lbs, the Stratos was only 3 feet 7.9 inches high. Able to easily exceed 140 mph, the Stratos featured 190 horsepower in roadgoing trim.

 

Having studied every possible powerteam in the Fiat/Lancia group, Fiorio secured 2.4 liter V-6s and 5-speed transaxles from Ferrari, which was an ideal chouse as they'd be installed exactly as the Dino 246. All-independent suspension, rack-and-pinion steering and four-wheel disc brakes were all specifically designed for the Lancia Stratos.

 

After 1978 the Stratos was officially retired and no longer was officially entered by the Lancia factory, the vehicle was still going strong. The Lancia team was headed by by Sandro Munari who won its first event as a homologated entry in October of 1974. Mun ari entered alone 40 events with the Lancia Stratos and won 14. The Stratos also won the World Rally Championship in 1974, 1975, and 1976 and remained competitive for another four years. The final major win came in 1979 when a Lancia Stratos entered by the Monaco importer won the famed Monte Carlo Rally. Finally the factory retired the Stratos.

 

By Jessica Donaldson

 

[Text from ConceptCarz.com]

 

www.conceptcarz.com/z21737/Lancia-Stratos-HF.aspx

 

This Lego miniland-scale Lancia Stratos Rally Racer has been created for Flickr LUGNuts' 100th Build Challenge - our Centenary, titled 'One Hundred Ways to Win!'. In this challenge, a list of 100 challenges is available, kept by the admins. Individuals wishing to enter, request a number from 1-100 (so long as it has not already been requested) - and the admins assign the individual build challenge associated with that number.

 

In the case of admins entering models - they request that a general LUGNuts member assigns a number - and the admin must build to that challenge number.

 

In this case, the number 78 was chosen for me, corresponding to the challenge: '78.Any vehicle from the year you were born'. I was born in 1972, the year that the first Stratos rally cars were built, entering in the Rally Championship as Group 5 (un-homologated) entries.

 

The road cars required to homologate for Group 4 were built through 1973 to 1978.

 

As can be seen in some of the images here, not only does the car open and close (a real challenge when you look at the chassis), but it also uses the Lego Group RC Rollerskate - so it can zoom around under its own power.

 

This is photo that I shoot upon the Space Needle. It is a abstract night view of Seattle downtown. I changed the focal length while exposing, from 24mm to 70mm. The most interesting part is the Seattle Great Wheel.

 

In order to achieve the effect I want, I used the manual mode. I set the shutter speed to 3 second to just finish changing focal length. Because the shutter speed is too low, I set aperture to f/13 and ISO 160 to not overexposed my photo. In the Lightroom, I decrease the white balance to set the tone blue because the Great Wheel is blue. Then, I increased the contrast and vibrance to make it more saturated. Finally, I cropped it to fill the whole screen.

Impaciente

Originally intended for Leicester but diverted to York, Wright Streetdeck SK17 HHD stayed here for about 14 months to stand in for Gemini 2HEV's 39001-4 which were returned to Wrights one by one in order to have their batteries replaced and some electricial issues looked at - this bus was intended as a demonstrator for various First fleets as it is a series 3 Micro Hybrid with stop-start technology. The main driveline is as a Euro 6 compliant diesel bus, but the air compressor is electric (not driven off the driveshaft as is usually the case) and a second alternator is present - when the brakes are applied the energy that would otherwise be lost in braking is recovered, stored, and used to power the compressor and saloon lighting; as this saves those items not having to be powered from the engine it gives fuel efficiency savings of about 10-15%.

No longer needed on trial as results from its use in York were enough to merit buying more of the Microhybrid type for use in Leeds, it was moved away from York to Bradford on the thought it would be used on the 72 service. However West Yorkshire Metro then changed their contracts for tendered school services as the BMC single deckers were returned off-lease, then leaving operators with a requirement to find buses to Euro 5 compliance or better for school services - so 35100 entered the schools fleet in a bizarre move which sees schoolkids now having newer buses than normal public routes.

For one day only however this bus returned to York in order to cover a shuttle service from the University of York to Grimston Bar P&R site, and is seen on the Science Park.

+++ DISCLAIMER +++

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

  

Some background:

The Waffenträger (Weapon Carrier) VTS3 “Diana” was a prototype for a wheeled tank destroyer. It was developed by Thyssen-Henschel (later Rheinmetall) in Kassel, Germany, in the late Seventies, in response to a German Army requirement for a highly mobile tank destroyer with the firepower of the Leopard 1 main battle tank then in service and about to be replaced with the more capable Leopard 2 MBT, but less complex and costly. The main mission of the Diana was light to medium territorial defense, protection of infantry units and other, lighter, elements of the cavalry as well as tactical reconnaissance. Instead of heavy armor it would rather use its good power-to-weight ratio, excellent range and cross-country ability (despite the wheeled design) for defense and a computerized fire control system to accomplish this mission.

 

In order to save development cost and time, the vehicle was heavily based on the Spähpanzer Luchs (Lynx), a new German 8x8 amphibious reconnaissance armored fighting vehicle that had just entered Bundeswehr service in 1975. The all-wheel drive Luchs made was well armored against light weapons, had a full NBC protection system and was characterized by its extremely low-noise running. The eight large low-pressure tires had run-flat properties, and, at speeds up to about 50 km/h, all four axles could be steered, giving the relatively large vehicle a surprising agility and very good off-road performance. As a special feature, the vehicle was equipped with a rear-facing driver with his own driving position (normally the radio operator), so that the vehicle could be driven at full speed into both directions – a heritage from German WWII designs, and a tactical advantage when the vehicle had to quickly retreat from tactical position after having been detected. The original Luchs weighed less than 20 tons, was fully amphibious and could surmount water obstacles quickly and independently using propellers at the rear and the fold back trim vane at the front. Its armament was relatively light, though, a 20 mm Rheinmetall MK 20 Rh 202 gun in the turret that was effective against both ground and air targets.

 

The Waffenträger “Diana” used the Luchs’ hull and dynamic components as basis, and Thyssen-Henschel solved the challenge to mount a large and heavy 105 mm L7 gun with its mount on the light chassis through a minimalistic, unmanned mount and an autoloader. Avoiding a traditional manned and heavy, armored turret, a lot of weight and internal volume that had to be protected could be saved, and crew safety was indirectly improved, too. This concept had concurrently been tested in the form of the VTS1 (“Versuchsträger Scheitellafette #1) experimental tank in 1976 for the Kampfpanzer 3 development, which eventually led to the Leopard 2 MBT (which retained a traditional turret, though).

 

For the “Diana” test vehicle, Thyssen-Henschel developed a new low-profile turret with a very small frontal area. Two crew members, the commander (on the right side) and the gunner (to the left), were seated in/under the gun mount, completely inside of the vehicle’s hull. The turret was a very innovative construction for its time, fully stabilized and mounted the proven 105mm L7 rifled cannon with a smoke discharger. Its autoloader contained 8 rounds in a carousel magazine. 16 more rounds could be carried in the hull, but they had to be manually re-loaded into the magazine, which was only externally accessible. A light, co-axial 7,62mm machine gun against soft targets was available, too, as well as eight defensive smoke grenade mortars.

 

The automated L7 had a rate of fire of ten rounds per minute and could fire four types of ammunition: a kinetic energy penetrator to destroy armored vehicles; a high explosive anti-tank round to destroy thin-skinned vehicles and provide anti-personnel fragmentation; a high explosive plastic round to destroy bunkers, machine gun and sniper positions, and create openings in walls for infantry to access; and a canister shot for use against dismounted infantry in the open or for smoke charges. The rounds to be fired could be pre-selected, so that the gun was able to automatically fire a certain ammunition sequence, but manual round selection was possible at any time, too.

 

In order to take the new turret, the Luchs hull had to be modified. Early calculations had revealed that a simple replacement of the Luchs’ turret with the new L7 mount would have unfavorably shifted the vehicle’s center of gravity up- and forward, making it very nose-heavy and hard to handle in rough terrain or at high speed, and the long barrel would have markedly overhung the front end, impairing handling further. It was also clear that the additional weight and the rise of the CoG made amphibious operations impossible - a fate that met the upgraded Luchs recce tanks in the Eighties, too, after several accidents with overturned vehicles during wading and drowned crews. With this insight the decision was made to omit the vehicle’s amphibious capability, save weight and complexity, and to modify the vehicle’s layout considerably to optimize the weight distribution.

 

Taking advantage of the fact that the Luchs already had two complete driver stations at both ends, a pair of late-production hulls were set aside in 1977 and their internal layout reversed. The engine bay was now in the vehicle’s front, the secured ammunition storage was placed next to it, behind the separate driver compartment, and the combat section with the turret mechanism was located behind it. Since the VTS3s were only prototypes, only minimal adaptations were made. This meant that the driver was now located on the right side of the vehicle, while and the now-rear-facing secondary driver/radio operator station ended up on the left side – much like a RHD vehicle – but this was easily accepted in the light of cost and time savings. As a result, the gun and its long, heavy barrel were now located above the vehicle’s hull, so that the overall weight distribution was almost neutral and overall dimensions remained compact.

 

Both test vehicles were completed in early 1978 and field trials immediately started. While the overall mobility was on par with the Luchs and the Diana’s high speed and low noise profile was highly appreciated, the armament was and remained a source of constant concern. Shooting in motion from the Diana turned out to be very problematic, and even firing from a standstill was troublesome. The gun mount and the vehicle’s complex suspension were able to "hold" the recoil of the full-fledged 105-mm tank gun, which had always been famous for its rather large muzzle energy. But when fired, even in the longitudinal plane, the vehicle body fell heavily towards the stern, so that the target was frequently lost and aiming had to be resumed – effectively negating the benefit from the autoloader’s high rate of fire and exposing the vehicle to potential target retaliation. Firing to the side was even worse. Several attempts were made to mend this flaw, but neither the addition of a muzzle brake, stronger shock absorbers and even hydro-pneumatic suspension elements did not solve the problem. In addition, the high muzzle flames and the resulting significant shockwave required the infantry to stay away from the vehicle intended to support them. The Bundeswehr also criticized the too small ammunition load, as well as the fact that the autoloader magazine could not be re-filled under armor protection, so that the vehicle had to retreat to safe areas to re-arm and/or to adapt to a new mission profile. This inherent flaw not only put the crew under the hazards of enemy fire, it also negated the vehicle’s NBC protection – a serious issue and likely Cold War scenario. Another weak point was the Diana’s weight: even though the net gain of weight compared with the Luchs was less than 3 tons after the conversion, this became another serious problem that led to the Diana’s demise: during trials the Bundeswehr considered the possibility to airlift the Diana, but its weight (even that of the Luchs, BTW) was too much for the Luftwaffe’s biggest own transport aircraft, the C-160 Transall. Even aircraft from other NATO members, e.g. the common C-130 Hercules, could hardly carry the vehicle. In theory, equipment had to be removed, including the cannon and parts of its mount.

 

Since the tactical value of the vehicle was doubtful and other light anti-tank weapons in the form of the HOT anti-tank missile had reached operational status, so that very light vehicles and even small infantry groups could now effectively fight against full-fledged enemy battle tanks from a safe distance, the Diana’s development was stopped in 1988. Both VTS3 prototypes were mothballed, stored at the Bundeswehr Munster Training Area camp and are still waiting to be revamped as historic exhibits alongside other prototypes like the Kampfpanzer 70 in the German Tank Museum located there, too.

  

Specifications:

Crew: 4 (commander, driver, gunner, radio operator/second driver)

Weight: 22.6 t

Length: 7.74 m (25 ft 4 ¼ in)

Width: 2.98 m ( 9 ft 9 in)

Height: XXX

Ground clearance: 440 mm (1 ft 4 in)

Suspension: hydraulic all-wheel drive and steering

 

Armor:

Unknown, but sufficient to withstand 14.5 mm AP rounds

 

Performance:

Speed: 90 km/h (56 mph) on roads

Operational range: 720 km (445 mi)

Power/weight: 13,3 hp/ton with petrol, 17,3 hp/ton with diesel

 

Engine:

1× Daimler Benz OM 403A turbocharged 10-cylinder 4-stroke multi-fuel engine,

delivering 300 hp with petrol, 390 hp with diesel

 

Armament:

1× 105 mm L7 rifled gun with autoloader (8 rounds ready, plus 16 in reserve)

1× co-axial 7.92 mm M3 machine gun with 2.000 rounds

Two groups of four Wegmann 76 mm smoke mortars

  

The kit and its assembly:

I have been a big Luchs fan since I witnessed one in action during a public Bundeswehr demo day when I was around 10 years old: a huge, boxy and futuristic vehicle with strange proportions, gigantic wheels, water propellers, a mind-boggling mobility and all of this utterly silent. Today you’d assume that this vehicle had an electric engine – spooky! So I always had a soft spot for it, and now it was time and a neat occasion to build a what-if model around it.

 

This fictional wheeled tank prototype model was spawned by a leftover Revell 1:72 Luchs kit, which I had bought some time ago primarily for the turret, used in a fictional post-WWII SdKfz. 234 “Puma” conversion. With just the chassis left I wondered what other use or equipment it might take, and, after several weeks with the idea in the back of my mind, I stumbled at Silesian Models over an M1128 resin conversion set for the Trumpeter M1126 “Stryker” 8x8 APC model. From this set as potential donor for a conversion the prototype idea with an unmanned turret was born.

 

Originally I just planned to mount the new turret onto the OOB hull, but when playing with the parts I found the look with an overhanging gun barrel and the bigger turret placed well forward on the hull goofy and unbalanced. I was about to shelf the idea again, until I recognized that the Luchs’ hull is almost symmetrical – the upper hull half could be easily reversed on the chassis tub (at least on the kit…), and this would allow much better proportions. From this conceptual change the build went straightforward, reversing the upper hull only took some minor PSR. The resin turret was taken mostly OOB, it only needed a scratched adapter to fit into the respective hull opening. I just added a co-axial machine gun fairing, antenna bases (from the Luchs kit, since they could, due to the long gun barrel, not be attached to the hull anymore) and smoke grenade mortars (also taken from the Luchs).

 

An unnerving challenge became the Luchs kit’s suspension and drive train – it took two days to assemble the vehicle’s underside alone! While this area is very accurate and delicate, the fact that almost EVERY lever and stabilizer is a separate piece on four(!) axles made the assembly a very slow process. Just for reference: the kit comes with three and a half sprues. A full one for the wheels (each consists of three parts, and more than another one for suspension and drivetrain!

Furthermore, the many hull surface details like tools or handles – these are more than a dozen bits and pieces – are separate, very fragile and small (tiny!), too. Cutting all these wee parts out and cleaning them was a tedious affair, too, plus painting them separately.

Otherwise the model went together well, but it’s certainly not good for quick builders and those with big fingers and/or poor sight.

  

Painting and markings:

The paint scheme was a conservative choice; it is a faithful adaptation of the Bundeswehr’s NATO standard camouflage for the European theatre of operations that was introduced in the Eighties. It was adopted by many armies to confuse potential aggressors from the East, so that observers could not easily identify a vehicle and its nationality. It consists of a green base with red-brown and black blotches, in Germany it was executed with RAL tones, namely 6031 (Bronze Green), 8027 (Leather Brown) and 9021 (Tar Black). The pattern was standardized for each vehicle type and I stuck to the official Luchs pattern, trying to adapt it to the new/bigger turret. I used Revell acrylic paints, since the authentic RAL tones are readily available in this product range (namely the tones 06, 65 and 84). The big tires were painted with Revell 09 (Anthracite).

 

Next the model was treated with a highly thinned washing with black and red-brown acrylic paint, before decals were applied, taken from the OOB sheet and without unit markings, since the Diana would represent a test vehicle. After sealing them with a thin coat of clear varnish the model was furthermore treated with lightly dry-brushed Revell 45 and 75 to emphasize edges and surface details, and the separately painted hull equipment was mounted. The following step was a cloudy treatment with watercolors (from a typical school paintbox, it’s great stuff for weathering!), simulating dust residue all over the hull. After a final protective coat with matt acrylic varnish I finally added some mineral artist pigments to the lower hull areas and created mud crusts on the wheels through light wet varnish traces into which pigments were “dusted”.

  

Basically a simple project, but the complex Luchs kit with its zillion of wee bits and pieces took time and cost some nerves. However, the result looks pretty good, and the Stryker turret blends well into the overall package. Not certain how realistic the swap of the Luchs’ internal layout would have been, but I think that the turret moved to the rear makes more sense than the original forward position? After all, the model is supposed to be a prototype, so there’s certainly room for creative freedom. And in classic Bundeswehr colors, the whole thing even looks pretty convincing.

 

+++ DISCLAIMER +++

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

  

Some background:

The Lockheed XFV (sometimes erroneously referred to as the "Salmon", even though this was actually the name of one of its test pilots and not an official designation) was an American experimental tailsitter prototype aircraft built by Lockheed in the early 1950s to demonstrate the operation of a vertical takeoff and landing (VTOL) fighter for protecting convoys.

 

The Lockheed XFV originated as a result of a proposal issued by the U.S. Navy in 1948 for an aircraft capable of vertical takeoff and landing (VTOL) aboard platforms mounted on the afterdecks of conventional ships. Both Convair and Lockheed competed for the contract, but in 1950 the requirement was revised with a call for a research aircraft capable of eventually evolving into a VTOL ship-based convoy escort fighter. On 19 April 1951, two prototypes were ordered from Lockheed under the designation XFO-1 (company designation was Model 081-40-01). Soon after the contract was awarded, the project designation changed to XFV-1 when the Navy's code for Lockheed was changed from O to V.

 

The XFV was powered by a 5,332 hp (3,976 kW) Allison YT40-A-6 turboprop engine, composed of two Allison T38 power sections driving three-bladed contra-rotating propellers via a common gearbox. The aircraft had no landing gear, just small castoring wheels at the tips of the tail surfaces which were a reflected cruciform v-tail (forming an x) that extended above and below the fuselage. The wings were diamond-shaped and relatively thin, with straight and sharp leading edges – somewhat foretelling the design of Lockheed’s Mach-2-capable F-104 Starfighter.

 

To begin flight testing, a temporary non-retractable undercarriage with long braced V-legs was attached to the fuselage, and fixed tail wheels attached to the lower pair of fins. In this form, the aircraft was trucked to Edwards AFB in November 1953 for ground testing and taxiing trials. During one of these tests, at a time when the aft section of the large spinner had not yet been fitted, Lockheed chief test pilot Herman "Fish" Salmon managed to taxi the aircraft past the liftoff speed, and the aircraft made a brief hop on 22 December 1953. The official first flight took place on 16 June 1954.

Full VTOL testing at Edwards AFB was delayed pending the availability of the 7,100 shp Allison T54, which was earmarked to replace the T40 and power eventual serial production aircraft. But the T54 faced severe development delays, esp. its gearbox. Another problem that arose with the new engine was that the propeller blade tips would reach supersonic speed and therefore compressibility problems.

After the brief unintentional hop, the prototype aircraft made a total of 32 flights. The XFV-1 was able to make a few transitions in flight from the conventional to the vertical flight mode and back, and had briefly held in hover at altitude, but the T40 output was simply not enough to ensure proper and secure VTOL operations. Performance remained limited by the confines of the flight test regime. Another issue that arose through the advancements of jet engine designs was the realization that the XFV's top speed would be eclipsed by contemporary fighters. Additionally, the purely manual handling of the aircraft esp. during landing was very demanding - the XFV could only be controlled by highly experienced pilots.

 

Both Navy and the Marines Corps were still interested in the concept, though, so that, in early 1955, the decision was made to build a limited pre-production series of the aircraft, the FV-2, for operational field tests and evaluation. The FV-2 was the proposed production version (Model 181-43-02), primarily conceived and optimized as a night/all-weather interceptor for point defense, and officially baptized “Solstice”. The FV-2 was powered by the T54-A-16 turboprop, which had eventually overcome its teething troubles and offered a combined power output equivalent of 7,500 shp (5,600 kW) from the propellers and the twin-engines’ residual thrust. Outwardly the different engine was recognizable through two separate circular exhausts which were introduced instead of the XFV’s single shallow ventral opening. The gearbox had been beefed up, too, with additional oil coolers in small ventral fairings behind the contraprops and the propeller blades were aerodynamically improved to better cope with the higher power output and rotation speed. Additionally, an automatic pitch control system was introduced to alleviate the pilot from the delicate control burdens during hover and flight mode transition.

 

Compared with the XFV, the FV-2 incorporated 150 lb (68 kg) of cockpit armor, along with a 1.5 in (38 mm) bullet-proof windscreen. A Sperry Corporation AN/APS-19 type radar was added in the fixed forward part of the nose spinner under an opaque perspex radome. The AN/APS-19 was primarily a target detection radar with only a limited tracking capability, and it had been introduced with the McDonnell F2H-2N. The radar had a theoretical maximum detection range of 60 km, but in real life air targets could only be detected at much shorter distances. At long ranges the radar was mainly used for navigation and to detect land masses or large ships.

Like the older AN/APS-6, the AN/APS-19 operated in a "Spiral Scan" search pattern. In a spiral scan the radar dish spins rapidly, scanning the area in front of the aircraft following a spiral path. As a result, however targets were not updated on every pass as the radar was pointing at a different angle on each pass. This also made the radar prone to ground clutter effects, which created "pulses" on the radar display. The AN/APS-19 was able to lock onto and track targets within a narrow cone, out to a maximum range of about 1 mile (1.5 km), but to do so the radar had to cease scanning.

 

The FV-2’s standard armament consisted of four Mk. 11 20 mm cannon fitted in pairs in the two detachable wingtip pods, with 250 rounds each, which fired outside of the wide propeller disc. Alternatively, forty-eight 2¾ in (70 mm) folding-fin rockets could be fitted in similar pods, which could be fired in salvoes against both air and ground targets. Instead of offensive armament, 200 US gal. (165 imp. gal./750 l) auxiliary tanks for ferry flights could be mounted onto the wing tips.

 

Until June 1956 a total of eleven FV-2s were built and delivered. With US Navy Air Development Squadron 8 (also known as VX-8) at NAS Atlantic City, a dedicated evaluation and maintenance unit for the FV-2 and the operations of VTOL aircraft in general was formed. VX-2 operated closely with its sister unit VX-3 (located at the same base) and operated the FV-2s alongside contemporary types like the Grumman F9F-8 Cougar, which at that time went through carrier-qualification aboard the USS Midway. The Cougars were soon joined by the new, supersonic F-8U-1 Crusaders, which arrived in December 1956. The advent of this supersonic navy jet type rendered the FV-2’s archaic technology and its performance more and more questionable, even though the VTOL concept’s potential and the institutions’ interest in it kept the test unit alive.

 

The FV-2s were in the following years put through a series of thorough field tests and frequently deployed to land bases all across the USA and abroad. Additionally, operational tests were also conducted on board of various ship types, ranging from carriers with wide flight decks to modified merchant ships with improvised landing platforms. The FV-2s also took part in US Navy and USMC maneuvers, and when not deployed elsewhere the training with new pilots at NAS Atlantic City continued.

 

During these tests, the demanding handling characteristics of the tailsitter concept in general and the FV-2 in specific were frequently confirmed. Once in flight, however, the FV-2 handled well and was a serious and agile dogfighter – but jet aircraft could easily avoid and outrun it.

Other operational problems soon became apparent, too: while the idea of a VTOL aircraft that was independent from runways or flight bases was highly attractive, the FV-2’s tailsitter concept required a complex and bulky maintenance infrastructure, with many ladders, working platforms and cranes. On the ground, the FV-2 could not move on its own and had to be pushed or towed. However, due to the aircraft’s high center of gravity it had to be handled with great care – two FV-2s were seriously damaged after they toppled over, one at NAS Atlantic City on the ground (it could be repaired and brought back into service), the other aboard a ship at heavy sea, where the aircraft totally got out of control on deck and fell into the sea as a total loss.

To make matters even worse, fundamental operational tasks like refueling, re-arming the aircraft between sorties or even just boarding it were a complicated and slow task, so that the aircraft’s theoretical conceptual benefits were countered by its cumbersome handling.

 

FV-2 operations furthermore revealed, despite the considerably increased power output of the T54 twin engine that more than compensated for the aircraft’s raised weight, only a marginal improvement of the aircraft’s performance; the FV-2 had simply reached the limits of propeller-driven aircraft. Just the rate of climb was markedly improved, and the extra power made the FV-2’s handling safer than the XFV’s, even though this advancement was only relative because the aircraft’s hazardous handling during transition and landing as well as other conceptual problems prevailed and could not be overcome. The FV-2’s range was also very limited, esp. when it did not carry the fuel tanks on the wing tips, so that the aircraft’s potential service spectrum remained very limited.

 

Six of the eleven FV-2s that were produced were lost in various accidents within only three years, five pilots were killed. The T54 engine remained unreliable, and the propeller control system which used 25 vacuum tubes was far from reliable, too. Due to the many problems, the FV-2s were grounded in 1959, and when VX-8 was disestablished on 1 March 1960, the whole project was cancelled and all remaining aircraft except for one airframe were scrapped. As of today, Bu.No. 53-3537 resides disassembled in storage at the National Museum of the United States Navy in the former Breech Mechanism Shop of the old Naval Gun Factory on the grounds of the Washington Navy Yard in Washington, D.C., United States, where it waits for restoration and eventual public presentation.

 

As a historic side note, the FV-2’s detachable wing tip gun pods had a longer and more successful service life: they were the basis for the Mk.4 HIPEG (High Performance External Gun) gun pods. This weapon system’s main purpose became strafing ground targets, and it received a different attachment system for underwing hardpoints and a bigger ammunition supply (750 RPG instead of just 250 on the FV-2). Approximately 1.200 Mk. 4 twin gun pods were manufactured by Hughes Tool Company, later Hughes Helicopter, in Culver City, California. While the system was tested and certified for use on the A-4, the A-6, the A-7, the F-4, and the OV-10, it only saw extended use on the A-4, the F-4, and the OV-10, esp. in Vietnam where the Mk. 4 pod was used extensively for close air support missions.

  

General characteristics:

Crew: 1

Length/Height: 36 ft 10.25 in (11.23 m)

Wingspan: 30 ft 10.1 in (9.4 m)

Wing area: 246 sq ft (22.85 m²)

Empty weight: 12,388 lb (5,624 kg)

Gross weight: 17,533 lb (7,960 kg)

Max. takeoff weight: 18,159 lb (8,244 kg)

 

Powerplant:

1× Allison T54-A-16 turboprop with 7,500 shp (5,600 kW) output equivalent,

driving a 6 blade contra-rotating propeller

 

Performance:

Maximum speed: 585 mph (941 km/h, 509 kn

Cruise speed: 410 mph (660 km/h, 360 kn)

Range: 500 mi (800 km, 430 nmi) with internal fuel

800 mi (1,300 km, 700 nmi) with ferry wing tip tanks

Service ceiling: 46,800 ft (14,300 m)

Rate of climb: 12,750 ft/min (75.0 m/s)

Wing loading: 73.7 lb/sq ft (360 kg/m²)

 

Armament:

4× 20 mm (.79 in) Mk. 11 machine cannon with a total of 1.000 rounds, or

48× 2.75 in (70 mm) rockets in wingtip pods, or

a pair of 200 US gal. (165 imp. gal./750 l) auxiliary tanks on the wing tips

  

The kit and its assembly:

Another submission to the “Fifties” group build at whatifmodellers-com, and a really nice what-if aircraft that perfectly fits into the time frame. I had this Pegasus kit in The Stash™ for quite a while and the plan to build an operational USN or USMC aircraft from it in the typical all-dark-blue livery from the early Fifties, and the group build was a good occasion to realize it.

 

The Pegasus kit was released in 1992, the only other option to build the XFV in 1:72 is a Valom kit which, as a bonus, features the aircraft’s fixed landing gear that was used during flight trials. The Pegasus offering is technically simple and robust, but it is nothing for those who are faint at heart. The warning that the kit requires an experienced builder is not to be underestimated, because the IP kit from the UK comes with white metal parts and no visual instructions, just a verbal description of the building steps. The IP parts (including the canopy, which is one piece, quite thick but also clear) and the decals look good, though.

 

The IP parts feature flash and uneven seam lines, sprue attachment points are quite thick. The grey IP material had on my specimen different grades of hard-/brittleness, the white metal parts (some of the propeller blades) were bent and had to be re-aligned. No IP parts would fit well (there are no locator pins or other physical aids), the cockpit tub was a mess to assemble and fit into the fuselage. PSR on any seam all around the hull. But even though this sound horrible, the kit goes together relatively easy – thanks to its simplicity.

 

I made some mods and upgrades, though. One of them was an internal axis construction made from styrene tubes that allow the two propeller discs to move separately (OOB, you just stack and glue the discs onto each other into a rigid nose cone), while the propeller tip with its radome remained fixed – just as in real life. However, due to the parts’ size and resistance against each other, the props could not move as freely as originally intended.

Separate parts for the air intakes as well as the wings and tail surfaces could be mounted with less problems than expected, even though - again – PSR was necessary to hide the seams.

  

Painting and markings:

As already mentioned, the livery would be rather conservative, because I wanted the aircraft to carry the uniform USN scheme in all-over FS 35042 with white markings, which was dropped in 1955, though. The XFV or a potential serial production derivative would just fit into this time frame, and might have carried the classic all-blue livery for a couple of years more, especially when operated by an evaluation unit. Its unit, VX-8, is totally fictional, though.

 

The cockpit interior was painted in Humbrol 80 (simulating bright zinc chromate primer), and to have some contrasts I added small red highlights on the fin pod tips and the gun pods' anti-flutter winglets. For some more variety the radome became earth brown with some good weathering, simulating an opaque perspex hood, and I added white (actually a very light gray) checkerboard markings on the "propeller rings", a bit inspired by the spinner markings on German WWII fighters. Subtle, but it looks good and breaks the otherwise very simple livery.

Some post-panel-shading with a lighter blue was done all over the hull, the exhaust area and the gun ports were painted with iron (Revell 91) and treated with graphite for a more metallic shine.

Silver decal stripe material was used to create the CoroGuard leading edges and the fine lines at the flaps on wings and fins - much easier than trying to solve this with paint and brush...

 

The decals were puzzled together from various dark blue USN aircraft, including a F8F, F9F and F4U sheet. The "XH" code was created with single 1cm hwite letters, the different font is not obvious, thanks to the letter combination.

Finally, the model was sealed with semi-gloss acrylic varnish (still shiny, but not too bright), the radome and the exhaust area were painted with matt varnsh, though.

  

A cool result, despite the rather dubious kit base. The Pegasus kit is seriously something for experienced builders, but the result looks convincing. The blue USN livery suits the XFV/FV-2 very well, it looks much more elegant than in the original NMF - even though it would, in real life, probably have received the new Gull Gray/White scheme (introduced in late 1955, IIRC, my FV-2 might have been one of the last aircraft to be painted blue). However, the blue scheme IMHO points out the aircraft's highly aerodynamic teardrop shape, esp. the flight pics make the aircraft almost look elegant!

Sheep (pl.: sheep) or domestic sheep (Ovis aries) are a domesticated, ruminant mammal typically kept as livestock. Although the term sheep can apply to other species in the genus Ovis, in everyday usage it almost always refers to domesticated sheep. Like all ruminants, sheep are members of the order Artiodactyla, the even-toed ungulates. Numbering a little over one billion, domestic sheep are also the most numerous species of sheep. An adult female is referred to as a ewe (/juː/ yoo), an intact male as a ram, occasionally a tup, a castrated male as a wether, and a young sheep as a lamb.

 

Sheep are most likely descended from the wild mouflon of Europe and Asia, with Iran being a geographic envelope of the domestication center. One of the earliest animals to be domesticated for agricultural purposes, sheep are raised for fleeces, meat (lamb, hogget or mutton) and milk. A sheep's wool is the most widely used animal fiber, and is usually harvested by shearing. In Commonwealth countries, ovine meat is called lamb when from younger animals and mutton when from older ones; in the United States, meat from both older and younger animals is usually called lamb. Sheep continue to be important for wool and meat today, and are also occasionally raised for pelts, as dairy animals, or as model organisms for science.

 

Sheep husbandry is practised throughout the majority of the inhabited world, and has been fundamental to many civilizations. In the modern era, Australia, New Zealand, the southern and central South American nations, and the British Isles are most closely associated with sheep production.

 

There is a large lexicon of unique terms for sheep husbandry which vary considerably by region and dialect. Use of the word sheep began in Middle English as a derivation of the Old English word scēap. A group of sheep is called a flock. Many other specific terms for the various life stages of sheep exist, generally related to lambing, shearing, and age.

 

Being a key animal in the history of farming, sheep have a deeply entrenched place in human culture, and are represented in much modern language and symbolism. As livestock, sheep are most often associated with pastoral, Arcadian imagery. Sheep figure in many mythologies—such as the Golden Fleece—and major religions, especially the Abrahamic traditions. In both ancient and modern religious ritual, sheep are used as sacrificial animals.

 

History

Main article: History of the domestic sheep

The exact line of descent from wild ancestors to domestic sheep is unclear. The most common hypothesis states that Ovis aries is descended from the Asiatic (O. gmelini) species of mouflon; the European mouflon (Ovis aries musimon) is a direct descendant of this population. Sheep were among the first animals to be domesticated by humankind (although the domestication of dogs probably took place 10 to 20 thousand years earlier); the domestication date is estimated to fall between 11,000 and 9000 B.C in Mesopotamia and possibly around 7000 BC in Mehrgarh in the Indus Valley. The rearing of sheep for secondary products, and the resulting breed development, began in either southwest Asia or western Europe. Initially, sheep were kept solely for meat, milk and skins. Archaeological evidence from statuary found at sites in Iran suggests that selection for woolly sheep may have begun around 6000 BC, and the earliest woven wool garments have been dated to two to three thousand years later.

 

Sheep husbandry spread quickly in Europe. Excavations show that in about 6000 BC, during the Neolithic period of prehistory, the Castelnovien people, living around Châteauneuf-les-Martigues near present-day Marseille in the south of France, were among the first in Europe to keep domestic sheep. Practically from its inception, ancient Greek civilization relied on sheep as primary livestock, and were even said to name individual animals. Ancient Romans kept sheep on a wide scale, and were an important agent in the spread of sheep raising. Pliny the Elder, in his Natural History (Naturalis Historia), speaks at length about sheep and wool. European colonists spread the practice to the New World from 1493 onwards.

 

Characteristics

Domestic sheep are relatively small ruminants, usually with a crimped hair called wool and often with horns forming a lateral spiral. They differ from their wild relatives and ancestors in several respects, having become uniquely neotenic as a result of selective breeding by humans. A few primitive breeds of sheep retain some of the characteristics of their wild cousins, such as short tails. Depending on breed, domestic sheep may have no horns at all (i.e. polled), or horns in both sexes, or in males only. Most horned breeds have a single pair, but a few breeds may have several.

 

Sheep in Turkmenistan

Another trait unique to domestic sheep as compared to wild ovines is their wide variation in color. Wild sheep are largely variations of brown hues, and variation within species is extremely limited. Colors of domestic sheep range from pure white to dark chocolate brown, and even spotted or piebald. Sheep keepers also sometimes artificially paint "smit marks" onto their sheep in any pattern or color for identification. Selection for easily dyeable white fleeces began early in sheep domestication, and as white wool is a dominant trait it spread quickly. However, colored sheep do appear in many modern breeds, and may even appear as a recessive trait in white flocks. While white wool is desirable for large commercial markets, there is a niche market for colored fleeces, mostly for handspinning. The nature of the fleece varies widely among the breeds, from dense and highly crimped, to long and hairlike. There is variation of wool type and quality even among members of the same flock, so wool classing is a step in the commercial processing of the fibre.

  

Suffolks are a medium wool, black-faced breed of meat sheep that make up 60% of the sheep population in the U.S.

Depending on breed, sheep show a range of heights and weights. Their rate of growth and mature weight is a heritable trait that is often selected for in breeding. Ewes typically weigh between 45 and 100 kilograms (100 and 220 lb), and rams between 45 and 160 kilograms (100 and 350 lb). When all deciduous teeth have erupted, the sheep has 20 teeth. Mature sheep have 32 teeth. As with other ruminants, the front teeth in the lower jaw bite against a hard, toothless pad in the upper jaw. These are used to pick off vegetation, then the rear teeth grind it before it is swallowed. There are eight lower front teeth in ruminants, but there is some disagreement as to whether these are eight incisors, or six incisors and two incisor-shaped canines. This means that the dental formula for sheep is either

0.0.3.3

4.0.3.3

or

0.0.3.3

3.1.3.3

There is a large diastema between the incisors and the molars.

 

In the first few years of life one can calculate the age of sheep from their front teeth, as a pair of milk teeth is replaced by larger adult teeth each year, the full set of eight adult front teeth being complete at about four years of age. The front teeth are then gradually lost as sheep age, making it harder for them to feed and hindering the health and productivity of the animal. For this reason, domestic sheep on normal pasture begin to slowly decline from four years on, and the life expectancy of a sheep is 10 to 12 years, though some sheep may live as long as 20 years.

 

Skull

Sheep have good hearing, and are sensitive to noise when being handled. Sheep have horizontal slit-shaped pupils, with excellent peripheral vision; with visual fields of about 270° to 320°, sheep can see behind themselves without turning their heads. Many breeds have only short hair on the face, and some have facial wool (if any) confined to the poll and or the area of the mandibular angle; the wide angles of peripheral vision apply to these breeds. A few breeds tend to have considerable wool on the face; for some individuals of these breeds, peripheral vision may be greatly reduced by "wool blindness", unless recently shorn about the face. Sheep have poor depth perception; shadows and dips in the ground may cause sheep to baulk. In general, sheep have a tendency to move out of the dark and into well-lit areas, and prefer to move uphill when disturbed. Sheep also have an excellent sense of smell, and, like all species of their genus, have scent glands just in front of the eyes, and interdigitally on the feet. The purpose of these glands is uncertain, but those on the face may be used in breeding behaviors. The foot glands might also be related to reproduction, but alternative functions, such as secretion of a waste product or a scent marker to help lost sheep find their flock, have also been proposed.

 

Comparison with goats

Sheep and goats are closely related: both are in the subfamily Caprinae. However, they are separate species, so hybrids rarely occur and are always infertile. A hybrid of a ewe and a buck (a male goat) is called a sheep-goat hybrid, known as geep. Visual differences between sheep and goats include the beard of goats and divided upper lip of sheep. Sheep tails also hang down, even when short or docked, while the short tails of goats are held upwards. Also, sheep breeds are often naturally polled (either in both sexes or just in the female), while naturally polled goats are rare (though many are polled artificially). Males of the two species differ in that buck goats acquire a unique and strong odor during the rut, whereas rams do not.

 

Breeds

The domestic sheep is a multi-purpose animal, and the more than 200 breeds now in existence were created to serve these diverse purposes. Some sources give a count of a thousand or more breeds, but these numbers cannot be verified, according to some sources. However, several hundred breeds of sheep have been identified by the Food and Agriculture Organization of the UN (FAO), with the estimated number varying somewhat from time to time: e.g. 863 breeds as of 1993, 1314 breeds as of 1995 and 1229 breeds as of 2006. (These numbers exclude extinct breeds, which are also tallied by the FAO.) For the purpose of such tallies, the FAO definition of a breed is "either a subspecific group of domestic livestock with definable and identifiable external characteristics that enable it to be separated by visual appraisal from other similarly defined groups within the same species or a group for which geographical and/or cultural separation from phenotypically similar groups has led to acceptance of its separate identity." Almost all sheep are classified as being best suited to furnishing a certain product: wool, meat, milk, hides, or a combination in a dual-purpose breed. Other features used when classifying sheep include face color (generally white or black), tail length, presence or lack of horns, and the topography for which the breed has been developed. This last point is especially stressed in the UK, where breeds are described as either upland (hill or mountain) or lowland breeds. A sheep may also be of a fat-tailed type, which is a dual-purpose sheep common in Africa and Asia with larger deposits of fat within and around its tail.

 

Breeds are often categorized by the type of their wool. Fine wool breeds are those that have wool of great crimp and density, which are preferred for textiles. Most of these were derived from Merino sheep, and the breed continues to dominate the world sheep industry. Downs breeds have wool between the extremes, and are typically fast-growing meat and ram breeds with dark faces. Some major medium wool breeds, such as the Corriedale, are dual-purpose crosses of long and fine-wooled breeds and were created for high-production commercial flocks. Long wool breeds are the largest of sheep, with long wool and a slow rate of growth. Long wool sheep are most valued for crossbreeding to improve the attributes of other sheep types. For example: the American Columbia breed was developed by crossing Lincoln rams (a long wool breed) with fine-wooled Rambouillet ewes.

 

Coarse or carpet wool sheep are those with a medium to long length wool of characteristic coarseness. Breeds traditionally used for carpet wool show great variability, but the chief requirement is a wool that will not break down under heavy use (as would that of the finer breeds). As the demand for carpet-quality wool declines, some breeders of this type of sheep are attempting to use a few of these traditional breeds for alternative purposes. Others have always been primarily meat-class sheep.

 

A minor class of sheep are the dairy breeds. Dual-purpose breeds that may primarily be meat or wool sheep are often used secondarily as milking animals, but there are a few breeds that are predominantly used for milking. These sheep produce a higher quantity of milk and have slightly longer lactation curves. In the quality of their milk, the fat and protein content percentages of dairy sheep vary from non-dairy breeds, but lactose content does not.

 

A last group of sheep breeds is that of fur or hair sheep, which do not grow wool at all. Hair sheep are similar to the early domesticated sheep kept before woolly breeds were developed, and are raised for meat and pelts. Some modern breeds of hair sheep, such as the Dorper, result from crosses between wool and hair breeds. For meat and hide producers, hair sheep are cheaper to keep, as they do not need shearing. Hair sheep are also more resistant to parasites and hot weather.

 

With the modern rise of corporate agribusiness and the decline of localized family farms, many breeds of sheep are in danger of extinction. The Rare Breeds Survival Trust of the UK lists 22 native breeds as having only 3,000 registered animals (each), and The Livestock Conservancy lists 14 as either "critical" or "threatened". Preferences for breeds with uniform characteristics and fast growth have pushed heritage (or heirloom) breeds to the margins of the sheep industry. Those that remain are maintained through the efforts of conservation organizations, breed registries, and individual farmers dedicated to their preservation.

 

Diet

Sheep are herbivorous mammals. Most breeds prefer to graze on grass and other short roughage, avoiding the taller woody parts of plants that goats readily consume. Both sheep and goats use their lips and tongues to select parts of the plant that are easier to digest or higher in nutrition. Sheep, however, graze well in monoculture pastures where most goats fare poorly.

 

Ruminant system of a sheep

Like all ruminants, sheep have a complex digestive system composed of four chambers, allowing them to break down cellulose from stems, leaves, and seed hulls into simpler carbohydrates. When sheep graze, vegetation is chewed into a mass called a bolus, which is then passed into the rumen, via the reticulum. The rumen is a 19- to 38-liter (5 to 10 gallon) organ in which feed is fermented. The fermenting organisms include bacteria, fungi, and protozoa. (Other important rumen organisms include some archaea, which produce methane from carbon dioxide.) The bolus is periodically regurgitated back to the mouth as cud for additional chewing and salivation. After fermentation in the rumen, feed passes into the reticulum and the omasum; special feeds such as grains may bypass the rumen altogether. After the first three chambers, food moves into the abomasum for final digestion before processing by the intestines. The abomasum is the only one of the four chambers analogous to the human stomach, and is sometimes called the "true stomach".

 

Other than forage, the other staple feed for sheep is hay, often during the winter months. The ability to thrive solely on pasture (even without hay) varies with breed, but all sheep can survive on this diet. Also included in some sheep's diets are minerals, either in a trace mix or in licks. Feed provided to sheep must be specially formulated, as most cattle, poultry, pig, and even some goat feeds contain levels of copper that are lethal to sheep. The same danger applies to mineral supplements such as salt licks.

 

Grazing behavior

Sheep follow a diurnal pattern of activity, feeding from dawn to dusk, stopping sporadically to rest and chew their cud. Ideal pasture for sheep is not lawnlike grass, but an array of grasses, legumes and forbs. Types of land where sheep are raised vary widely, from pastures that are seeded and improved intentionally to rough, native lands. Common plants toxic to sheep are present in most of the world, and include (but are not limited to) cherry, some oaks and acorns, tomato, yew, rhubarb, potato, and rhododendron.

 

Effects on pasture

Sheep are largely grazing herbivores, unlike browsing animals such as goats and deer that prefer taller foliage. With a much narrower face, sheep crop plants very close to the ground and can overgraze a pasture much faster than cattle. For this reason, many shepherds use managed intensive rotational grazing, where a flock is rotated through multiple pastures, giving plants time to recover. Paradoxically, sheep can both cause and solve the spread of invasive plant species. By disturbing the natural state of pasture, sheep and other livestock can pave the way for invasive plants. However, sheep also prefer to eat invasives such as cheatgrass, leafy spurge, kudzu and spotted knapweed over native species such as sagebrush, making grazing sheep effective for conservation grazing. Research conducted in Imperial County, California compared lamb grazing with herbicides for weed control in seedling alfalfa fields. Three trials demonstrated that grazing lambs were just as effective as herbicides in controlling winter weeds. Entomologists also compared grazing lambs to insecticides for insect control in winter alfalfa. In this trial, lambs provided insect control as effectively as insecticides.

 

Behavior

Sheep are flock animals and strongly gregarious; much sheep behavior can be understood on the basis of these tendencies. The dominance hierarchy of sheep and their natural inclination to follow a leader to new pastures were the pivotal factors in sheep being one of the first domesticated livestock species. Furthermore, in contrast to the red deer and gazelle (two other ungulates of primary importance to meat production in prehistoric times), sheep do not defend territories although they do form home ranges. All sheep have a tendency to congregate close to other members of a flock, although this behavior varies with breed, and sheep can become stressed when separated from their flock members. During flocking, sheep have a strong tendency to follow, and a leader may simply be the first individual to move. Relationships in flocks tend to be closest among related sheep: in mixed-breed flocks, subgroups of the same breed tend to form, and a ewe and her direct descendants often move as a unit within large flocks. Sheep can become hefted to one particular local pasture (heft) so they do not roam freely in unfenced landscapes. Lambs learn the heft from ewes and if whole flocks are culled it must be retaught to the replacement animals.

 

Flock behaviour in sheep is generally only exhibited in groups of four or more sheep; fewer sheep may not react as expected when alone or with few other sheep. Being a prey species, the primary defense mechanism of sheep is to flee from danger when their flight zone is entered. Cornered sheep may charge and butt, or threaten by hoof stamping and adopting an aggressive posture. This is particularly true for ewes with newborn lambs.

 

In regions where sheep have no natural predators, none of the native breeds of sheep exhibit a strong flocking behavior.

 

Herding

Farmers exploit flocking behavior to keep sheep together on unfenced pastures such as hill farming, and to move them more easily. For this purpose shepherds may use herding dogs in this effort, with a highly bred herding ability. Sheep are food-oriented, and association of humans with regular feeding often results in sheep soliciting people for food. Those who are moving sheep may exploit this behavior by leading sheep with buckets of feed.

 

Dominance hierarchy

Sheep establish a dominance hierarchy through fighting, threats and competitiveness. Dominant animals are inclined to be more aggressive with other sheep, and usually feed first at troughs. Primarily among rams, horn size is a factor in the flock hierarchy. Rams with different size horns may be less inclined to fight to establish the dominance order, while rams with similarly sized horns are more so. Merinos have an almost linear hierarchy whereas there is a less rigid structure in Border Leicesters when a competitive feeding situation arises.

 

In sheep, position in a moving flock is highly correlated with social dominance, but there is no definitive study to show consistent voluntary leadership by an individual sheep.

 

Intelligence and learning ability

Sheep are frequently thought of as unintelligent animals. Their flocking behavior and quickness to flee and panic can make shepherding a difficult endeavor for the uninitiated. Despite these perceptions, a University of Illinois monograph on sheep reported their intelligence to be just below that of pigs and on par with that of cattle. Sheep can recognize individual human and ovine faces and remember them for years; they can remember 50 other different sheep faces for over two years; they can recognize and are attracted to individual sheep and humans by their faces, as they possess similar specialized neural systems in the temporal and frontal lobes of their brains to humans and have a greater involvement of the right brain hemisphere. In addition to long-term facial recognition of individuals, sheep can also differentiate emotional states through facial characteristics.[68][69] If worked with patiently, sheep may learn their names, and many sheep are trained to be led by halter for showing and other purposes. Sheep have also responded well to clicker training. Sheep have been used as pack animals; Tibetan nomads distribute baggage equally throughout a flock as it is herded between living sites.

 

It has been reported that some sheep have apparently shown problem-solving abilities; a flock in West Yorkshire, England allegedly found a way to get over cattle grids by rolling on their backs, although documentation of this has relied on anecdotal accounts.

 

Vocalisations

Sounds made by domestic sheep include bleats, grunts, rumbles and snorts. Bleating ("baaing") is used mostly for contact communication, especially between dam and lambs, but also at times between other flock members. The bleats of individual sheep are distinctive, enabling the ewe and her lambs to recognize each other's vocalizations. Vocal communication between lambs and their dam declines to a very low level within several weeks after parturition. A variety of bleats may be heard, depending on sheep age and circumstances. Apart from contact communication, bleating may signal distress, frustration or impatience; however, sheep are usually silent when in pain. Isolation commonly prompts bleating by sheep. Pregnant ewes may grunt when in labor. Rumbling sounds are made by the ram during courting; somewhat similar rumbling sounds may be made by the ewe, especially when with her neonate lambs. A snort (explosive exhalation through the nostrils) may signal aggression or a warning, and is often elicited from startled sheep.

 

Lamb

In sheep breeds lacking facial wool, the visual field is wide. In 10 sheep (Cambridge, Lleyn and Welsh Mountain breeds, which lack facial wool), the visual field ranged from 298° to 325°, averaging 313.1°, with binocular overlap ranging from 44.5° to 74°, averaging 61.7°. In some breeds, unshorn facial wool can limit the visual field; in some individuals, this may be enough to cause "wool blindness". In 60 Merinos, visual fields ranged from 219.1° to 303.0°, averaging 269.9°, and the binocular field ranged from 8.9° to 77.7°, averaging 47.5°; 36% of the measurements were limited by wool, although photographs of the experiments indicate that only limited facial wool regrowth had occurred since shearing. In addition to facial wool (in some breeds), visual field limitations can include ears and (in some breeds) horns, so the visual field can be extended by tilting the head. Sheep eyes exhibit very low hyperopia and little astigmatism. Such visual characteristics are likely to produce a well-focused retinal image of objects in both the middle and long distance. Because sheep eyes have no accommodation, one might expect the image of very near objects to be blurred, but a rather clear near image could be provided by the tapetum and large retinal image of the sheep's eye, and adequate close vision may occur at muzzle length. Good depth perception, inferred from the sheep's sure-footedness, was confirmed in "visual cliff" experiments; behavioral responses indicating depth perception are seen in lambs at one day old. Sheep are thought to have colour vision, and can distinguish between a variety of colours: black, red, brown, green, yellow and white. Sight is a vital part of sheep communication, and when grazing, they maintain visual contact with each other. Each sheep lifts its head upwards to check the position of other sheep in the flock. This constant monitoring is probably what keeps the sheep in a flock as they move along grazing. Sheep become stressed when isolated; this stress is reduced if they are provided with a mirror, indicating that the sight of other sheep reduces stress.

 

Taste is the most important sense in sheep, establishing forage preferences, with sweet and sour plants being preferred and bitter plants being more commonly rejected. Touch and sight are also important in relation to specific plant characteristics, such as succulence and growth form.

 

The ram uses his vomeronasal organ (sometimes called the Jacobson's organ) to sense the pheromones of ewes and detect when they are in estrus. The ewe uses her vomeronasal organ for early recognition of her neonate lamb.

 

Reproduction

Sheep follow a similar reproductive strategy to other herd animals. A group of ewes is generally mated by a single ram, who has either been chosen by a breeder or (in feral populations) has established dominance through physical contest with other rams. Most sheep are seasonal breeders, although some are able to breed year-round. Ewes generally reach sexual maturity at six to eight months old, and rams generally at four to six months. However, there are exceptions. For example, Finnsheep ewe lambs may reach puberty as early as 3 to 4 months, and Merino ewes sometimes reach puberty at 18 to 20 months. Ewes have estrus cycles about every 17 days, during which they emit a scent and indicate readiness through physical displays towards rams.

 

In feral sheep, rams may fight during the rut to determine which individuals may mate with ewes. Rams, especially unfamiliar ones, will also fight outside the breeding period to establish dominance; rams can kill one another if allowed to mix freely. During the rut, even usually friendly rams may become aggressive towards humans due to increases in their hormone levels.

 

After mating, sheep have a gestation period of about five months, and normal labor takes one to three hours. Although some breeds regularly throw larger litters of lambs, most produce single or twin lambs. During or soon after labor, ewes and lambs may be confined to small lambing jugs, small pens designed to aid both careful observation of ewes and to cement the bond between them and their lambs.

  

A lamb's first steps

Ovine obstetrics can be problematic. By selectively breeding ewes that produce multiple offspring with higher birth weights for generations, sheep producers have inadvertently caused some domestic sheep to have difficulty lambing; balancing ease of lambing with high productivity is one of the dilemmas of sheep breeding. In the case of any such problems, those present at lambing may assist the ewe by extracting or repositioning lambs. After the birth, ewes ideally break the amniotic sac (if it is not broken during labor), and begin licking clean the lamb. Most lambs will begin standing within an hour of birth. In normal situations, lambs nurse after standing, receiving vital colostrum milk. Lambs that either fail to nurse or are rejected by the ewe require help to survive, such as bottle-feeding or fostering by another ewe.

 

Most lambs begin life being born outdoors. After lambs are several weeks old, lamb marking (ear tagging, docking, mulesing, and castrating) is carried out. Vaccinations are usually carried out at this point as well. Ear tags with numbers are attached, or ear marks are applied, for ease of later identification of sheep. Docking and castration are commonly done after 24 hours (to avoid interference with maternal bonding and consumption of colostrum) and are often done not later than one week after birth, to minimize pain, stress, recovery time and complications. The first course of vaccinations (commonly anti-clostridial) is commonly given at an age of about 10 to 12 weeks; i.e. when the concentration of maternal antibodies passively acquired via colostrum is expected to have fallen low enough to permit development of active immunity. Ewes are often revaccinated annually about 3 weeks before lambing, to provide high antibody concentrations in colostrum during the first several hours after lambing. Ram lambs that will either be slaughtered or separated from ewes before sexual maturity are not usually castrated. Objections to all these procedures have been raised by animal rights groups, but farmers defend them by saying they save money, and inflict only temporary pain.

 

Homosexuality

Sheep are the only species of mammal except for humans which exhibits exclusive homosexual behavior. About 10% of rams refuse to mate with ewes but readily mate with other rams, and thirty percent of all rams demonstrate at least some homosexual behavior. Additionally, a small number of females that were accompanied by a male fetus in utero (i.e. as fraternal twins) are freemartins (female animals that are behaviorally masculine and lack functioning ovaries).

 

Health

Sheep may fall victim to poisons, infectious diseases, and physical injuries. As a prey species, a sheep's system is adapted to hide the obvious signs of illness, to prevent being targeted by predators. However, some signs of ill health are obvious, with sick sheep eating little, vocalizing excessively, and being generally listless. Throughout history, much of the money and labor of sheep husbandry has aimed to prevent sheep ailments. Historically, shepherds often created remedies by experimentation on the farm. In some developed countries, including the United States, sheep lack the economic importance for drug companies to perform expensive clinical trials required to approve more than a relatively limited number of drugs for ovine use. However, extra-label drug use in sheep production is permitted in many jurisdictions, subject to certain restrictions. In the US, for example, regulations governing extra-label drug use in animals are found in 21 CFR (Code of Federal Regulations) Part 530. In the 20th and 21st centuries, a minority of sheep owners have turned to alternative treatments such as homeopathy, herbalism and even traditional Chinese medicine to treat sheep veterinary problems. Despite some favorable anecdotal evidence, the effectiveness of alternative veterinary medicine has been met with skepticism in scientific journals. The need for traditional anti-parasite drugs and antibiotics is widespread, and is the main impediment to certified organic farming with sheep.

 

Many breeders take a variety of preventive measures to ward off problems. The first is to ensure all sheep are healthy when purchased. Many buyers avoid outlets known to be clearing houses for animals culled from healthy flocks as either sick or simply inferior. This can also mean maintaining a closed flock, and quarantining new sheep for a month. Two fundamental preventive programs are maintaining good nutrition and reducing stress in the sheep. Restraint, isolation, loud noises, novel situations, pain, heat, extreme cold, fatigue and other stressors can lead to secretion of cortisol, a stress hormone, in amounts that may indicate welfare problems. Excessive stress can compromise the immune system. "Shipping fever" (pneumonic mannheimiosis, formerly called pasteurellosis) is a disease of particular concern, that can occur as a result of stress, notably during transport and (or) handling. Pain, fear and several other stressors can cause secretion of epinephrine (adrenaline). Considerable epinephrine secretion in the final days before slaughter can adversely affect meat quality (by causing glycogenolysis, removing the substrate for normal post-slaughter acidification of meat) and result in meat becoming more susceptible to colonization by spoilage bacteria. Because of such issues, low-stress handling is essential in sheep management. Avoiding poisoning is also important; common poisons are pesticide sprays, inorganic fertilizer, motor oil, as well as radiator coolant containing ethylene glycol.

 

Common forms of preventive medication for sheep are vaccinations and treatments for parasites. Both external and internal parasites are the most prevalent malady in sheep, and are either fatal, or reduce the productivity of flocks. Worms are the most common internal parasites. They are ingested during grazing, incubate within the sheep, and are expelled through the digestive system (beginning the cycle again). Oral anti-parasitic medicines, known as drenches, are given to a flock to treat worms, sometimes after worm eggs in the feces has been counted to assess infestation levels. Afterwards, sheep may be moved to a new pasture to avoid ingesting the same parasites. External sheep parasites include: lice (for different parts of the body), sheep keds, nose bots, sheep itch mites, and maggots. Keds are blood-sucking parasites that cause general malnutrition and decreased productivity, but are not fatal. Maggots are those of the bot fly and the blow-fly, commonly Lucilia sericata or its relative L. cuprina. Fly maggots cause the extremely destructive condition of flystrike. Flies lay their eggs in wounds or wet, manure-soiled wool; when the maggots hatch they burrow into a sheep's flesh, eventually causing death if untreated. In addition to other treatments, crutching (shearing wool from a sheep's rump) is a common preventive method. Some countries allow mulesing, a practice that involves stripping away the skin on the rump to prevent fly-strike, normally performed when the sheep is a lamb. Nose bots are fly larvae that inhabit a sheep's sinuses, causing breathing difficulties and discomfort. Common signs are a discharge from the nasal passage, sneezing, and frantic movement such as head shaking. External parasites may be controlled through the use of backliners, sprays or immersive sheep dips.

 

A wide array of bacterial and viral diseases affect sheep. Diseases of the hoof, such as foot rot and foot scald may occur, and are treated with footbaths and other remedies. Foot rot is present in over 97% of flocks in the UK. These painful conditions cause lameness and hinder feeding. Ovine Johne's disease is a wasting disease that affects young sheep. Bluetongue disease is an insect-borne illness causing fever and inflammation of the mucous membranes. Ovine rinderpest (or peste des petits ruminants) is a highly contagious and often fatal viral disease affecting sheep and goats. Sheep may also be affected by primary or secondary photosensitization. Tetanus can also afflict sheep through wounds from shearing, docking, castration, or vaccination. The organism also can be introduced into the reproductive tract by unsanitary humans who assist ewes during lambing.

 

A few sheep conditions are transmissible to humans. Orf (also known as scabby mouth, contagious ecthyma or soremouth) is a skin disease leaving lesions that is transmitted through skin-to-skin contact. Cutaneous anthrax is also called woolsorter's disease, as the spores can be transmitted in unwashed wool. More seriously, the organisms that can cause spontaneous enzootic abortion in sheep are easily transmitted to pregnant women. Also of concern are the prion disease scrapie and the virus that causes foot-and-mouth disease (FMD), as both can devastate flocks. The latter poses a slight risk to humans. During the 2001 FMD pandemic in the UK, hundreds of sheep were culled and some rare British breeds were at risk of extinction due to this.

 

Of the 600,300 sheep lost to the US economy in 2004, 37.3% were lost to predators, while 26.5% were lost to some form of disease. Poisoning accounted for 1.7% of non-productive deaths.

 

Predators

A lamb being attacked by coyotes with a bite to the throat

Other than parasites and disease, predation is a threat to sheep and the profitability of sheep raising. Sheep have little ability to defend themselves, compared with other species kept as livestock. Even if sheep survive an attack, they may die from their injuries or simply from panic. However, the impact of predation varies dramatically with region. In Africa, Australia, the Americas, and parts of Europe and Asia predators are a serious problem. In the United States, for instance, over one third of sheep deaths in 2004 were caused by predation. In contrast, other nations are virtually devoid of sheep predators, particularly islands known for extensive sheep husbandry. Worldwide, canids—including the domestic dog—are responsible for most sheep deaths. Other animals that occasionally prey on sheep include: felines, bears, birds of prey, ravens and feral hogs.

 

Sheep producers have used a wide variety of measures to combat predation. Pre-modern shepherds used their own presence, livestock guardian dogs, and protective structures such as barns and fencing. Fencing (both regular and electric), penning sheep at night and lambing indoors all continue to be widely used. More modern shepherds used guns, traps, and poisons to kill predators, causing significant decreases in predator populations. In the wake of the environmental and conservation movements, the use of these methods now usually falls under the purview of specially designated government agencies in most developed countries.

 

The 1970s saw a resurgence in the use of livestock guardian dogs and the development of new methods of predator control by sheep producers, many of them non-lethal. Donkeys and guard llamas have been used since the 1980s in sheep operations, using the same basic principle as livestock guardian dogs. Interspecific pasturing, usually with larger livestock such as cattle or horses, may help to deter predators, even if such species do not actively guard sheep. In addition to animal guardians, contemporary sheep operations may use non-lethal predator deterrents such as motion-activated lights and noisy alarms.

 

Economic importance

Main article: Agricultural economics

Global sheep stock

in 2019

Number in millions

1. China163.5 (13.19%)

2. India74.3 (5.99%)

3. Australia65.8 (5.31%)

4. Nigeria46.9 (3.78%)

5. Iran41.3 (3.33%)

6. Sudan40.9 (3.3%)

7. Chad35.9 (2.9%)

8. Turkey35.2 (2.84%)

9. United Kingdom33.6 (2.71%)

10. Mongolia32.3 (2.61%)

World total1,239.8

 

Source: UN Food and Agriculture Organization

Sheep are an important part of the global agricultural economy. However, their once vital status has been largely replaced by other livestock species, especially the pig, chicken, and cow. China, Australia, India, and Iran have the largest modern flocks, and serve both local and exportation needs for wool and mutton. Other countries such as New Zealand have smaller flocks but retain a large international economic impact due to their export of sheep products. Sheep also play a major role in many local economies, which may be niche markets focused on organic or sustainable agriculture and local food customers. Especially in developing countries, such flocks may be a part of subsistence agriculture rather than a system of trade. Sheep themselves may be a medium of trade in barter economies.

 

Domestic sheep provide a wide array of raw materials. Wool was one of the first textiles, although in the late 20th century wool prices began to fall dramatically as the result of the popularity and cheap prices for synthetic fabrics. For many sheep owners, the cost of shearing is greater than the possible profit from the fleece, making subsisting on wool production alone practically impossible without farm subsidies. Fleeces are used as material in making alternative products such as wool insulation. In the 21st century, the sale of meat is the most profitable enterprise in the sheep industry, even though far less sheep meat is consumed than chicken, pork or beef.

 

Sheepskin is likewise used for making clothes, footwear, rugs, and other products. Byproducts from the slaughter of sheep are also of value: sheep tallow can be used in candle and soap making, sheep bone and cartilage has been used to furnish carved items such as dice and buttons as well as rendered glue and gelatin. Sheep intestine can be formed into sausage casings, and lamb intestine has been formed into surgical sutures, as well as strings for musical instruments and tennis rackets. Sheep droppings, which are high in cellulose, have even been sterilized and mixed with traditional pulp materials to make paper. Of all sheep byproducts, perhaps the most valuable is lanolin: the waterproof, fatty substance found naturally in sheep's wool and used as a base for innumerable cosmetics and other products.

 

Some farmers who keep sheep also make a profit from live sheep. Providing lambs for youth programs such as 4-H and competition at agricultural shows is often a dependable avenue for the sale of sheep. Farmers may also choose to focus on a particular breed of sheep in order to sell registered purebred animals, as well as provide a ram rental service for breeding. A new option for deriving profit from live sheep is the rental of flocks for grazing; these "mowing services" are hired in order to keep unwanted vegetation down in public spaces and to lessen fire hazard.

 

Despite the falling demand and price for sheep products in many markets, sheep have distinct economic advantages when compared with other livestock. They do not require expensive housing, such as that used in the intensive farming of chickens or pigs. They are an efficient use of land; roughly six sheep can be kept on the amount that would suffice for a single cow or horse. Sheep can also consume plants, such as noxious weeds, that most other animals will not touch, and produce more young at a faster rate. Also, in contrast to most livestock species, the cost of raising sheep is not necessarily tied to the price of feed crops such as grain, soybeans and corn. Combined with the lower cost of quality sheep, all these factors combine to equal a lower overhead for sheep producers, thus entailing a higher profitability potential for the small farmer. Sheep are especially beneficial for independent producers, including family farms with limited resources, as the sheep industry is one of the few types of animal agriculture that has not been vertically integrated by agribusiness. However, small flocks, from 10 to 50 ewes, often are not profitable because they tend to be poorly managed. The primary reason is that mechanization is not feasible, so return per hour of labor is not maximized. Small farm flocks generally are used simply to control weeds on irrigation ditches or maintained as a hobby.

 

Shoulder of lamb

Sheep meat and milk were one of the earliest staple proteins consumed by human civilization after the transition from hunting and gathering to agriculture. Sheep meat prepared for food is known as either mutton or lamb, and approximately 540 million sheep are slaughtered each year for meat worldwide. "Mutton" is derived from the Old French moton, which was the word for sheep used by the Anglo-Norman rulers of much of the British Isles in the Middle Ages. This became the name for sheep meat in English, while the Old English word sceap was kept for the live animal. Throughout modern history, "mutton" has been limited to the meat of mature sheep usually at least two years of age; "lamb" is used for that of immature sheep less than a year.

 

In the 21st century, the nations with the highest consumption of sheep meat are the Arab states of the Persian Gulf, New Zealand, Australia, Greece, Uruguay, the United Kingdom and Ireland. These countries eat 14–40 lbs (3–18 kg) of sheep meat per capita, per annum. Sheep meat is also popular in France, Africa (especially the Arab world), the Caribbean, the rest of the Middle East, India, and parts of China. This often reflects a history of sheep production. In these countries in particular, dishes comprising alternative cuts and offal may be popular or traditional. Sheep testicles—called animelles or lamb fries—are considered a delicacy in many parts of the world. Perhaps the most unusual dish of sheep meat is the Scottish haggis, composed of various sheep innards cooked along with oatmeal and chopped onions inside its stomach. In comparison, countries such as the U.S. consume only a pound or less (under 0.5 kg), with Americans eating 50 pounds (22 kg) of pork and 65 pounds (29 kg) of beef. In addition, such countries rarely eat mutton, and may favor the more expensive cuts of lamb: mostly lamb chops and leg of lamb.

 

Though sheep's milk may be drunk rarely in fresh form, today it is used predominantly in cheese and yogurt making. Sheep have only two teats, and produce a far smaller volume of milk than cows. However, as sheep's milk contains far more fat, solids, and minerals than cow's milk, it is ideal for the cheese-making process. It also resists contamination during cooling better because of its much higher calcium content. Well-known cheeses made from sheep milk include the feta of Bulgaria and Greece, Roquefort of France, Manchego from Spain, the pecorino romano (the Italian word for "sheep" is pecore) and ricotta of Italy. Yogurts, especially some forms of strained yogurt, may also be made from sheep milk. Many of these products are now often made with cow's milk, especially when produced outside their country of origin. Sheep milk contains 4.8% lactose, which may affect those who are intolerant.

 

As with other domestic animals, the meat of uncastrated males is inferior in quality, especially as they grow. A "bucky" lamb is a lamb which was not castrated early enough, or which was castrated improperly (resulting in one testicle being retained). These lambs are worth less at market.

 

In science

Sheep are generally too large and reproduce too slowly to make ideal research subjects, and thus are not a common model organism. They have, however, played an influential role in some fields of science. In particular, the Roslin Institute of Edinburgh, Scotland used sheep for genetics research that produced groundbreaking results. In 1995, two ewes named Megan and Morag were the first mammals cloned from differentiated cells, also referred to as gynomerogony. A year later, a Finnish Dorset sheep named Dolly, dubbed "the world's most famous sheep" in Scientific American, was the first mammal to be cloned from an adult somatic cell. Following this, Polly and Molly were the first mammals to be simultaneously cloned and transgenic.

 

As of 2008, the sheep genome has not been fully sequenced, although a detailed genetic map has been published, and a draft version of the complete genome produced by assembling sheep DNA sequences using information given by the genomes of other mammals. In 2012, a transgenic sheep named "Peng Peng" was cloned by Chinese scientists, who spliced his genes with that of a roundworm (C. elegans) in order to increase production of fats healthier for human consumption.

 

In the study of natural selection, the population of Soay sheep that remain on the island of Hirta have been used to explore the relation of body size and coloration to reproductive success. Soay sheep come in several colors, and researchers investigated why the larger, darker sheep were in decline; this occurrence contradicted the rule of thumb that larger members of a population tend to be more successful reproductively. The feral Soays on Hirta are especially useful subjects because they are isolated.

 

Domestic sheep are sometimes used in medical research, particularly for researching cardiovascular physiology, in areas such as hypertension and heart failure. Pregnant sheep are also a useful model for human pregnancy, and have been used to investigate the effects on fetal development of malnutrition and hypoxia. In behavioral sciences, sheep have been used in isolated cases for the study of facial recognition, as their mental process of recognition is qualitatively similar to humans.

 

Cultural impact

Sheep have had a strong presence in many cultures, especially in areas where they form the most common type of livestock. In the English language, to call someone a sheep or ovine may allude that they are timid and easily led. In contradiction to this image, male sheep are often used as symbols of virility and power; the logos of the Los Angeles Rams football team and the Dodge Ram pickup truck allude to males of the bighorn sheep, Ovis canadensis.

 

Counting sheep is popularly said to be an aid to sleep, and some ancient systems of counting sheep persist today. Sheep also enter in colloquial sayings and idiom frequently with such phrases as "black sheep". To call an individual a black sheep implies that they are an odd or disreputable member of a group. This usage derives from the recessive trait that causes an occasional black lamb to be born into an entirely white flock. These black sheep were considered undesirable by shepherds, as black wool is not as commercially viable as white wool. Citizens who accept overbearing governments have been referred to by the Portmanteau neologism of sheeple. Somewhat differently, the adjective "sheepish" is also used to describe embarrassment.

 

In heraldry

In British heraldry, sheep appear in the form of rams, sheep proper and lambs. These are distinguished by the ram being depicted with horns and a tail, the sheep with neither and the lamb with its tail only. A further variant of the lamb, termed the Paschal lamb, is depicted as carrying a Christian cross and with a halo over its head. Rams' heads, portrayed without a neck and facing the viewer, are also found in British armories. The fleece, depicted as an entire sheepskin carried by a ring around its midsection, originally became known through its use in the arms of the Order of the Golden Fleece and was later adopted by towns and individuals with connections to the wool industry. A sheep on a blue field is depicted on the greater/royal arms of the king of Denmark to represent the Faroe Islands. In 2004 a modernized arms has been adopted by the Faroe Islands, which based on a 15th century coat of arms.

 

Religion and folklore

In antiquity, symbolism involving sheep cropped up in religions in the ancient Near East, the Mideast, and the Mediterranean area: Çatalhöyük, ancient Egyptian religion, the Cana'anite and Phoenician tradition, Judaism, Greek religion, and others. Religious symbolism and ritual involving sheep began with some of the first known faiths: Skulls of rams (along with bulls) occupied central placement in shrines at the Çatalhöyük settlement in 8,000 BCE. In Ancient Egyptian religion, the ram was the symbol of several gods: Khnum, Heryshaf and Amun (in his incarnation as a god of fertility). Other deities occasionally shown with ram features include the goddess Ishtar, the Phoenician god Baal-Hamon, and the Babylonian god Ea-Oannes. In Madagascar, sheep were not eaten as they were believed to be incarnations of the souls of ancestors.

 

There are many ancient Greek references to sheep: that of Chrysomallos, the golden-fleeced ram, continuing to be told through into the modern era. Astrologically, Aries, the ram, is the first sign of the classical Greek zodiac, and the sheep is the eighth of the twelve animals associated with the 12-year cycle of in the Chinese zodiac, related to the Chinese calendar. It is said in Chinese traditions that Hou ji sacrificed sheep. Mongolia, shagai are an ancient form of dice made from the cuboid bones of sheep that are often used for fortunetelling purposes.

 

Sheep play an important role in all the Abrahamic faiths; Abraham, Isaac, Jacob, Moses, and King David were all shepherds. According to the Biblical story of the Binding of Isaac, a ram is sacrificed as a substitute for Isaac after an angel stays Abraham's hand (in the Islamic tradition, Abraham was about to sacrifice Ishmael). Eid al-Adha is a major annual festival in Islam in which sheep (or other animals) are sacrificed in remembrance of this act. Sheep are occasionally sacrificed to commemorate important secular events in Islamic cultures. Greeks and Romans sacrificed sheep regularly in religious practice, and Judaism once sacrificed sheep as a Korban (sacrifice), such as the Passover lamb. Ovine symbols—such as the ceremonial blowing of a shofar—still find a presence in modern Judaic traditions.

 

Collectively, followers of Christianity are often referred to as a flock, with Christ as the Good Shepherd, and sheep are an element in the Christian iconography of the birth of Jesus. Some Christian saints are considered patrons of shepherds, and even of sheep themselves. Christ is also portrayed as the Sacrificial lamb of God (Agnus Dei) and Easter celebrations in Greece and Romania traditionally feature a meal of Paschal lamb. A church leader is often called the pastor, which is derived from the Latin word for shepherd. In many western Christian traditions bishops carry a staff, which also serves as a symbol of the episcopal office, known as a crosier, which is modeled on the shepherd's crook.

 

Sheep are key symbols in fables and nursery rhymes like The Wolf in Sheep's Clothing, Little Bo Peep, Baa, Baa, Black Sheep, and Mary Had a Little Lamb; novels such as George Orwell's Animal Farm and Haruki Murakami's A Wild Sheep Chase; songs such as Bach's Sheep may safely graze (Schafe können sicher weiden) and Pink Floyd's "Sheep", and poems like William Blake's "The Lamb".

From Wiki - "To meet an Italian Army requirement for a short take-off liaison aircraft, SIAI-Marchetti modified the design of the Cessna O-1 Bird Dog with a new turboprop engine and a revised tail unit"

Requirement 4: Wrong white balance

When I saw this blackbird in reeds, I thought that it’s a good opportunity to experiment with wrong white balance. I used aperture priority mode with using the lens maximum possible aperture of f/5.6 and ISO 360, to capture enough light and blur the background so it doesn’t distract from the bird. I wanted colors on the photo be warmer than in reality, so I set white balance to “Flash.” That day was a very cloudy one, and I didn’t used flash itself, so the wrong white balance allowed me to create warm-tinted photo.

  

+++ DISCLAIMER +++

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

  

Some background:

The Waffenträger (Weapon Carrier) VTS3 “Diana” was a prototype for a wheeled tank destroyer. It was developed by Thyssen-Henschel (later Rheinmetall) in Kassel, Germany, in the late Seventies, in response to a German Army requirement for a highly mobile tank destroyer with the firepower of the Leopard 1 main battle tank then in service and about to be replaced with the more capable Leopard 2 MBT, but less complex and costly. The main mission of the Diana was light to medium territorial defense, protection of infantry units and other, lighter, elements of the cavalry as well as tactical reconnaissance. Instead of heavy armor it would rather use its good power-to-weight ratio, excellent range and cross-country ability (despite the wheeled design) for defense and a computerized fire control system to accomplish this mission.

 

In order to save development cost and time, the vehicle was heavily based on the Spähpanzer Luchs (Lynx), a new German 8x8 amphibious reconnaissance armored fighting vehicle that had just entered Bundeswehr service in 1975. The all-wheel drive Luchs made was well armored against light weapons, had a full NBC protection system and was characterized by its extremely low-noise running. The eight large low-pressure tires had run-flat properties, and, at speeds up to about 50 km/h, all four axles could be steered, giving the relatively large vehicle a surprising agility and very good off-road performance. As a special feature, the vehicle was equipped with a rear-facing driver with his own driving position (normally the radio operator), so that the vehicle could be driven at full speed into both directions – a heritage from German WWII designs, and a tactical advantage when the vehicle had to quickly retreat from tactical position after having been detected. The original Luchs weighed less than 20 tons, was fully amphibious and could surmount water obstacles quickly and independently using propellers at the rear and the fold back trim vane at the front. Its armament was relatively light, though, a 20 mm Rheinmetall MK 20 Rh 202 gun in the turret that was effective against both ground and air targets.

 

The Waffenträger “Diana” used the Luchs’ hull and dynamic components as basis, and Thyssen-Henschel solved the challenge to mount a large and heavy 105 mm L7 gun with its mount on the light chassis through a minimalistic, unmanned mount and an autoloader. Avoiding a traditional manned and heavy, armored turret, a lot of weight and internal volume that had to be protected could be saved, and crew safety was indirectly improved, too. This concept had concurrently been tested in the form of the VTS1 (“Versuchsträger Scheitellafette #1) experimental tank in 1976 for the Kampfpanzer 3 development, which eventually led to the Leopard 2 MBT (which retained a traditional turret, though).

 

For the “Diana” test vehicle, Thyssen-Henschel developed a new low-profile turret with a very small frontal area. Two crew members, the commander (on the right side) and the gunner (to the left), were seated in/under the gun mount, completely inside of the vehicle’s hull. The turret was a very innovative construction for its time, fully stabilized and mounted the proven 105mm L7 rifled cannon with a smoke discharger. Its autoloader contained 8 rounds in a carousel magazine. 16 more rounds could be carried in the hull, but they had to be manually re-loaded into the magazine, which was only externally accessible. A light, co-axial 7,62mm machine gun against soft targets was available, too, as well as eight defensive smoke grenade mortars.

 

The automated L7 had a rate of fire of ten rounds per minute and could fire four types of ammunition: a kinetic energy penetrator to destroy armored vehicles; a high explosive anti-tank round to destroy thin-skinned vehicles and provide anti-personnel fragmentation; a high explosive plastic round to destroy bunkers, machine gun and sniper positions, and create openings in walls for infantry to access; and a canister shot for use against dismounted infantry in the open or for smoke charges. The rounds to be fired could be pre-selected, so that the gun was able to automatically fire a certain ammunition sequence, but manual round selection was possible at any time, too.

 

In order to take the new turret, the Luchs hull had to be modified. Early calculations had revealed that a simple replacement of the Luchs’ turret with the new L7 mount would have unfavorably shifted the vehicle’s center of gravity up- and forward, making it very nose-heavy and hard to handle in rough terrain or at high speed, and the long barrel would have markedly overhung the front end, impairing handling further. It was also clear that the additional weight and the rise of the CoG made amphibious operations impossible - a fate that met the upgraded Luchs recce tanks in the Eighties, too, after several accidents with overturned vehicles during wading and drowned crews. With this insight the decision was made to omit the vehicle’s amphibious capability, save weight and complexity, and to modify the vehicle’s layout considerably to optimize the weight distribution.

 

Taking advantage of the fact that the Luchs already had two complete driver stations at both ends, a pair of late-production hulls were set aside in 1977 and their internal layout reversed. The engine bay was now in the vehicle’s front, the secured ammunition storage was placed next to it, behind the separate driver compartment, and the combat section with the turret mechanism was located behind it. Since the VTS3s were only prototypes, only minimal adaptations were made. This meant that the driver was now located on the right side of the vehicle, while and the now-rear-facing secondary driver/radio operator station ended up on the left side – much like a RHD vehicle – but this was easily accepted in the light of cost and time savings. As a result, the gun and its long, heavy barrel were now located above the vehicle’s hull, so that the overall weight distribution was almost neutral and overall dimensions remained compact.

 

Both test vehicles were completed in early 1978 and field trials immediately started. While the overall mobility was on par with the Luchs and the Diana’s high speed and low noise profile was highly appreciated, the armament was and remained a source of constant concern. Shooting in motion from the Diana turned out to be very problematic, and even firing from a standstill was troublesome. The gun mount and the vehicle’s complex suspension were able to "hold" the recoil of the full-fledged 105-mm tank gun, which had always been famous for its rather large muzzle energy. But when fired, even in the longitudinal plane, the vehicle body fell heavily towards the stern, so that the target was frequently lost and aiming had to be resumed – effectively negating the benefit from the autoloader’s high rate of fire and exposing the vehicle to potential target retaliation. Firing to the side was even worse. Several attempts were made to mend this flaw, but neither the addition of a muzzle brake, stronger shock absorbers and even hydro-pneumatic suspension elements did not solve the problem. In addition, the high muzzle flames and the resulting significant shockwave required the infantry to stay away from the vehicle intended to support them. The Bundeswehr also criticized the too small ammunition load, as well as the fact that the autoloader magazine could not be re-filled under armor protection, so that the vehicle had to retreat to safe areas to re-arm and/or to adapt to a new mission profile. This inherent flaw not only put the crew under the hazards of enemy fire, it also negated the vehicle’s NBC protection – a serious issue and likely Cold War scenario. Another weak point was the Diana’s weight: even though the net gain of weight compared with the Luchs was less than 3 tons after the conversion, this became another serious problem that led to the Diana’s demise: during trials the Bundeswehr considered the possibility to airlift the Diana, but its weight (even that of the Luchs, BTW) was too much for the Luftwaffe’s biggest own transport aircraft, the C-160 Transall. Even aircraft from other NATO members, e.g. the common C-130 Hercules, could hardly carry the vehicle. In theory, equipment had to be removed, including the cannon and parts of its mount.

 

Since the tactical value of the vehicle was doubtful and other light anti-tank weapons in the form of the HOT anti-tank missile had reached operational status, so that very light vehicles and even small infantry groups could now effectively fight against full-fledged enemy battle tanks from a safe distance, the Diana’s development was stopped in 1988. Both VTS3 prototypes were mothballed, stored at the Bundeswehr Munster Training Area camp and are still waiting to be revamped as historic exhibits alongside other prototypes like the Kampfpanzer 70 in the German Tank Museum located there, too.

  

Specifications:

Crew: 4 (commander, driver, gunner, radio operator/second driver)

Weight: 22.6 t

Length: 7.74 m (25 ft 4 ¼ in)

Width: 2.98 m ( 9 ft 9 in)

Height: XXX

Ground clearance: 440 mm (1 ft 4 in)

Suspension: hydraulic all-wheel drive and steering

 

Armor:

Unknown, but sufficient to withstand 14.5 mm AP rounds

 

Performance:

Speed: 90 km/h (56 mph) on roads

Operational range: 720 km (445 mi)

Power/weight: 13,3 hp/ton with petrol, 17,3 hp/ton with diesel

 

Engine:

1× Daimler Benz OM 403A turbocharged 10-cylinder 4-stroke multi-fuel engine,

delivering 300 hp with petrol, 390 hp with diesel

 

Armament:

1× 105 mm L7 rifled gun with autoloader (8 rounds ready, plus 16 in reserve)

1× co-axial 7.92 mm M3 machine gun with 2.000 rounds

Two groups of four Wegmann 76 mm smoke mortars

  

The kit and its assembly:

I have been a big Luchs fan since I witnessed one in action during a public Bundeswehr demo day when I was around 10 years old: a huge, boxy and futuristic vehicle with strange proportions, gigantic wheels, water propellers, a mind-boggling mobility and all of this utterly silent. Today you’d assume that this vehicle had an electric engine – spooky! So I always had a soft spot for it, and now it was time and a neat occasion to build a what-if model around it.

 

This fictional wheeled tank prototype model was spawned by a leftover Revell 1:72 Luchs kit, which I had bought some time ago primarily for the turret, used in a fictional post-WWII SdKfz. 234 “Puma” conversion. With just the chassis left I wondered what other use or equipment it might take, and, after several weeks with the idea in the back of my mind, I stumbled at Silesian Models over an M1128 resin conversion set for the Trumpeter M1126 “Stryker” 8x8 APC model. From this set as potential donor for a conversion the prototype idea with an unmanned turret was born.

 

Originally I just planned to mount the new turret onto the OOB hull, but when playing with the parts I found the look with an overhanging gun barrel and the bigger turret placed well forward on the hull goofy and unbalanced. I was about to shelf the idea again, until I recognized that the Luchs’ hull is almost symmetrical – the upper hull half could be easily reversed on the chassis tub (at least on the kit…), and this would allow much better proportions. From this conceptual change the build went straightforward, reversing the upper hull only took some minor PSR. The resin turret was taken mostly OOB, it only needed a scratched adapter to fit into the respective hull opening. I just added a co-axial machine gun fairing, antenna bases (from the Luchs kit, since they could, due to the long gun barrel, not be attached to the hull anymore) and smoke grenade mortars (also taken from the Luchs).

 

An unnerving challenge became the Luchs kit’s suspension and drive train – it took two days to assemble the vehicle’s underside alone! While this area is very accurate and delicate, the fact that almost EVERY lever and stabilizer is a separate piece on four(!) axles made the assembly a very slow process. Just for reference: the kit comes with three and a half sprues. A full one for the wheels (each consists of three parts, and more than another one for suspension and drivetrain!

Furthermore, the many hull surface details like tools or handles – these are more than a dozen bits and pieces – are separate, very fragile and small (tiny!), too. Cutting all these wee parts out and cleaning them was a tedious affair, too, plus painting them separately.

Otherwise the model went together well, but it’s certainly not good for quick builders and those with big fingers and/or poor sight.

  

Painting and markings:

The paint scheme was a conservative choice; it is a faithful adaptation of the Bundeswehr’s NATO standard camouflage for the European theatre of operations that was introduced in the Eighties. It was adopted by many armies to confuse potential aggressors from the East, so that observers could not easily identify a vehicle and its nationality. It consists of a green base with red-brown and black blotches, in Germany it was executed with RAL tones, namely 6031 (Bronze Green), 8027 (Leather Brown) and 9021 (Tar Black). The pattern was standardized for each vehicle type and I stuck to the official Luchs pattern, trying to adapt it to the new/bigger turret. I used Revell acrylic paints, since the authentic RAL tones are readily available in this product range (namely the tones 06, 65 and 84). The big tires were painted with Revell 09 (Anthracite).

 

Next the model was treated with a highly thinned washing with black and red-brown acrylic paint, before decals were applied, taken from the OOB sheet and without unit markings, since the Diana would represent a test vehicle. After sealing them with a thin coat of clear varnish the model was furthermore treated with lightly dry-brushed Revell 45 and 75 to emphasize edges and surface details, and the separately painted hull equipment was mounted. The following step was a cloudy treatment with watercolors (from a typical school paintbox, it’s great stuff for weathering!), simulating dust residue all over the hull. After a final protective coat with matt acrylic varnish I finally added some mineral artist pigments to the lower hull areas and created mud crusts on the wheels through light wet varnish traces into which pigments were “dusted”.

  

Basically a simple project, but the complex Luchs kit with its zillion of wee bits and pieces took time and cost some nerves. However, the result looks pretty good, and the Stryker turret blends well into the overall package. Not certain how realistic the swap of the Luchs’ internal layout would have been, but I think that the turret moved to the rear makes more sense than the original forward position? After all, the model is supposed to be a prototype, so there’s certainly room for creative freedom. And in classic Bundeswehr colors, the whole thing even looks pretty convincing.

 

The cycle path on the route of the former Chesterfield and Lincoln Direct Railway, close to the now demolished High Marnham Power Station. In between Fledborough and High/Low Manrham in Nottinghamshire.

 

Like most new railways of the time its purpose was the carriage of coal. The project's leading light was William Arkwright, a descendant of Richard Arkwright who had made the family's fortune by mechanising the spinning of cotton. William Arkwright had settled at Sutton Scarsdale Hall near Chesterfield and with the land came extensive deposits of coal.

 

The rail network in the vicinity provided by the Midland Railway and the Manchester, Sheffield and Lincolnshire Railway was still in its infancy and would not meet his requirements. In 1887 the Chesterfield and Lincoln Direct Railway was proposed independently to join with Midland lines at each end. It would cross his land but received insufficient support.

 

Arkwright decided to promote an independent line to provide through roads to opposite coasts of the country. In time it became known as "The East to West". It would be sufficiently large to maintain itself in the face of competition from other railways. There were a number of lines already approved but not carried forward which could be incorporated. With the Newark and Ollerton there was the Macclesfield and Warrington Railway and the Lincoln and East Coast Railway. A number of other lines had been considered but not formally proposed and these, together with plans for dock works at Sutton on Sea which had been approved in 1884, gave Arkwright his route and support from the various landowners involved. The Lancashire Derbyshire and East Coast Railway Company was formed at 27 George St in Westminster and published its plans in 1890.

 

There was initially a deal of opposition from landowners and other railway companies but, in the end, the main opponent was the MS&LR because the line would bypass its own line from Sheffield to Retford and thence to London. The Great Eastern Railway turned from opponent to supporteer, realising that the line could give it an entree to the Midlands coalfields. The Lancashire, Derbyshire and East Coast Railway Act authorising building the line was given Royal Assent on 5 August 1891.

 

Due to lack of investment, only the portion from Chesterfield to Lincoln was built. To have continued west of Chesterfield would have required some extremely expensive and difficult engineering works. It was an ambitious undertaking, with some extremely expensive engineering works, crossing the Peak District which had always been a major headache for railway builders. Even to the east it crossed lines of hills running north and south. In addition it would conflict with the lines of a number of other railway companies.

 

From Lincoln the line would continue eastward over the Lincolnshire Wolds, with a junction near Stainfield as it crossed the GNR Louth to Bardney line. Proceeding well to the north of Horncastle it would cross the East Lincolnshire Railway to the southwest of Alford passing to the south. It would then join that line's loop (at that time known as the Willoughby Railway) near Thurlby turning north east to Sutton on Sea, where the North Sea port would be built.

 

Passenger services over the line to Lincoln finished in September 1955.

 

no vertical vanishing point