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Taken in my back garden during the RSPB's Big Garden Birdwatch.
Each year the RSPB (Royal Society for the Protection of Birds) asks people to take part in their Big Garden Birdwatch. Basically you spend an hour counting the highest number of each bird species you see at any one time during the hour in your garden or local green space.
The RSPB is a UK charitable organisation established in 1889 as the Plumage League. It works to secure a healthy environment for birds and all wildlife.
Camera was tripod mounted with a lightweight raincoat thrown over it to keep the rain off. I was in the lounge operating the camera via wi-fi from my iPhone. The remote app worked a treat and kept me dry!
#101 of 116 pictures in 2016 - Food for Free
Some background:
The idea for a heavy infantry support vehicle capable of demolishing heavily defended buildings or fortified areas with a single shot came out of the experiences of the heavy urban fighting in the Battle of Stalingrad in 1942. At the time, the Wehrmacht had only the Sturm-Infanteriegeschütz 33B available for destroying buildings, a Sturmgeschütz III variant armed with a 15 cm sIG 33 heavy infantry gun. Twelve of them were lost in the fighting at Stalingrad. Its successor, the Sturmpanzer IV, also known by Allies as Brummbär, was in production from early 1943. This was essentially an improved version of the earlier design, mounting the same gun on the Panzer IV chassis with greatly improved armour protection.
While greatly improved compared to the earlier models, by this time infantry anti-tank weapons were improving dramatically, too, and the Wehrmacht still saw a need for a similar, but more heavily armoured and armed vehicle. Therefore, a decision was made to create a new vehicle based on the Tiger tank and arm it with a 210 mm howitzer. However, this weapon turned out not to be available at the time and was therefore replaced by a 380 mm rocket launcher, which was adapted from a Kriegsmarine depth charge launcher.
The 380 mm Raketen-Werfer 61 L/5.4 was a breech-loading barrel, which fired a short-range, rocket-propelled projectile roughly 1.5 m (4 ft 11 in) long. The gun itself existed in two iterations at the time. One, the RaG 43 (Raketenabschuss-Gerät 43), was a ship-mounted anti-aircraft weapon used for firing a cable-spooled parachute-anchor creating a hazard for aircraft. The second, the RTG 38 (Raketen Tauch-Geschoss 38), was a land-based system, originally planned for use in coastal installations by the Kriegsmarine firing depth-charges against submarines with a range of about 3.000 m. For use in a vehicle, the RTG 38 was to find use as a demolition gun and had to be modified for that role. This modification work was carried out by Rheinmetall at their Sommerda works.
The design of the rocket system caused some problems. Modified for use in a vehicle, the recoil from the modified rocket-mortar was enormous, about 40-tonnes, and this meant that only a heavy chassis could be used to mount the gun. The hot rocket exhaust could not be vented into the fighting compartment nor could the barrel withstand the pressure if the gasses were not vented. Therefore, a ring of ventilation shafts was put around the barrel which channeled the exhaust and gave the weapon something of a pepperbox appearance.
The shells for the weapon were extremely heavy, far too heavy for a man to load manually. As a result, each of them had to be carried by means of a ceiling-mounted trolley from their rack to a roller-mounted tray at the breech. Once on the tray, four soldiers could then push it into the breech to load it. The whole process took 10 minutes per shot from loading, aiming, elevating and, finally, to firing.
There were a variety of rocket-assisted round types with a weight of up to 376 kg (829 lb), and a maximum range of up to 6,000 m (20,000 ft), which either contained a high explosive charge of 125 kg (276 lb) or a shaped charge for use against fortifications, which could penetrate up to 2.5 m (8 ft 2 in) of reinforced concrete. The stated range of the former was 5,650 m (6,180 yd). A normal charge first accelerated the projectile to 45 m/s (150 ft/s) to leave the short, rifled barrel, the 40 kg (88 lb) rocket charge then boosted this to about 250 m/s (820 ft/s).
In September 1943 plans were made for Krupp to fabricate new Tiger I armored hulls for the Sturmtiger. The Tiger I hulls were to be sent to Henschel for chassis assembly and then to Alkett, where the superstructures would be mounted. The first prototype was ready and presented in October 1943. By May 1944, the Sturmtiger prototype had been kept busy with trials and firing tests for the development of range tables, but production had still not started yet and the concept was likely to be scrapped. Rather than ditch the idea though, orders were given that, instead of interrupting the production of the Tiger I, the Sturmtigers would be built on the chassis of Tiger I tanks which had already been in action and suffered serious damage. Twelve superstructures and RW 61 weapons were prepared and mounted on rebuilt Tiger I chassis. However, by August 1944 the dire need for this kind of vehicle led to the adaptation of another chassis to the 380 mm Sturmmörser: the SdKfz. 184, better known as “Ferdinand” (after its designer’s forename) and later, in an upgraded version, “Elefant”.
The Elefant (German for "elephant") was actually a heavy tank destroyer and the result of mismanagement and poor planning: Porsche GmbH had manufactured about 100 chassis for their unsuccessful proposal for the Tiger I tank, the so-called "Porsche Tiger". Both the successful Henschel proposal and the Porsche design used the same Krupp-designed turret—the Henschel design had its turret more-or-less centrally located on its hull, while the Porsche design placed the turret much closer to the front of the superstructure. Since the competing Henschel Tiger design was chosen for production, the Porsche chassis were no longer required for the Tiger tank project, and Porsche was left with 100 unfinished heavy tank hulls.
It was therefore decided that the Porsche chassis were to be used as the basis of a new heavy tank hunter, the Ferdinand, mounting Krupp's newly developed 88 mm (3.5 in) Panzerjägerkanone 43/2 (PaK 43) anti-tank gun with a new, long L71 barrel. This precise long-range weapon was intended to destroy enemy tanks before they came within their own range of effective fire, but in order to mount the very long and heavy weapon on the Porsche hull, its layout had to be completely redesigned.
Porsche’s SdKfz. 184’s unusual petrol-electric transmission made it much easier to relocate the engines than would be the case on a mechanical-transmission vehicle, since the engines could be mounted anywhere, and only the length of the power cables needed to be altered, as opposed to re-designing the driveshafts and locating the engines for the easiest routing of power shafts to the gearbox. Without the forward-mounted turret of the Porsche Tiger prototype, the twin engines were relocated to the front, where the turret had been, leaving room ahead of them for the driver and radio operator. As the engines were placed in the middle, the driver and the radio operator were isolated from the rest of the crew and could be addressed only by intercom. The now empty rear half of the hull was covered with a heavily armored, full five-sided casemate with slightly sloped upper faces and armored solid roof, and turned into a crew compartment, mounting a single 8.8 cm Pak 43 cannon in the forward face of the casemate.
From this readily available basis, the SdKfz. 184/1 was hurriedly developed. It differed from the tank hunter primarily through its new casemate that held the 380 mm Raketenwerfer. Since the SdKfz. 184/1 was intended for use in urban areas in close range street fighting, it needed to be heavily armoured to survive. Its front plate had a greater slope than the Ferdinand while the sides were more vertical and the roof was flat. Its sloped (at 47° from vertical) frontal casemate armor was 150 mm (5.9 in) thick, while its superstructure side and rear plates had a strength of 82 mm (3.2 in). The SdKfz.184/1 also received add-on armor of 100 mm thickness, bolted to the hull’s original vertical front plates, increasing the thickness to 200 mm but adding 5 tons of weight. All these measures pushed the weight of the vehicle up from the Ferdinand’s already bulky 65 t to 75 t, limiting the vehicle’s manoeuvrability even further. Located at the rear of the loading hatch was a Nahverteidigungswaffe launcher which was used for close defense against infantry with SMi 35 anti-personnel mines, even though smoke grenades or signal flares could be fired with the device in all directions, too. For close-range defense, a 7.92 mm MG 34 machine gun was carried in a ball mount in the front plate, an addition that was introduced to the Elefant tank hunters, too, after the SdKfz. 184 had during its initial deployments turned out to be very vulnerable to infantry attacks.
Due to the size of the RW 61 and the bulkiness of the ammunition, only fourteen rounds could be carried internally, of which one was already loaded, with another stored in the loading tray, and the rest were carried in two storage racks, leaving only little space for the crew of four in the rear compartment. To help with the loading of ammunition into the vehicle, a loading crane was fitted at the rear of the superstructure next to the loading hatch on the roof.
Due to the internal limits and the tactical nature of the vehicle, it was intended that each SdKfz. 184/1 (as well as each Sturmtiger) would be accompanied by an ammunition carrier, typically based on the Panzer IV chassis, but the lack of resources did not make this possible. There were even plans to build a dedicated, heavily armored ammunition carrier on the Tiger I chassis, but only one such carrier was completed and tested, it never reached production status.
By the time the first RW 61 carriers had become available, Germany had lost the initiative, with the Wehrmacht being almost exclusively on the defensive rather than the offensive, and this new tactical situation significantly weakened the value of both Sturmtiger and Sturmelefant, how the SdKfz 184/1 was semi-officially baptized. Nevertheless, three new Panzer companies were raised to operate the Sturmpanzer types: Panzer Sturmmörser Kompanien (PzStuMrKp) ("Armored Assault Mortar Company") 1000, 1001 and 1002. These originally were supposed to be equipped with fourteen vehicles each, but this figure was later reduced to four each, divided into two platoons, consisting of mixed vehicle types – whatever was available and operational.
PzStuMrKp 1000 was raised on 13 August 1944 and fought during the Warsaw Uprising with two vehicles, as did the prototype in a separate action, which may have been the only time the Sturmtiger was used in its intended role. PzStuMrKp 1001 and 1002 followed in September and October. Both PzStuMrKp 1000 and 1001 served during the Ardennes Offensive, with a total of four Sturmtiger and three Sturmelefanten.
After this offensive, the Sturmpanzer were used in the defence of Germany, mainly on the Western Front. During the battle for the bridge at Remagen, German forces mobilized Sturmmörserkompanie 1000 and 1001 (with a total of 7 vehicles, five Sturmtiger and two Sturmelefanten) to take part in the battle. The tanks were originally tasked with using their mortars against the bridge itself, though it was discovered that they lacked the accuracy needed to hit the bridge and cause significant damage with precise hits to vital structures. During this action, one of the Sturmtigers in Sturmmörserkompanie 1001 near Düren and Euskirchen allegedly hit a group of stationary Shermans tanks in a village with a 380mm round, resulting in nearly all the Shermans being put out of action and their crews killed or wounded - the only recorded tank-on-tank combat a Sturmtiger was ever engaged in. After the bridge fell to the Allies, Sturmmörserkompanie 1000 and 1001 were tasked with bombardment of Allied forces to cover the German retreat, as opposed to the bunker busting for which they had originally been designed for. None was actually destroyed through enemy fire, but many vehicles had to be given up due to mechanical failures or the lack of fuel. Most were blown up by their crews, but a few fell into allied hands in an operational state.
Total production numbers of the SdKfz. 184/1 are uncertain but, being an emergency product and based on a limited chassis supply, the number of vehicles that left the Nibelungenwerke in Austria was no more than ten – also because the tank hunter conversion had top priority and the exotic RW 61 launcher was in very limited supply. As a consequence, only a total of 18 Sturmtiger had been finished by December 1945 and put into service, too. However, the 380 mm Raketen-Werfer 61 remained in production and was in early 1946 adapted to the new Einheitspanzer E-50/75 chassis.
Specifications:
Crew: Six (driver, radio operator/machine gunner in the front cabin,
commander, gunner, 2× loader in the casemate section)
Weight: 75 tons
Length: 7,05 m (23 ft 1½ in)
Width: 3,38 m (11 ft 1 in)
Height w/o crane: 3,02 m (9 ft 10¾ in)
Ground clearance: 1ft 6¾ in (48 cm)
Climbing: 2 ft 6½ in (78 cm)
Fording depth: 3 ft 3¼ (1m)
Trench crossing: 8 ft 7 ¾ in (2,64 m)
Suspension: Longitudinal torsion-bar
Fuel capacity: 1.050 liters
Armour:
62 to 200 mm (2.44 to 7.87 in)
Performance:
30 km/h (19 mph) on road
15 km/h (10 miles per hour () off road
Operational range: 150 km (93 mi) on road
90 km (56 mi) cross-country
Power/weight: 8 hp/ton
Engine:
2× Maybach HL120 TRM petrol engines with 300 PS (246 hp, 221 kW) each, powering…
2× Siemens-Schuckert D1495a 500 Volt electric engines with 320 PS (316 hp, 230 kW) each
Transmission:
Electric
Armament:
1x 380 mm RW 61 rocket launcher L/5.4 with 14 rounds
1x 7.92 mm (0.312 in) MG 34 machine gun with 600 rounds
1x 100 mm grenade launcher (firing anti-personnel mines, smoke grenades or signal flares)
The kit and its assembly:.
This fictional tank model is not my own idea, it is rather based on a picture of a similar kitbashing of an Elefant with a Sturmtiger casemate and its massive missile launcher – even though it was a rather crude model, with a casemate created from cardboard. However, I found the idea charming, even more so because the Ferdinand/Elefant was rather a rolling bunker than an agile tank hunter, despite its powerful weapon. Why not use the same chassis as a carrier for the Sturmtiger’s huge mortar as an assault SPG?
The resulting Sturmelefant was created as a kitbashing: the chassis is an early boxing of the Trumpeter Elefant, which comes not only with IP track segments but also alternative vinyl tracks (later boxing do not feature them), and casemate parts come from a Trumpeter Sturmtiger.
While one would think that switching the casemate would be straightforward affair, the conversion turned out to be more complex than expected. Both Elefant and Sturmtiger come with separate casemate pieces, but they are not compatible. The Sturmtiger casemate is 2mm wider than the Elefant’s hull, and its glacis plate is deeper than the Elefant’s, leaving 4mm wide gaps at the sides and the rear. One option could have been to trim down the glacis plate, but I found the roofline to become much too low – and the casemate’s length would have been reduced.
So, I used the Sturmtiger casemate “as is” and filled the gaps with styrene sheet strips. This worked, but the casemate’s width created now inward-bent sections that looked unplausible. Nobody, even grazed German engineers, would not have neglected the laws of structural integrity. What to do? Tailoring the casemate’s sides down would have been one route, but this would have had created a strange shape. The alternative I chose was to widen the flanks of the Elefant’s hull underneath the casemate, which was achieved with tailored 0.5 mm styrene sheet panels and some PSR – possible through the Elefant’s simple shape and the mudguards that run along the vehicle’s flanks.
Some more PSR was necessary to blend the rear into a coherent shape and to fill a small gap at the glacis plate’s base. Putty was also used to fill/hide almost all openings on the glacis plate, since no driver sight or ball mount for a machine gun was necessary anymore. New bolts between hull and casemate were created with small drops of white glue. The rest of the surface details were taken from the respective donor kits.
Painting and markings:
This was not an easy choice. A classic Hinterhalt scheme would have been a natural choice, but since the Sturmelefant would have been converted from existing hulls with new parts, I decided to emphasize this heritage through a simple, uniform livery: all Ferdinand elements would be painted/left in a uniform Dunkelgelb (RAL, 7028, Humbrol 83), while the new casemate as well as the bolted-on front armor were left in a red primer livery, in two different shades (Humbrol 70 and 113). This looked a little too simple for my taste, so that I eventually added snaky lines in Dunkelgelb onto the primer-painted sections, blurring the contrast between the two tones.
Markings remained minimal, just three German crosses on the flanks and at the rear and a tactical code on the casemate – the latter in black and in a hand-written style, as if the vehicle had been rushed into frontline service.
After the decals had been secured under sone varnish the model received an overall washing with dark brown, highly thinned acrylic paint, some dry-brushing with light grey and some rust traces, before it was sealed overall with matt acrylic varnish and received some dirt stains with mixed watercolors and finally, after the tracks had been mounted, some artist pigments as physical dust on the lower areas.
Again a project that appeared simple but turned out to be more demanding because the parts would not fit as well as expected. The resulting bunker breaker looks plausible, less massive than the real Sturmtiger but still a menacing sight.
Locomotive, ‘No.7’, of the South Yorkshire Chemical Works Limited, and built by Thomas Hill (Rotherham) Limited, Vanguard Works, Kilnhurst, to Works No.163V, in 1966, is seen here, at the Mangham Road Level Crossing, Parkgate where the South Yorkshire Chemical Works Limited siding complex was situated, on 14/03/1969.
The South Yorkshire Chemical Works Limited owned and operated a substantial coke-oven and associated chemical works and by-products plant, which was located in Parkgate, Rotherham. It produced both, domestic and industrial grades of coke. The nearby New Stubbin Colliery, at Rawmarsh was one of the principle suppliers of the coal used in the carbonisation and subsequent by-product extraction and refining processes.
New Stubbin Colliery, Rawmarsh, was located at the end of a National Coal Board, branch-line, which ran northwards, from the British Railways, (ex-London, Midland and Scottish Railway), main-line south-west of Parkgate and Rawmarsh Station, and from the British Railways, (ex-London, North Eastern Railway), immediately west of Rotherham Road Station. At Parkgate, near Rotherham, the branch-line connected with the siding complexes of the Parkgate Iron and Steel Company Limited, and with the siding complexes of South Yorkshire Chemical Works Limited. Coal from the New Stubbin Colliery was taken by both of these enterprises, whose siding complexes were situated on either side of Mangham Road, Parkgate, which was crossed by the railway, by way of an un-gated level crossing.
COPYRIGHT RETAINED; N. JORDAN - I would ask that you please note that the copyright of this image is fully retained by N. Jordan. Should you wish to either copy this image, for anything other than for private research purposes, or you wish to reproduce and publish this image elsewhere, then I would be obliged, if you would be good enough to seek and secure my express written agreement beforehand.
I watched the bloke on the seat as his eyes followed the couple along York Blvd. He was black and alone, and I thought I could imagine his feeling of loneliness. The only other person on the street was me and he watched a couple who were so comfortable with each other they didn't need to make physical contact. They were that secure in each other. And the lonely man's eyes followed them as they disappeared up the street.
Shot on the Olympus OM1 using Tri-X 400 and developed in hc110
The delivery of Grampian's first buses bodied by Optare took twelve months, starting in April 1995 and ending in March 1996. I don't know if this was as scheduled or if there were problems securing the chassis and then fitting them into the bodybuilder's programme. The delivery of similar buses to other FirstGroup companies in both Scotland and the East Midlands probably accounts for the gaps in the body numbers.
The Aberdeen buses were in two batches - one of ten (7004 - 7013) and the other of fifteen buses (7037, 7062 - 7075).
The batch comprised 515 - 539 (M1 GRT, M516 RSS - M524 RSS, N525 VSA - N539 VSA) and the seating layout was 515 - 525 B49F, 526 - 539 B47F.
Chassis number (all commencing 612001-21-) and body numbers were -
515 (Ch) 078332 / (Bdy) 7004
516 (Ch) 078338 / (Bdy) 7005
517 (CH) 078337 / (Bdy) 7006
518 (Ch) 078339 / (Bdy) 7007
519 (Ch) 078348 / (Bdy) 7008
520 (Ch) 078356 / (Bdy 7009
521 (Ch) 078358 / (Bdy) 7010
522 (Ch) 078946 / (Bdy) 7011
523 (Ch) 079161 / (Bdy) 7012
524 (Ch) 078941 / (Bdy) 7013
525 (Ch) 080357 / (Bdy) 7037
526 (Ch) 080387 / (Bdy) 7062
527 (Ch 080388 / (Bdy) 7063
528 (Ch) 080390 / (Bdy) 7064
529 (Ch 080395) / (Bdy) 7065
530 (Ch) 080398 / (Bdy) 7066
531 (Ch) 080490 / (Bdy) 7069
532 (Ch) 080491 / (Bdy) 7068
533 (Ch) 080498 / (Bdy) 7067
534 (Ch) 080500 / (Bdy) 7073
535 (Ch) 080501 / (Bdy) 7070
536 (Ch) 080507 / (Bdy) 7072
537 (Ch) 080508 / (Bdy) 7071
538 (Ch) 080585 / (Bdy) 7074
539 (Ch) 080588 / (Bdy) 7075.
20a GRT M522 RSS 1995 05 to 06 Paex cpy
KSFQ (Suffolk Executive Airport) - 01 JUN 2014
1942 North American P-51C Mustang "Red Tail" NL61429 "Tuskeegee Airmen" on the ramp with the pilot securing some things in the cockpit.
The Hollywood Tower Hotel was a lush and trendy destination for Hollywood's finest in the 1930s. Amidst the glitz and the glitter of a bustling young movie talent at the height of its golden age, the Hotel was a star in its own right. It was a beacon for the show business elite, although since one fateful evening in 1939, there have been a few less vacancies in the Hotel, as some permanent guests fill many rooms. Some of the Hotel's permanent guests mingle amongst its visitors on a daily basis.
However, on this night, there were no vacancies. Those imposing polished bronze gates were closed, and not even one of the Hotel's VIP guests could secure a suite. Fear not, though, as soon this young lady, who appears just a little other-worldly, would find long-term availability...in the Twilight Zone.
This is a heavily modified Classic Space version of 2018 Star Wars set 75217 (Imperial Conveyex Transport). It's length has been doubled and the weapons have been removed, but it function remains the same. This highly secure vehicle transports any material, be it futuristic rocket fuel, or oxygen tanks, or even astronaut food to and from Benny's remote base in a safe and trusted manner to the distant location of New Asteroid City on the far side of the planet via a paved track-way.
(NOTE: This piece goes on top of the vehicle on the roof where the two 4 x 2 slopes are at either the front or rear ends: www.bricklink.com/v2/catalog/catalogitem.page?P=30363pb02... )
Created for
We're here visiting Zodiac signs
Taurus is the second sign of the Zodiac and Taurus is to do with desire for material things, and emotions.
People born in Taurus are calm, patient, reliable, loyal, affectionate, and ambitious. There is also something about their appearance, which makes people excited, which makes them comfortable to be with. They are also strong, secure and stable. But they can sometimes want to have everything, or be stubborn, insecure, rigid, and be lazy and slow. They can also be jealous easily.
The Taurus person is very affectionate in love, sensual, and instinctively aware of the power of their body sexually. However, they are also very possessive and stubborn, and tend to get extremely jealous when they do find a mate, who can please their sensual side, and they feel threatened by an outsider.
Well.......I know that this photo is not a nicely focused one........but what could have I done........I actually took the shot without even seeing it.........
But I loved the shot.....even though it wasn't focused......and my good friend Shamir insisted that I upload this one.........
so, that's the story behind this photo being here....
Copyright:Aneek Mustafa Anwar
Contact:labouffon@gmail.com
Secure your place on one of the Cent Cols Challenge 2013 event here --> www.rapha.cc/cent-col-challenge-deposit
AT 20 METRES TALL, WITH A 54 METRE WINGSPAN AND WEIGHING 200 TONNES, THE ANGEL IS BRITAIN'S LARGEST SCULPTURE AND TOWERS OVER THE A1 FROM ITS HILLTOP SITE.
IN 1994 GATESHEAD COUNCIL CHOSE TURNER PRIZE-WINNING ARTIST ANTONY GORMLEY OBE TO PRODUCE A SCULPTURE AS A SYMBOL FOR TYNESIDE. FUNDING WAS SECURED IN 1996, AND THE GIANT SCULPTURE WAS ERECTED ON SITE IN 1998.
THE ANGEL OF THE NORTH IS AS MUCH A FEAT OF ENGINEERING AS A WORK OF ART. THE SCULPTURE HAS A GREATER WINGSPAN THAN A BOEING 757, OR WING TIP TO WING TIP TWO METERS LONGER THAN THE HEIGHT OF NELSON'S COLUMN IN LONDON.
THE ANGEL OF THE NORTH HAS TO BE ABLE TO WITHSTAND WINDS OF OVER 100MPH IN ITS EXPOSED LOCATION, SO 150 TONNES OF CONCRETE WERE USED TO CREATE FOUNDATIONS WHICH ANCHOR THE SCULPTURE TO THE ROCK 20 METRES BELOW.
CREATED IN THREE PARTS - THE BODY WEIGHING 100 TONNES, AND TWO WINGS WEIGHING 50 TONNES EACH, THE ANGEL WAS TRANSPORTED ON THREE HUGE LORRIES, BEFORE BEING ASSEMBLED ON SITE.
THE WINGS ARE NOT FLAT - BUT ARE ANGLED 3.5 DEGREES FORWARD, WHICH GORMLEY SAYS WAS TO CREATE "A SENSE OF EMBRACE".
THE SCULPTURE COST NEARLY £800,000 - WHICH HAS BEEN CONTROVERSIAL IN A RELATIVELY DEPRIVED AREA OF BRITAIN. NEVERTHELESS, THERE IS NO DOUBTING THAT ANTONY GORMLEY HAS CREATED A POWERFUL LANDMARK WHICH IS SEEN AND ENJOYED BY TENS OF THOUSANDS OF PEOPLE EVERY DAY.
ALTHOUGH THE ANGEL OF THE NORTH CAN BE SEEN FROM MILES AROUND, YOU HAVE TO VISIT THE SITE ITSELF AND STAND AT THE FEET OF THE GIANT TO TRULY APPRECIATE THE SCALE AND MAJESTY OF THIS MOST RECOGNISABLE OF ENGLAND'S LANDMARKS.
In an effort to secure the famous Blue Chair of Grimsby, Ontario, against the criminal acts of malicious vandals and, heaven forbid, thieves, it was decided by local council to install a guard duck of the species Anas Sapone Omnìum Largitorem as a key element of the new permanent security systems. Given the importance of such an installation, a suitable ceremony was necessary. A formal request was made to the Governor General to have a member of Her Majesty’s Scottish Bagpipe Ducks Regiment (all members of HMSBDR are required to be of the species Flexilis anatis bagpiper) attend the ceremony. The highlight of the event, seen here, the formal piping in of the first guard duck will go down in the history of this key town of Canada. - JW
Date Taken: 2018-12-28
Tech Details:
Taken using tripod-mounted Nikon D7100 fitted with an AF-P DX Nikkor 70-300mm 1:4.5-6.3 lense set to 120mm, ISO195, Aperture priority mode f/7.1, 1/40 sec with an EV+0.33 exposure bias. PP in free Open Source RAWTherapee from Nikon RAW/NEF source file: set final image size to be 9000x6000px, apply tone mapping at default level, enable Shadows/Highlights and recover highlights, reduce Lightness (very slightly) and increase contrast as well as Chromaticity a little, slightly boost Vibrance, apply Noise Reduction, sharpen (edges only), save. PP in free Open Source GIMP: use the Tone Curve tool to slightly brighten the upper 1/3 of the curve while holding the lower part of the curve at default level, sharpen, save, scale image to 6000px wide, add fine black-and-white frame, add bar and text on left, save, scale image to 2048 wide for posting online, sharpen slightly, save.
Shot secured we walked to Rajkot Junction station as this was only a short distance away. This gave us our first taste of the organised chaos of India, whilst trying not to be run over in the process. We attempted to leave our big rucksacks in the station cloakroom on arrival but were told we needed a ticket for this. However, both the reserved and non-reserved ticket offices couldn't (or wouldn't) sell us one. Defeated, we decided to camp out at the south end of the station in order to photograph any movements heading north (the station being on a giant s-bend) before our train.
WDG4G no.49370 is seen departing the non-platform roads at Rajkot Junction with a tank train for the north on 1st November 2022. Though we were mainly here for ALCos we were actually quite impressed with the sound these locos made, especially when hauling a heavy freight such as this. Manufacture of these locos commenced in 2017 with the first 50 being constructed at the GE plant in the US. The rest are being constricted locally under a deal between Indian Railways and GE.
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IMG_4643
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Class K2/2, locomotive, No.61761, of Sheffield Darnall M.P.D., (Shed No.41A), and built by the North British Locomotive Company Ltd, Glasgow, in 1918, is seen here, at Sheffield Darnall Locomotive Depot, on 04/11/1956.
Built by the North British Locomotive Company Ltd, Glasgow, to Order No.L699, and to Works No.21982, in 1918, as Great Northern Railway, Class H3, and delivered, new, to the Great Northern Railway, Kings Cross M.P.D., (Shed Code KX), in June 1918, where it acquired the Great Northern Railway number, No.1671. The locomotive was transferred, from there, to Doncaster M.P.D., (Shed Code DON), on 04/11/1925; and from there, to Cambridge M.P.D., (Shed Code CAM), on 23/05/1928; and from there, to March M.P.D., (Shed Code MAR), on 04/06/1928; and from there, to Yarmouth Vauxhall M.P.D., (Shed Code YAR), on 24/09/1929; and from there, to March M.P.D., (Shed Code MAR), on 20/12/1929; and from there, back to Cambridge M.P.D., (Shed Code CAM), on 21/10/1936; and from there, to Norwich Thorpe M.P.D., (Shed Code NOR), on 01/10/1938; and from there, back to March M.P.D., (Shed Code MAR), on 18/02/1945. The locomotive was transferred, from March M.P.D., (Shed Code MAR), to Colchester M.P.D., (Shed Code COL), on 13/01/1946; and from there, to Stratford M.P.D., (Shed Code STR), on 25/09/1947; and from there, back to Colchester M.P.D., (Shed Code COL), on 01/02/1948; and from there, back to Stratford M.P.D., (Shed Code STR), on 16/05/1948; and from there, to Lincoln M.P.D., (Shed No.40A), on 05/10/1952; and from there, to Boston M.P.D., (Shed No.40F), on 13/02/1955; and from there, to Sheffield Darnall M.P.D., (Shed No.41A), on 10/07/1955, and as seen here, and where it was to remain, until officially withdrawn from service, on 19/01/1961. It is reported that the locomotive was in store, at Sheffield Darnall M.P.D., (Shed No.41A), as early as February 1959, and that by, April 1960, it had been transferred, to Staveley (G.C.) M.P.D., (Shed No.41H), again, as a stored locomotive. It is further reported that the locomotive was transferred, to British Railways’, Doncaster Locomotive Works, on 19/01/1961, and that it was scrapped there, in February 1961. The locomotive was renumbered, as No.4671, on 10/10/1925, by the London and North Eastern Railway; then again renumbered, as No.1761, on 02/06/1946, by the London and North Eastern Railway; and then again renumbered, as No.61761, on 11/03/1949, by British Railways.
COPYRIGHT RETAINED; N. JORDAN - I would ask that you please note that the copyright of this image is fully retained by N. Jordan. Should you wish to either copy this image, for anything other than for private research purposes, or you wish to reproduce and publish this image elsewhere, then I would be obliged, if you would be good enough to seek and secure my express written agreement beforehand.
Kelela performs while security looks on at The Outside Lands Music Festival, 2018 in San Francisco on August 12th, 2018.
More photos from this show can be seen at The Bay Bridged.
Berwick secure possession at a line out during a relegation battle with Dalziel in Scottish rugby union's BT National League Division Three. The hosts led 27-26 going into the fifth and last minute of stoppage time at Derwentwater Terrace, Scremerston, only for Dalziel to stun them with a try that secured a crucial 31-27 victory. Berwick, who trailed 12-3, 19-10 and 26-17, were outscored five tries to three. This defeat almost certainly guarantees an immediate return to regional rugby for the Border cub.
Admission: £3. Programme: 32 pages (w/a). Attendance: 47.
Fiz este layout inspirado num da Sara mas não sei se vai ser realmente a prévia final o que vocês acham ?
Senior Airman Sergio Verdin provides security during a training exercise with members of the 303rd Expeditionary Rescue Squadron and the French air force’s 311th Fighter Squadron June 12, 2014, in Djibouti. Verdin is a tactical air control party member with the 82nd ERQS. (U.S. Air Force photo by Tech. Sgt. Lakisha A. Croley/Released)
Southern Christian Leadership Conference (SCLC) leader Ralph Abernathy introduces Jesse Jackson May 22, 1968 as the manager of Resurrection City—the encampment near the Lincoln Memorial in Washington, D.C. where most participants in the Poor Peoples’ Campaign camped.
A “city hall” banner is being tacked on the side of one of the plywood structures that made up the campsite.
Jackson’s tenure in the camp helped to catapult him into a national leader.
The six-week Poor People’s Campaign from May 21st until June 24th for economic justice and against the Vietnam War drew upwards of 100,000 people at its peak in addition to the 3,000 encamped on the national mall.
A small group of demonstrators continued the protests for a couple weeks after the camp was cleared.
Originally conceived by King as a massive civil disobedience exercise to demand re-prioritizing U.S. policy away from Vietnam and toward domestic economic equality, it devolved into a permitted series of demonstrations and lobby visits following King’s death in April. The civil disobedience that was conducted was small-scale and symbolic.
The protest ended in defeat as no economic bill of rights passed Congress and many existing programs were limited or dismantled in the coming decades. Some historians mark the end of the national civil rights movement that began with the Prayer Pilgrimage for Freedom in 1957 with this demonstration.
Jesse Jackson biography from the Black Past:
Born Jesse Burns in Greenville, South Carolina on October 8, 1941 to Helen Burns, a 17 year old unwed high school student and Noah Robinson, her older married neighbor, young Jesse took the surname Jackson from his adopted father, Charles Jackson, who later married Burns.
Insecure owing to the circumstances of his birth, Jackson decided to make himself a father figure and leader of his people.
Tall and imposing at 6’ 4,” Jackson became a star high school quarterback and earned a football scholarship at the University of Illinois in 1959.
After one year at Illinois he transferred to North Carolina Agricultural and Technical (A & T) University in Greensboro, North Carolina partly because he was not allowed to play quarterback.
At A & T, Jackson used his oratorical skills and charismatic personality to become the student body president. Encouraged to test his leadership skills, Jackson led his first march to downtown Greensboro in 1962.
Under the guidance of A & T President, Dr. Samuel Proctor, Jackson enrolled at the Chicago Theological Seminary where he planned to train for the ministry. Jackson was ordained a Baptist minister in 1968 although he left the Seminary two years earlier to work full time in the Civil Rights Movement.
Jackson’s introduction to the Movement came in 1965 when he traveled to Selma, Alabama to join in the campaign for voting rights. While there Jackson met Dr. Martin Luther King, Jr., the man who would launch his career as a national civil rights leader.
Through King’s influence, Jackson quickly established himself prominently within King’s organization, the Southern Christian Leadership Conference.
When SCLC launched its first northern campaign in Chicago in 1966, Jackson was put in charge of its Operation Breadbasket which used boycotts and selective buying campaigns to win contracts for black businesses and jobs for black workers.
During the years Jackson headed Operation Breadbasket (1966 to 1971), the campaign generated over three thousand jobs for Southside Chicago residents and enlarged the income of the area by $22 million.
Despite its success, Jackson and Rev. Ralph Abernathy, Dr. Martin Luther King’s successor at SCLC, clashed. In 1971, Jackson left the organization and found Operation PUSH where he continued his campaign of economic empowerment.
By the early 1980s Jackson had acquired a national reputation as a racial justice activist. That reputation was enhanced when in 1983 he traveled to Syria and made a dramatic personal appeal to Syrian President Hafez al-Assad to secure the release of a captured American pilot, Navy Lt. Robert Goodman, who had been shot down over Lebanon.
In June 1984 Jackson traveled to Havana to meet with Cuban President Fidel Castro to negotiate the release of 22 Americans being held by Castro’s government.
In 1984, following the success of his Syrian mission, Jesse Jackson mounted the second major effort by an African American (after Shirley Chisholm in 1972) to seek the Democratic nomination for President of the United States.
He and his followers adopted the term “Rainbow Coalition” to describe the broad coalition of groups of color, working poor, gays and lesbians, and white progressives that Jackson hoped would propel him to the nomination and eventually the White House.
Despite controversial anti-Semitic remarks made during the campaign, Jackson ran a surprisingly strong race, winning primaries in five states including Michigan. Jackson garnered 21% of the primary vote but gained only 8% of the delegates and ultimately lost the nomination to former Vice President Walter Mondale.
Jackson mounted a second effort in 1988, this time winning more than seven million primary votes across the nation in another failed attempt to win the nomination. After winning the South Carolina primary, finishing second in the Illinois primary and winning the Democratic caucus in Michigan, Jackson became the Democratic frontrunner.
Massachusetts Governor Michael Dukakis recaptured the lead with wins in the Colorado and Wisconsin primaries forcing Jackson to drop out of the race.
Jesse Jackson did not make another bid for the presidential nomination and since 1992 has functioned as a power broker within the Democratic Party.
In 1990 he won the largely ceremonial position of District of Columbia’s statehood senator, a platform from which he argued for statehood for the nation’s capital.
In 1997 Jackson launched the Wall Street Project which encouraged African Americans to become stockholders to use their leverage to force changes in corporate culture and behavior.
Two years later Jackson engaged in personal diplomacy once again when during the Kosovo War he traveled to Belgrade to meet with Yugoslav (now Serbia) president Slobodan Milosevic where he secured the release of three U.S. prisoners of war. In the same year, 1999, he brokered a cease-fire in war-ravaged Sierra Leone.
Both his supporters and critics describe Jackson as bold, defiant, and controversial. He has elicited praise for inspiring the poor with speeches punctuated by catchword phrases such as “I am somebody” and “keep hope alive.”
Critics, however, blamed Jackson for mounting blatantly self-promoting campaigns that exploited racial grievances and inflamed racial outrage.
The revelation that Jackson, married since 1962, fathered a child in 2001 with Rainbow Coalition staffer Karin Stanford, sullied his well-crafted public image as a moral leader. Nevertheless, Jesse Jackson remains enormously popular both in the United States and abroad.
For more information and related images, see flic.kr/s/aHskrqbSDg
The photographer is unknown. The image is an Associated Press photograph housed in the D.C. Library Washington Star Collection.
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Sometimes an overcast sky works in favor of you where you can get good details out of the Bald Eagle's head and feathers.. Bright sun usually overexposes the white head which makes the image look uneven.