View allAll Photos Tagged September
Het slechte weer op 9 september 2019 weerhoudt een groot aantal wandelaars er niet van erop uit te trekken. Ze wachten op de halte Tatranská Lesná op trein 8212 die van Starý Smokovec naar Tatranská Lomnica rijdt (GTW 2/6-treinstellen 425 964 en 425 962 van Železničná spoločnosť Slovensko).
every first week of september traditionally the windmills @ Kinderdijk are lit by floodlights.
this time i choose for a nice reflection in the water.
using the Z6 + FTZ and Nikon 20mm F1.8G
9 september mooi weer, dan nog maar eens met de fiets op de trein gesprongen richting Antwerpen.
Vanuit station Zwijndrecht richting Kallo gefietst,om daar voor de eerste keer de nieuwe lijn 10 eens te verkennen (nadat ze in dienst is)
De laatste keer dat ik hier geweest ben waren ze deze lijn nog aan het elektrificeren!
Eerste plek was hier aan de uitgang van de Antigoon-tunnel.
Waar ik vrij snel deze 7813 met keteltrein voor de lens kreeg.
Windows on 14th Street . Reincarnations . www.reincarnations.com . 1401 14th Street, NW . WDC . Friday night, 15 September 2006 . elvertbarnes-architectural.blogspot.com/2006/09/architect... . Elvert Xavier Barnes Photography
Foundations for the Federal Post Office were laid in 1917. With start of World War I, materials allotted for the post office were reallocated for building Camp Jackson (now Fort Jackson). Construction resumed after the war and was completed September 30, 1921. This building served as the main postal office in Columbia, South Carolina from September 30, 1921 to June, 1966 when operations were moved to a new building. Around this time, it was acquired by the State of South Carolina for use as the Supreme Court of South Carolina Building and is significant as an example of preservation through adaptive use. Its location adjacent to the State House enhances the complex of governmental buildings which includes and surrounds the South Carolina State House. This Capitol Complex gives the city its essential governmental flavor, enhances the dignity of the area and contributes visually to identifying Columbia's character as capital city, the role which prompted the city's creation in 1786. Resourcefully and tastefully renovated with necessary functional interior additions, its atmosphere befits the prestige and respect commanded by such a distinguished branch of the state government.
Russell V. Keune, Director of Field Services, National Trust for Historic Preservation, after an official trip to South Carolina had this to say concerning the building in his letter of June 2, 1971 to Governor John C. West - "The adaptation of this former federal post office to meet your state's present needs as a judicial facility was accomplished with creativity and understanding."
"The building, while not 'historic' in many individuals' eyes, certainly represents an important architectural contribution to the character of the city. As an architect, I was pleased with the way the character, both exterior and portions of interior, had been retained and enhanced by the installation of the necessary contemporary elements. All who participated in this endeavor are to be commended. All too often the Trust finds itself battling for preservation of similar buildings throughout the United States and seeing them needlessly destroyed for lack of imaginative use plan. Regrettably, the quality of the new architecture that replaces the old rarely equals the overall quality of what was destroyed." -- From remarks of W.O. Callahan in news conference October 26, 1962
All of the information above was found on the original documents submitted for listing consideration on the National Register of Historic Places (NRHP) where is was added on October 18, 1972. These documents can be viewed here:
npgallery.nps.gov/NRHP/AssetDetail/b6852e66-607c-464b-a87...
Three bracketed photos were taken with a handheld Nikon D7200 and combined with Photomatix Pro to create this HDR image. Additional adjustments were made in Photoshop CS6.
"For I know the plans I have for you", declares the LORD, "plans to prosper you and not to harm you, plans to give you hope and a future." --Jeremiah 29:11
The best way to view my photostream is through Flickriver with the following link: www.flickriver.com/photos/photojourney57/
In September 2015, I stopped and photographed a cowboy like figure on a crawfish near Waller, Texas. The giant crawfish sat on top of a shack that advertised itself as a restaurant. www.flickr.com/photos/wyojones/25870681116/in/album-72157... On Friday , March 31, 2017, after a hard week, I took a drive in the country away from Houston, I found a revitalized restaurant. The giant crawfish is now bright red; the cowboy better dressed carrying a Texas Flag; the signs repainted; and the cafe, now called the Swamp Shak, open and doing a brisk business selling crawfish. The parking areas (not visible in the photo) were full. The Shack sells crawfish Thursday through Sunday. The price? On the day of the photo the cost was $4.99/pound. Spring is crawfish season in Texas. Every spring, the Texan's love of the crustacean gives rebirth to roadside stands like the Swamp Shak.
Explored September 6, 2023
Berlin's "Sony Center" is history, Sony, the tenant of 21 years, has moved out. At the moment, the building complex is a huge construction site, and only a few restaurants, foremost the well-known and always well-frequented Lindenbräu, have stayed. Construction work is supposed to be finished by the end of this year (hopefully), and the building complex will be re-opened in 2024 with a newly designed plaza, a new light concept, and a whole new concept of use. Part of the new concept will be a food hall by London-based company Kerb (which I'm looking forward to). So, at the moment, if you want to avoid photographing construction work, all you can do is shoot the impressive roof construction. Here, I was drawn to the double reflection of the roof's funnel that, in this ultra wide-angle view, created a "triple funnel".
Just as in neighboring Czechia, Regiopanters provide a significant portion of passenger service on the Slovak railway network. Thirteen of the three-car variants entered service with Žeľezničná spoločnosť Slovensko in 2020. Trainset 661 010 was waiting for departure in Trenčín on September 17, 2025, as train 3333 from Trenčín-Zlatovce to Žilina. The Trenčiansky hrad is visible in the upper left corner.
Floriade is a flower and entertainment festival held annually in Canberra's Commonwealth Park featuring extensive displays of flowering bulbs with integrated sculptures and other artistic features. Floriade comes from the Latin word floriat, which means to design with flowers. The festival attracts tourists from around Australia and overseas in spring from mid September to mid October each year, and is considered the most important regular event for tourism in the Australian Capital Territory. It is also called Australia's Celebration of Spring. After some controversy regarding an entry charge, admission to Floriade has been free for a number of years. 11781
One of a bunch of spectacular strikes near Bouse, AZ on September 1st. The shot was handheld while I was working on contortion skills — hunching around for angles through the open window that wouldn't get rain all over the lens.
And all those stepped leaders! So many paths it considered taking to ground...pretty happy with the balanced choice it made.
For this September round at Shiny Shabby I have create a new Gacha set with 13 items ( 3 Rare),
My idea is creating a different area or "corner" at home to hang out with friends.
Textures and colors prevail to the simplicity of forms.
3 Chairs as RARE with different textures to change in 3 themes: Classic, Pastel and Colors.
Cabinet with 4 interchangeable boxes, so is possible to create different combinations
3 Fun carpets to contrast with the straight lines of the rest of the collection.
"Corner" set available from Sept. 20 at Shiny Shabby
More info: Concept} Blog
Rutting Season ;
Between late September and early November, is the rutting season for many deer species. Red stags roar and fallow bucks grunt with great sparing battles between rival males.
Follow these rules:
Get no closer than 30 metres from the deer
Stay well away if the deer are lying down as they are likely digesting food
Do not follow the deer if they move away as this can cause them extreme stress
Never surround the animals
Never feed the deer
The red deer is the largest land-mammal in the UK with a males (stags) standing 107-137cm at the shoulder and weighing 90-190kg.
Thank you so much for visiting my stream, whether you comments, favorites or just have a look.
I appreciate it very much, wishing the best of luck and good light.
Best viewed in lightbox - please click on the image or press L.
© All rights reserved R.Ertug
Please do not use this image without my explicit written permission. Contact me by Flickr mail if you want to buy or use Your comments and critiques are very well appreciated.
Lens - With Nikon TC 14E II hand held and SPORT VR on. Aperture is f8 and full length. All my images have been converted from RAW to JPEG.
Best viewed in lightbox - please click on the image or press L.
Thanks for stopping and looking :)
On EXPLORE September 2, 2008
Best to: View Large and On Black
Please - NO INVITES and AWARDS from now on - Thank you
And I am finally here at home, and the welcome was overhelming, and sweet and emotional for both of us... The huge flower bouqets filled my heart with so much happiness too, and as 1st I wanted to share with you these weirdly colored and so sweet smelling roses, that I quickly called them the "I LOVE YOU" roses ;)) And yes, I love you guys and girls - as you my friends were the most supportive and awesome group of friends I've ever had the pleasure to enjoy :) Today I will visit your streams, and am sorry that I couldn't do that last night but I was too tired to do whatsoever after getting home, except for quickly shoot a few photos of the flowers given with so much love by Willem... :)
Wishing to all of you a superb Tuesday and week ahead from me and - Willem
No Post Processing used - no treatments, no cropping, and as is from the camera. The only thing added is the water mark - signature.
On September 1st, 1987 GP9 #4227 of the Soo Lines Lake States division is working the “Waukesha Turn” and has just cleared up off of the main line at Sussex, Wisconsin.
The Do-It Hardware and lumber yard on the left has been gone many years now and a bar and restaurant now stands in its place.
In just another five or six weeks after this photo was taken this would become part of the new regional startup Wisconsin Central Ltd. ~~ A Jeff Hampton Photograph ©
Westbound, Thomaston. September 8, 1995
The brick structure is the only remaining building of the original General Henry Knox estate. Built between 1796 and 1797, it was one of seven out‑buildings which stood in a semicircle behind the original Knox mansion named Montpelier. Called the “Farmhouse” or the “tenants' building” it served as a living facility for the unmarried men employed on the estate to care for the animals, do the farm chores and maintain the residence.
It also served as the Thomaston railroad station and currently houses the Thomaston Historical Society.
In 1797 Henry Knox commissioned a bell from Paul Revere, to place in the steeple of the Congregational Meeting House in Thomaston. The bell cracked and had to be recast by the Revere Foundry in 1822. It hung in the church until the 1960s, when the building's deterioration forced its removal.
2nd September 2007
Burston, Norfolk, England, UK
Burston Strike School Rally
Every year, since 1984, there is a rally and picnic on Church Green in front of the Strike School to commemorate the first rally in 1914, the opening of the School in 1917 and the work of the Higdons. The Rally is held on the first Sunday in September and is an opportunity to hear speeches by trade union leader, politicians, and activists in the Labour movement.
Union branches bring their banners and there is a march around "The Candlestick" to commemorate the children's original march in 1914. The green is covered with stalls selling all manner of goods and promoting the holders' ideas and services. There is also a refreshment tent where beer, sandwiches and burgers are served and you can listen to live bands or meet with friends. It is a really fun day.
Past speakers include: Tony Benn, Jack Boddy, Ron Todd, Joan Maynard, Jimmy Knapp, Bill Morris, Barry Leathwood, Rodney Bickerstaffe, Jack Jones, Tony Banks, Bruce Kent, Dennis Skinner, John Prescott, Arthur Scargill, Doug McAvoy, John Monks, Ken Livingstone, Ian Gibson, Glennys Kinnock, Tam Dalyell, John Edmunds, and many many more.
Burston Strike School Rally - 'the longest strike in history'
On 1 April 1914 the pupils of Burston School marched in support of their two dismissed teachers, Tom and Kitty Higdon. The Higdons were closely associated with the Agricultural Workers' Union which brought them into conflict with the squirarchy and the Church of England which was responsible for the education of children in the countryside.
Association with the farm workers' union and Tom's election to the Parish Council as a Labour member had prompted the dismissals. The school children, 66 out of 72, had gone on strike. This was to be the first day of the longest strike in history.
The Strike School, the alternative to the CoE County School from where the Higdons had seen sacked, was firstly located in the blacksmith's workshop and latterly in purpose built premises erected on Burston Village Green by Labour Movement subscription.
The Strike School continued to function until the beginning of the Second World War. Tom Higdon died on 17 August 1939 and the school closed a few months later. Kitty, then in her seventies, was unable to carry on alone and the remaining pupils transferred to the County School. Kitty died on 24 April 1946.
In 1949 the Strike School was registered as an educational charity. There are 4 self-perpetuating trustees who, with the support of the T&G, manage the school and try to develop it as a museum, visitor centre, educational archive and village amenity.
Since 1984, an annual rally has been held in Burston to commemorate the first rally held in 1914 and celebrate the struggles that took place in Burston in the first half of the last century - a celebration of a challenge to the old rural order that has yet to be completed, but continues to be inspired by the struggle that began in Burston.
"But there really can be no peace or victory for us which does not bring with it freedom for the countryside, liberty and life for the labourer and prosperity and plenty to his home and family. The labourer must henceforth take his place industrially, socially and politically with the best and foremost of the land. He must do this himself - by the force and power of his union. And he can!" Tom Higdon in The Labourer January 1917.
This is the Labour Day long weekend and it is very overcast and only 6C , forecast to soar to 13C this afternoon. Chilly! Rain in our forecast for the next four days. Labour Day in Canada is celebrated on the first Monday of September and it is a federal statutory holiday. It is also observed in the United States on the same day.
Yesterday, 3 September 2016, was a fungi day, quite rewarding and definitely fun. Our leader and friend, Karel, is very knowledgeable about fungi and yesterday he took 14 of us (plus Karel's two beautiful Beagles) on a foray to West Bragg Creek, maybe an hour's drive west of the city. We had been here a few times before over the years, either looking for fungi or on botany outings.
Photographing our findings usually means that I am way at the back of the group or have fallen back with a friend or two. Consequently, the mushrooms have often already been plucked/cut by the time we catch up to the rest of the participants. I also miss a lot of what is being said about IDs and details. It would take far too long to write down the name of each find - each photo taken would have to be carefully numbered so that the right name could be attached and this would be such a hassle when out with a group. I'm really hoping that Karel will eventually send out an email with photos and IDs. If not, or till then, my photos will have to be just nameless 'pretty pictures' : ) If you look closely, you can see all the very thin 'threads' that are joining the stem (stipe) with the shiny cap. This mass of threads is called a veil. Not sure if this is Cortinarius mucosus, commonly known as the orange webcap or the slimy cortinarius. It does have the cobweb-like annulus that protects the developing gills.
I met up with friend, Sandy, at 8:15 am and she drove out to the meeting place. My drive from home was done with my windshield wipers on my new car working non-stop - was it raining? No, it had rained the day before - hail, too, on my gleaming new vehicle that I had only had for five days! I needed to clean the windshield, but, once again, I couldn't for the life of me figure out how to turn the wipers off. Amazes me how complicated the wiper options are!
Our morning walk started off by going across the small bridge, then part way up the hill and then bush-whacking our way through the forest. This walk, which ended around lunch time, was the main one, but we did stop at a small, gravel parking area a few minutes along the main road, to do a second walk to check for any different mushrooms. This extra walk has yielded a few beauties in past years. Perhaps the most interesting find was a very small twig that had several tiny, turquoise coloured fungi cups on it. The colour looks so out of place in a natural area. My photos of them didn't turn out very well, but I will eventually post one of them.
From here, a few of us stopped at the Cinnamon Spoon cafe in Bragg Creek for lunch. Always a most enjoyable way to finish any outing. Before we climbed into the car for our return drive to Calgary, Sandy and I wandered into the beautiful Art Gallery, owned and run by Bob and Candy Cook. Named Branded Visuals Inc.(Printing Services/Wildlife Gallery), this small store is overflowing with Bob's absolutely amazing photographic works of art. Thanks so much, Bob and Candy, for remembering our chance meeting quite a few years ago, down in Fish Creek Park, and for your overly generous words about my own photography.
www.brandedvisuals.com/index.html
Thanks so much, Karel, for giving us a great morning! We really appreciate your passing on your knowledge to us. The same thanks go to Suzanne, the mushroom specialist in Calgary. Sandy, really appreciate the ride there and back!
From September 2020 Scunthorpe had a grand total of 10 Volvo B7TLs with East Lancs, Vyking bodies operational. It follows the reinstatement of former Skegness InterConnect liveried examples 16913/915 here in June. Also, a welcome addition to the ranks by resurrecting 16907 & 910 from storage for extra college work, occured with the new term and aided capacity for social distancing.
The example illustrated here numbered 16919 was a transfer from Skegness in the Autumn of 2017 and was captured in a moment of deserted calm of Scunthorpe bus station.
9 september mooi weer, dan nog maar eens met de fiets op de trein gesprongen richting Antwerpen.
Vanuit station Zwijndrecht richting Kallo gefietst,om daar voor de eerste keer de nieuwe lijn 10 eens te verkennen (nadat ze in dienst is)
De laatste keer dat ik hier geweest ben waren ze deze lijn nog aan het elektrificeren!
Eerste plek was hier aan de uitgang van de Antigoon-tunnel.
Waar ik vrij snel deze autotrein voor de lens kreeg.
Kurt Knispel was born on 20 September 1921 in Salisov (German: Salisfeld), Czechoslovakia, today Zlaté Hory, Czech Republic, situated on the border with Poland. He was the highest scoring tank ace in WW2 (and probably in the whole history of armoured warfare). As a gunner and tank commander, he achieved 168 confirmed and at least 27 unconfirmed tank kills.
In the period September 1940 to April 1945, Knispel served in the German Heer (Army). From 1940 to 1942 he served with Panzer-Regiment 29 and Panzer-Regiment 4, fighting in Panzer IV tanks. In the periods 1943–1944 and 1944–1945, he fought in Tiger E and Tiger B heavy tanks, respectively, while serving with schwere Panzer-Abteilung 503 (from December 1944 with title „Feldherrnhalle”).
Up until now, we have had only a little hard evidence about the circumstances of his death. This is a brief summary of the tactical circumstances surrounding his very last combat mission.
Schwere Panzer-Abteilung „Feldherrnhalle” (the ex-503) was alerted on 26 April 1945. At 0730 hours, following a 30-minute artillery preparation, the elements of the 27th Guards Rifle Corps of the Soviet 7th Guards Army, together with the 27th Separate Guards Tank Brigade, launched an attack in the southern foreground of Brno, from the area of Musov, via Vlasatice, in a northwesterly direction.
According to data as at 0700 hours that day, the 27th Separate Guards Tank Brigade had the following serviceable AFV-strength: one IS-2 heavy tank, eight T-34/85 tanks, plus one SU-76M, one SU-85 and four ISU-122 self-propelled guns. Under the command of the Soviet Tank Brigade, the combined company of the Romanian 2nd Tank Regiment also participated in the fighting with three German Panzer IVs and two Panzer IIIs, and also with two R-35 and four R-1 tanks.
The Soviet 409th Rifle Division captured Pasohlávky. At the same time, Hill 222, which was of tactical importance, 2km east of Pasohlávky, was taken by the 72nd Guards Rifle Division, in cooperation with the 27th Separate Guards Tank Brigade. The Soviets ran into German AFVs and infantry 700m west of the hill. In the fighting that ensued, the Soviet tank brigade lost one T-34/85 tank (burnt out), and two knocked-out ISU-122 self-propelled guns (one of them burned out). An officer and three NCOs were killed and four NCOs were wounded in action. According to their own report, the Soviet tankers destroyed three guns, eight machine-guns and four cars, and killed 80 German soldier there.
By 2200 hours, the Soviet AFVs with elements of the 72nd Guards Rifle Division, were closing on the road junction east of Vlasatice (from where the road runs northwards to Nova Ves). However, right before the junction – 2km northwest of Hill 222 – they had already run into the defense put up by the German Panzer-Division “Feldherrnhalle 2” as early as 1400 hours that day.
At that time, some – probably two – Tiger B tanks of the schwere Panzer-Abteilung “Feldherrnhalle 2” were stationed in the area, and knocked out one of the attacking Soviet AFVs as early as 26 April.
On the night 26/27 April, seven tanks and 10 APCs from the Kampfgruppe of Panzer-Division “Feldherrnhalle 2” – at least two of which were Tiger B heavy tanks, including Feldwebel Knispel’s AFV with the turret number “132” – succeeded in halting the Soviet attack. Afterwards, at 0445 hours, they launched a counterthrust and in a mere 15 minutes they pushed back the elements of the 27th Guards Rifle Corps and the 27th Separate Guards Tank Brigade in a southeasterly direction.
Shortly after 0500 hours on 27 April, the Soviet AFVs, divided into two groups, set up defences on Hill 222. Six combat vehicles took up firing positions on the northeastern slopes of the hill in order to close the road running from Nová Ves towards Musov. Another 10 tanks and self-propelled guns established an ambush position on the southwestern slopes to cut off the eastward route of the Germans, who, in the meantime, succeeded to retake Pasohlávky.
By 1000 hours, the Soviets had parried three German counterthrusts in the area of Hill 222. In so doing, they managed to stop the Germans, who retreated, leaving six knocked out AFVs behind (according to the war diary of the 72nd Guards Rifle Division two of them burned out; however, in the war diary of the Soviet tankers, five of the knocked out German AFVs burnt out). According to their own report, the Soviet AFVs captured an APC, took 18 prisoners (mainly from Panzer-Division “Feldherrnhalle 2”) and killed 80 soldiers in combat. The 27th Separate Guards Tank Brigade lost two knocked out T-34/85 tanks (one of them burnt out) in the combat fought on the morning of 27 April.
The Tiger B heavy tanks reported, that they had knocked out a total of six Soviet AFVs during the fighting on 26-27 April. Five of these knockouts are also confirmed by the Soviet archival sources. At least two of these AFVs were knocked out by Knispel according to Franz Kurowski. These were the Feldwebel’s 167th and 168th confirmed tank kills, the latter being his last knockout.
This time, however, Feldwebel Knispel didn’t come through the fighting unscathed. According to a surviving crew member, a shell, fired from the gun of a Soviet T-34/85 tank from 3rd Tank Battalion of 27th Separate Guards Tank Brigade, impacted on the ground next to their Tiger B, and a shell fragment lodged itself in Knispel’s head. Contrary to what Franz Kurowski maintains, the heavy tank itself didn’t take a penetrating hit, and didn’t catch fire, either. The commander of the other tank, Feldwebel Skoda, instantly hurried to the seriously wounded tank commander’s rescue, but his Tiger B was also hit, and Feldwebel Skoda killed in action.
In our view, Knispel was wounded on 27 April 1945 in the pre-dawn hours or in the morning. The injury that proved lethal, was due to the fact that Knispel, ignoring safety precautions, fought with his turret hatch open and without wearing his helmet, his head poking out of the open hatch, in order to be able to orient himself in the darkness and facilitate communication with the Panzer-Grenadiere who were riding on his vehicle. Soviet archival data also confirms that the accompanying Panzer-Grenadiere were riding on the German AFVs that attacked from the direction of Nové Ves towards Hill 222 that night.
Feldwebel Knispel was promptly transported to a military hospital but he died, on 28 April 1945, of his head injury, in Vrbovec, Moravia. He was buried there in a mass grave (according to other sources he was interred in an individual grave) together with his identification tag.
The remains of the world’s most successful tanker ace were found and identified by his dog tag by Czech researchers in April 2013, after three years of research.
The mortal remains of Feldwebel Knispel were buried with full military honours in the Brno cemetery.
Dr. Norbert Számvéber
credit: PeKo Publishing
The September 6, 2016 Wendy's cruise-in at Chelsea, Michigan. This enjoyable car show takes place on the first and third Tuesday evenings June through September.
All of my classic car photos can be found here: Car Collections
Press "L" for a larger image on black.
Jardin des Plantes 26/09/2020 10h08
The end of September; the Autumn colors become visible very slowly.
Jardin des Plantes
The Jardin des Plantes is the main botanical garden in France. It is one of seven departments of the Muséum national d'histoire naturelle. It is situated in the 5ème arrondissement and covers 28 hectares.
Founded in 1626, the garden was not planted by Guy de La Brosse, Louis XIII's physician, until 1635 as a medicinal herb garden. It was originally known as the Jardin du Roi. In 1640 it opened to the public. After a period of decline, Jean-Baptiste Colbert took administrative control of the gardens. Dr. Guy-Crescent Fagon was appointed in 1693, and he surrounded himself with a team of brilliant botanists, including Joseph Pitton de Tournefort, Antoine de Jussieu, Antoine Laurent de Jussieu and his son Adrien-Henri.
[ Source & more: Wikipedia - Jardin des Plantes ]
Museumtreinstel 273 komt voorbij ter hoogte van Maasbracht.
Museumunit 273 is passing by nearby Maasbracht.
Halsbandparkiet - Psittacula krameri
september 2021
NL: De Halsbandparkiet (Psittacula krameri) is een exoot uit tropisch Afrika en Zuid-Azië, die ooit naar Europa is gehaald als volièrevogel. In de loop der jaren is een aantal van deze vogels ontsnapt of vrijgelaten. Zij bleken goed te aarden in West-Europa en konden zich vermenigvuldigen tot vele tienduizenden exemplaren.
(Bron: Wikipedia)
Eng:
The Rose-ringed Parakeet (Psittacula krameri), also known as the Ringnecked Parakeet, is a gregarious tropical parakeet species that is popular as a pet. Its scientific name commemorates the Austrian naturalist Wilhelm Heinrich Kramer.
This non-migrating species is one of few parrot species that have successfully adapted to living in 'disturbed habitats', and in that way withstood the onslaught of urbanisation and deforestation. In the wild, this is a noisy species with an unmistakable squawking call.
(Wikipedia)
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My Flickr stream photos best to see on Portfolio | Fluidr
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Westmaas - 2 september 2015
De molen staat in Mijnsheerenland, de foto is genomen vanuit Westmaas, vanaf een strandje aan de overkant van de Binnenmaas.
De molen werkt niet meer, maar er is 'goede hoop', dat hij ooit weer koren zal malen.
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The mill is in Mijnsheerenland, the picture is taken from Westmaas, from a small beach across the Binnenmaas.
The mill stopped working, but there is "good hope" that he once again will grind corn.
'The Good Hope' is also the name of this mill.
This was a nice mid September treat at our local public garden. This species has been in short supply this year in our province.
From Wikipedia, the free encyclopedia
History
United States
Name: Ticonderoga
Namesake: Battle of Ticonderoga (1775)
Builder: Newport News Shipbuilding
Laid down: 1 February 1943
Launched: 7 February 1944
Commissioned: 8 May 1944
Decommissioned: 9 January 1947
Recommissioned: 1 October 1954
Decommissioned: 1 September 1973
Renamed: PCU Hancock to PCU Ticonderoga 1 May 1943
Reclassified:
CV to CVA-14 on 1 October 1952
CVA to CVS-14 on 21 October 1969
Struck: 16 November 1973
Fate: Sold for scrap 15 August 1974
General characteristics
Class and type: Essex-class aircraft carrier
Displacement:
As built:
27,100 tons standard
Length:
As built:
888 feet (271 m) overall
Beam:
As built:
93 feet (28 m) waterline
Draft:
As built:
28 feet 7 inches (8.71 m) light
Propulsion:
As designed:
8 × boilers
4 × Westinghouse geared steam turbines
4 × shafts
150,000 shp (110 MW)
Speed: 33 knots (61 km/h)
Complement: 3448 officers and enlisted
Armament:
As built:
4 × twin 5 inch (127 mm)/38 caliber guns
4 × single 5 inch (127 mm)/38 caliber guns
8 × quadruple Bofors 40 mm guns
46 × single Oerlikon 20 mm cannons
Armor:
As built:
4 inch (100 mm) belt
2.5 inch (60 mm) hangar deck
1.5 inch (40 mm) protectice decks
1.5 inch (40 mm) conning tower
Aircraft carried:
As built:
90–100 aircraft
USS Ticonderoga (CV/CVA/CVS-14) was one of 24 Essex-class aircraft carriers built during World War II for the United States Navy. The ship was the fourth US Navy ship to bear the name, and was named after the capture of Fort Ticonderoga in the American Revolutionary War. Ticonderoga was commissioned in May 1944, and served in several campaigns in the Pacific Theater of Operations, earning five battle stars. Decommissioned shortly after the end of the war, she was modernized and recommissioned in the early 1950s as an attack carrier (CVA), and then eventually became an antisubmarine carrier (CVS). She was recommissioned too late to participate in the Korean War, but was very active in the Vietnam War, earning three Navy Unit Commendations, one Meritorious Unit Commendation, and 12 battle stars.
Ticonderoga differed somewhat from the earlier Essex-class ships in that she was 16 ft (4.9 m) longer to accommodate bow-mounted anti-aircraft guns. Most subsequent Essex-class carriers were completed to this "long-hull" design and according to Phillip St. John Ph.D. they were referred to as the Ticonderoga class.[1] At the end of her career, after a number of modifications, she was said to be in the Hancock class according to the Naval vessel register.[2]
Ticonderoga was decommissioned in 1973 and sold for scrap in 1975.
Construction and Commissioning
The ship was laid down as Hancock on 1 February 1943 at Newport News, Virginia, by the Newport News Shipbuilding & Dry Dock Co., renamed Ticonderoga on 1 May 1943, and launched on 7 February 1944, sponsored by Miss Stephanie Sarah Pell. She was commissioned at the Norfolk Navy Yard on 8 May 1944, Captain Dixie Kiefer in command.[3]
Service history
Ticonderoga remained at Norfolk for almost two months outfitting and embarking Air Group 80. On 26 June, the carrier shaped a course for the British West Indies. She conducted air operations and drills en route and reached Port of Spain, Trinidad, on 30 June. For the next 15 days, Ticonderoga trained intensively to weld her air group and crew into an efficient wartime team. She departed the West Indies on 16 July and headed back to Norfolk where she arrived on 22 July for post-shakedown repairs and alterations. On 30 August, the carrier headed for Panama. She transited the Panama Canal on 4 September and steamed up the coast to Naval Base San Diego the following day. On 13 September, the carrier moored at San Diego where she loaded provisions, fuel, aviation gas, and an additional 77 aircraft, as well as the Marine Corps aviation and defense units that went with them. On 19 September, she steamed for Hawaii where she arrived five days later.
Ticonderoga remained at Pearl Harbor for almost a month. She and Carina conducted experiments in the underway transfer of aviation bombs from cargo ship to aircraft carrier. Following those tests, she conducted air operations – day and night landing and antiaircraft defense drills – until 18 October, when she exited Pearl Harbor and headed for the western Pacific. After a brief stop at Eniwetok, Ticonderoga arrived at Ulithi in the Western Caroline Islands on 29 October. There she embarked Rear Admiral Arthur W. Radford, Commander, Carrier Division 6, and joined Task Force 38 (TF 38) as a unit of Rear Admiral Frederick C. Sherman's Task Group 38.3 (TG 38.3).[3]
World War II
Philippine campaign
The carrier sortied from Ulithi with TF 38 on 2 November 1944. She joined the other carriers as they resumed their extended air cover for the ground forces supporting the Battle of Leyte. She launched her first air strike on the morning of 5 November. The aircraft of her air group spent the next two days pummeling enemy shipping near Luzon and air installations on that island. Her aircraft bombed and strafed the airfields at Zablan, Mandaluyong, and Pasig. They also joined those of other carriers in sinking the heavy cruiser Nachi. In addition, Ticonderoga pilots claimed six Japanese aircraft shot down and one destroyed on the ground, as well as 23 others damaged.
Around 16:00 on 5 November, the enemy retaliated by sending up a group of kamikaze aircraft. Two of the suicide aircraft succeeded in slipping through the American combat air patrol and antiaircraft fire to crash into the aircraft carrier Lexington. Ticonderoga emerged from that airborne attack unscathed and claimed a tally of two splashes. On 6 November, the warship launched two fighter sweeps and two bombing strikes against the Luzon airfields and enemy shipping in the vicinity. Her airmen returned later that day claiming the destruction of 35 Japanese aircraft and attacks on six enemy ships in Manila Bay. After recovering her aircraft, the carrier retired to the east for a fueling rendezvous.
She refueled and received replacement aircraft on 7 November and then headed back to continue pounding enemy forces in the Philippines. Early on the morning of 11 November, her aircraft combined with others of TF 38 to attack a Japanese reinforcement convoy, just as it was preparing to enter Ormoc Bay from the Camotes Sea. Together, the aircraft accounted for all the enemy transports and four of the seven escorting destroyers. On 12–13 November, Ticonderoga and her sister ships launched strikes at Luzon airfields and docks and shipping around Manila. This raid tallied an impressive score: light cruiser Kiso, four destroyers, and seven merchant ships. At the conclusion of the raid, TF 38 retired eastward for a refueling breather. Ticonderoga and the rest of TG 38.3, however, continued east to Ulithi where they arrived on 17 November to replenish, refuel, and rearm.
On 22 November, the aircraft carrier departed Ulithi once more and steamed back toward the Philippines. Three days later, she launched air strikes on central Luzon and adjacent waters. Her pilots finished off the heavy cruiser Kumano, damaged in the Battle off Samar. Later, they attacked an enemy convoy about 15 miles (24 km) southwest of Kumano in Dasol Bay. Of this convoy, cruiser Yasoshima, a merchantman, and three landing ships went to the bottom. Ticonderoga's air group rounded out their day of destruction with an aerial rampage which cost the Japanese 15 aircraft shot down and 11 destroyed on the ground.
While her air group busily pounded the Japanese, Ticonderoga's company also made their presence felt. Just after noon, a torpedo launched by an enemy aircraft broached in the wake of the light aircraft carrier Langley, announcing the approach of an air raid. Ticonderoga's gunners raced to their battle stations as the raiders made both conventional and suicide attacks on the task group. Her sister ship Essex erupted in flames when one of the kamikazes crashed into her. When a second suicide aircraft tried to finish off the stricken carrier, Ticonderoga's gunners joined those firing from other ships in cutting his approach abruptly short. That afternoon, while damage control parties dressed Essex's wounds, Ticonderoga recovered the damaged carrier's homeless airmen as well as those pilots from Intrepid that were in similar straits. The following day, TF 38 retired to the east.
TF 38 stood out of Ulithi again on 11 December and headed for the Philippines. Ticonderoga arrived at the launch point early in the afternoon of 13 December and sent her aircraft aloft to blanket Japanese airbases on Luzon while Army aircraft attacked those in the central Philippines. For three days, Ticonderoga airmen and their comrades wreaked havoc with a storm of destruction on enemy airfields. She withdrew on 16 December with the rest of TF 38 in search of a fueling rendezvous. While attempting to find calmer waters in which to refuel, TF 38 steamed directly through a violent, but unheralded, typhoon. Though the storm cost Admiral William Halsey's force three destroyers and over 800 lives, Ticonderoga and the other carriers managed to ride it out with a minimum of damage. Having survived the battle, Ticonderoga returned to Ulithi on 24 December.
Repairs occasioned by the typhoon kept TF 38 in the anchorage almost until the end of the month. The carriers did not return to sea until 30 December 1944 when they steamed north to hit Formosa and Luzon in preparation for the landings on the latter island at Lingayen Gulf. Severe weather limited the Formosa strikes on 3–4 January 1945 and, in all likelihood, obviated the need for them. The warships fueled at sea on 5 January. Despite rough weather on 6 January, the strikes on Luzon airfields were carried out. That day, Ticonderoga's airmen and their colleagues of the other air groups increased their score by another 32 enemy aircraft. 7 January brought more strikes on Luzon installations. After a fueling rendezvous on 8 January, Ticonderoga sped north at night to get into position to blanket Japanese airfields in the Ryūkyūs during the Lingayen assault the following morning. However, foul weather, the bugaboo of TF 38 during the winter of 1944 and 1945, forced TG 38.3 to abandon the strikes on the Ryūkyū airfields and join TG 38.2 in pounding Formosa.[3]
South China Sea combat
During the night of 9–10 January, TF 38 steamed boldly through the Luzon Strait and then headed generally southwest, diagonally across the South China Sea. Ticonderoga provided combat air patrol coverage on 11 January and helped to bring down four enemy aircraft which attempted to snoop the formation. Otherwise, the carriers and their consorts proceeded unmolested to a point some 150 to 200 mi (240 to 320 km) off the coast of Indochina. There, on 12 January, they launched their approximately 850 aircraft and made a series of anti-shipping sweeps during which they sank an incredible 44 ships, totaling over 300,000 long tons (300,000 t).
After recovering aircraft in the late afternoon, the carriers moved off to the northeast. Heavy weather hindered fueling operations on the 13th–14th, and air searches failed to turn up any tempting targets. On 15 January, fighters swept Japanese airfields on the Chinese coast while the flattops headed for a position from which to strike Hong Kong. The following morning, they launched anti-shipping bombing raids and fighter sweeps of air installations. Weather prevented air operations on 17 January and again made fueling difficult. It worsened the next day and stopped replenishment operations altogether, so that they were not finally concluded until 19 January. The force then shaped a course generally northward to retransit Luzon Strait via Balintang Channel.[3]
Attacks on South Japanese islands
The three task groups of TF 38 completed their transit during the night of 20–21 January. The next morning, aided by favorable flight conditions, their aircraft hit airfields on Formosa, in the Pescadores, and at Sakishima Gunto. While it allowed American flight operations to continue through the day, it also allowed for Japanese kamikaze operations.
Ticonderoga listing after kamikaze attacks, 21 January 1945.
Just after noon, a single-engine Japanese aircraft scored a hit on Langley with a glide-bombing attack. Seconds later, a kamikaze swooped out of the clouds and plunged toward Ticonderoga. The aircraft crashed through the ship's flight deck abreast of the No. 2 5 in (130 mm) mount, and its bomb exploded just above her hangar deck. Several aircraft stowed nearby erupted into flames. Death and destruction abounded, but the ship's company fought valiantly to save the threatened carrier. Captain Kiefer conned his ship smartly. First, he changed course to keep the wind from fanning the blaze. Then, he ordered magazines and other compartments flooded to prevent further explosions and to correct a 10° starboard list. Finally, he instructed the damage control party to continue flooding compartments on Ticonderoga's port side. That operation induced a 10° port list which neatly dumped the fire overboard. Firefighters and aircraft handlers completed the job by dousing the flames and jettisoning burning aircraft.
The other kamikaze then pounced on the carrier. Her antiaircraft gunners struck back with ferocity and quickly shot three down into the sea. A fourth aircraft slipped through her barrage and smashed into the carrier's starboard side near the island. His bomb set more aircraft on fire, riddled her flight deck, and injured or killed another 100 sailors, with Captain Kiefer one of the wounded. Yet Ticonderoga's crew refused to submit. Spared further attacks, they brought her fires completely under control not long after 1400; and Ticonderoga retired.[3]
Repair and relaunch
The stricken carrier arrived at Ulithi on 24 January but remained there only long enough to move her wounded to hospital ship Samaritan, to transfer her air group to Hancock, and to embark passengers bound for home. Ticonderoga cleared the lagoon on 28 January and headed for the U.S. The warship stopped briefly at Pearl Harbor en route to the Puget Sound Navy Yard where she arrived on 15 February. Captain William Sinton assumed command in February 1945.
Her repairs were completed on 20 April, and she cleared Puget Sound the following day for the Alameda Naval Air Station, Alameda, California. After embarking passengers and aircraft bound for Hawaii, the carrier headed for Pearl Harbor where she arrived on 1 May. The next day, Air Group 87 came on board and, for the next week, trained in preparation for the carrier's return to combat. Ticonderoga stood out of Pearl Harbor and shaped a course for the western Pacific. En route to Ulithi, she launched her aircraft for what amounted to training strikes on Japanese-held Taroa in the Marshalls. On 22 May, the warship arrived in Ulithi and rejoined the Fast Carrier Task Force as an element of Rear Admiral Radford's TG 58.4.[3]
Preparing for the Japan campaign
Two days after her arrival, Ticonderoga sortied from Ulithi with TF 58 and headed north to spend the last weeks of the war in Japanese home waters. Three days out, Admiral Halsey relieved Admiral Raymond Spruance, the 5th Fleet reverted to 3rd Fleet, and TF 58 became TF 38 again for the duration. On 2–3 June, Ticonderoga fighters struck at airfields on Kyūshū in an effort to neutralize the remnants of Japanese air power – particularly the kamikaze – and to relieve the pressure on American forces at Okinawa. During the following two days, Ticonderoga rode out her second typhoon in less than six months and emerged relatively unscathed. She provided combat air patrol cover for 6 June refueling rendezvous, and four of her fighters intercepted and destroyed three Okinawa-bound kamikazes. That evening, she steamed off at high speed with TG 38.4 to conduct a fighter sweep of airfields on southern Kyūshū on 8 June. Ticonderoga's aircraft then joined in the aerial bombardment of Minami Daito and Kita Daito islands before the carrier headed for Leyte where she arrived on the 13th.
During the two-week rest and replenishment period she enjoyed at Leyte, Ticonderoga changed task organizations from TG 38.4 to Rear Admiral Gerald F. Bogan's TG 38.3. On 1 July, under the flag of Rear Admiral Clifton Sprague, she departed Leyte with TF 38 and headed north to resume raids on Japan. Two days later, a damaged reduction gear forced her into Apra Harbor, Guam, for repairs. She remained there until the 19th when she steamed off to rejoin TF 38. On the 24th, her aircraft joined those of other fast carriers in striking ships in the Inland Sea and airfields at Nagoya, Osaka, and Miko.
During those raids, TF 38 aircraft found the sad remnants of the once-mighty Japanese Fleet and bagged battleships Ise, Hyūga, and Haruna as well as an escort carrier, Kaiyō, and two heavy cruisers. On 28 July, her aircraft directed their efforts toward the Kure Naval Base, where they pounded an aircraft carrier, three cruisers, a destroyer, and a submarine. She shifted her attention to the industrial area of central Honshū on 30 July, then to northern Honshū and Hokkaidō on 9–10 August. The latter attacks thoroughly destroyed the marshaling area for a planned airborne suicide raid on the B-29 bases in the Marianas. On 13–14 August, her aircraft returned to the Tokyo area and helped to subject the Japanese capital to another severe drubbing.
On the morning of 16 August, Ticonderoga launched another strike against Tokyo. During or just after that attack, word reached TF 38 to the effect that Japan had capitulated.
The shock of peace, though not so abrupt as that of war almost four years previously, took some getting used to. Ticonderoga and her sister ships remained on a full war footing. She continued patrols over Japanese territory and sent reconnaissance flights in search of camps containing Allied prisoners of war so that air-dropped supplies could be rushed to them. On 6 September – four days after the formal surrender ceremony aboard Missouri – Ticonderoga entered Tokyo Bay.[3]
Post-war
Her arrival at Tokyo ended one phase of her career and began another. She embarked homeward-bound passengers and put to sea again on 20 September. After a stop in Pearl Harbor, the carrier reached Alameda, on 5 October. She disembarked her passengers and unloaded cargo before heading out on 9 October to pick up another group of veterans. Ticonderoga delivered over a thousand soldiers and sailors to Tacoma, Washington, and remained there through 28 October for the Navy Day celebration. On 29 October, the carrier departed Tacoma and headed back to Alameda. En route, all of the aircraft of Air Group 87 were transferred ashore so that the carrier could be altered to accommodate additional passengers in the Operation Magic Carpet voyages to follow.
Following the completion of those modifications at the Pearl Harbor Naval Shipyard in November, she headed for the Philippines and arrived at Samar on 20 November. She returned to Alameda on 6 December and debarked almost 4,000 returning servicemen. The carrier made one more Magic Carpet run in December 1945 and January 1946 before entering the Puget Sound Naval Shipyard to prepare for inactivation. Almost a year later on 9 January 1947, Ticonderoga was placed out of commission and berthed with the Bremerton Group of the Pacific Reserve Fleet.[3]
Redeployment in the Pacific
On 31 January 1952, Ticonderoga came out of reserve and went into reduced commission for the transit from Bremerton to New York. She departed Puget Sound on 27 February and reached New York on 1 April. Three days later, she was decommissioned at the New York Naval Shipyard to begin the extensive SCB-27C conversion. During the ensuing 29 months, the carrier received numerous modifications – steam catapults to launch jets, a new nylon barricade, a new deck-edge elevator and the latest electronic and fire control equipment – necessary for her to become an integral unit of the fleet. On 11 September 1954, Ticonderoga was recommissioned at New York, Captain William A. "Bill" Schoech in command.
Ticonderoga following her SCB-27C conversion, circa 1954.
In January 1955, the carrier shifted to her new home port – Naval Station Norfolk, Norfolk, Virginia – where she arrived on the 6th. Over the next month, she conducted carrier qualifications with Air Group 6 in the Virginia Capes operating area. On 3 February, she stood out of Hampton Roads for shakedown near Cuba, after which she returned via Norfolk to New York for additional alterations. During the late summer, the warship resumed carrier qualifications in the Virginia Capes area.
She visited Philadelphia over Labor Day weekend to participate in the International Air Show. To demonstrate the power of her new steam catapults, on three consecutive days she launched North American AJ-1 Savages while standing at anchor in the Delaware River. Ticonderoga next participated in tests of four new aircraft – the A4D-1 Skyhawk, F4D-1 Skyray, F7U Cutlass, and F3H-2N Demon.[4] Ticonderoga then returned to normal operations along the East Coast until 4 November when she departed Naval Station Mayport, Florida, and headed for Europe. She relieved Intrepid at Gibraltar 10 days later and cruised the length of the Mediterranean during the following eight months. On 2 August 1956, Ticonderoga returned to Norfolk and entered the shipyard to receive an angled flight deck and an enclosed hurricane bow as part of the SCB-125 program.
Those modifications were completed by early 1957, and in April she got underway for her new home port – Alameda, California. She reached her destination on 30 May, underwent repairs, and finished out the summer with operations off the California coast. On 16 September, she stood out of San Francisco Bay and shaped course for the Far East. En route, she stopped at Pearl Harbor before continuing west to Yokosuka Japan, where she arrived on 15 October. For six months, Ticonderoga cruised the waters from Japan in the north to the Philippines in the south. Upon arriving at Alameda on 25 April 1958, she completed her first deployment to the western Pacific since recommissioning.[3]
Vietnam
Pre-conflict operations
From 1958–1963, Ticonderoga made four more peacetime deployments to the western Pacific. During each, she conducted training operations with other units of the 7th Fleet and made goodwill and liberty port calls throughout the Far East. Early in 1964, she began preparations for her sixth cruise to the western Pacific and, following exercises off the west coast and in the Hawaiian Islands, the carrier cleared Pearl Harbor on 4 May for what began as another peaceful tour of duty in the Far East. The first three months of that deployment brought normal operations—training and port calls.
Initial actions
Main article: Gulf of Tonkin incident
On 2 August, while operating in international waters in the Gulf of Tonkin, the destroyer Maddox reported being attacked by units of the (North) Vietnam People's Navy. Within minutes of her receipt of the message, Ticonderoga dispatched four, rocket-armed F8E Crusaders to the destroyer's assistance. Upon arrival, the Crusaders launched Zuni rockets and strafed the North Vietnamese craft with their 20 mm (0.79 in) cannon. After the efforts of Ticonderoga and Maddox, one boat was left dead in the water and the other two damaged.
Two days later, late in the evening of 4 August, Ticonderoga received urgent requests from the destroyer Turner Joy — by then on patrol with Maddox — for air support in resisting what the destroyer alleged to be another torpedo boat foray. The carrier again launched aircraft to aid the American surface ships, and Turner Joy directed them. The Navy surface and air team believed it had sunk two boats and damaged another pair.
President Lyndon Johnson responded with a reprisal to what he felt at the time to be two unprovoked attacks on American seapower and ordered retaliatory air strikes on selected North Vietnamese motor torpedo boat bases. On 5 August, Ticonderoga and Constellation launched 60 sorties against four bases and their supporting oil storage facilities. The USN attacks reportedly resulted in the destruction of 25 PT-type boats, severe damage to the bases, and almost complete razing of the oil storage depot. For her quick reaction and successful combat actions on those three occasions, Ticonderoga received the Navy Unit Commendation.[3]
Stand-down
After a return visit to Japan in September, the aircraft carrier resumed normal operations in the South China Sea until winding up the deployment late in the year. She returned to the Naval Air Station North Island, California, on 15 December 1964. Following post-deployment and holiday stand-down, Ticonderoga moved to the Hunter's Point Naval Shipyard on 27 January 1965 to begin a five-month overhaul. She completed repairs in June and spent the summer operating along the coast of southern California. On 28 September, the aircraft carrier put to sea for another deployment to the Orient. She spent some time in the Hawaiian Islands for an operational readiness exercise then continued on to the Far East. She reached "Dixie Station" on 5 November and immediately began combat air operations.
1965–66 deployment
Manatee refuels Ticonderoga on 15 July 1965. U.S. Navy photo.
Ticonderoga's winter deployment of 1965 and 1966 was her first total combat tour of duty during American involvement in the Vietnam War. During her six months in the Far East, the carrier spent a total of 116 days in air operations off the coast of Vietnam dividing her time almost evenly between "Dixie" and "Yankee Stations", the carrier operating areas off South and North Vietnam, respectively. Her air group delivered over 8,000 short tons (7,300 t) of ordnance in more than 10,000 combat sorties, with a loss of 16 aircraft, but only five pilots. For the most part, her aircraft hit enemy installations in North Vietnam and interdicted supply routes into South Vietnam, including river-borne and coastwise junk and sampan traffic as well as roads, bridges, and trucks on land. Specifically, they claimed the destruction of 35 bridges as well as numerous warehouses, barracks, trucks, boats, and railroad cars and severe damage to a major North Vietnamese thermal power plant located at Uong Bi north of Haiphong. After a stop at Yokosuka, Japan, from 25 April-3 May 1966, the warship put to sea to return to the United States. On 13 May, she pulled into port at San Diego to end the deployment.[3]
On 5 December 1965, a Douglas A-4 Skyhawk was lost overboard while the aircraft carrier was 80 miles (130 km) from one of the Ryukyu Islands, Okinawa.[5] The aircraft was being rolled from a hangar bay onto an elevator. The aircraft had mounted on it a B43 nuclear bomb. The pilot, Lieutenant JG Douglas Webster, the A-4E Skyhawk, BuNo 151022, of Attack Squadron VA-56 Champions, and the nuclear weapon were all lost.[6] No public mention was made of the incident at the time and it would not come to light until a 1981 United States Department of Defense report revealed that a one-megaton bomb had been lost.[7] Japan then asked for details of the incident.[8]
1966–67, 1967–68 deployments
Following repairs she stood out of San Diego on 9 July to begin a normal round of West Coast training operations. Those and similar evolutions continued until 15 October, when Ticonderoga departed San Diego, bound via Hawaii for the western Pacific. The carrier reached Yokosuka, Japan, on 30 October and remained there until 5 November when she headed south for an overnight stop at U.S. Naval Base Subic Bay, Subic Bay in the Philippines on 10–11 November. On 13 November, Ticonderoga arrived in the Gulf of Tonkin and began the first of three combat tours during her 1966–1967 deployment. She launched 11,650 combat sorties, all against enemy targets located in North Vietnam. Again, her primary targets were logistics and communications lines and transportation facilities. For her contribution and that of Air Wing Nineteen to Operation Rolling Thunder, Ticonderoga was awarded her second Navy Unit Commendation.[3]
refer
Aircraft of Attack Carrier Air Wing Nineteen (CVW-19) near the time described in the article - this photo is from 1971 when Air Wing Nineteen had moved to USS Oriskany.
She completed her final line period on 27 April 1967 and returned to Yokosuka, from which she departed again on 19 May to return to the United States. Ten days later, the carrier entered San Diego and began a month-long, post-deployment stand-down. At the beginning of July, she shifted to Bremerton, Washington, where she entered the Puget Sound for two months of repairs. Upon the completion of yard work, she departed Bremerton on 6 September and steamed south to training operations off the coast of southern California.
On 28 December 1967, Ticonderoga sailed for her fourth combat deployment to the waters off the Indochinese coast and arrived on Yankee Station in January 1968. Ticonderoga was on Yankee Station for the beginning of the 1968 Tet Offensive. Nearly coincidental with the Tet Offensive, the siege of Khe Sanh began and Pueblo, an American spy ship, was seized by the North Koreans and taken to Wonsan harbor. The aircraft carrier Ranger was immediately deployed to the coast of North Korea. Approximately a week later, Ranger was relieved off Korea by Ticonderoga and returned to Yankee Station. Enterprise joined Ticonderoga and strikes were planned against seven MiG airfields with approximately 200 MiGS. These strikes were never executed and Ticonderoga returned to Yankee Station to resume her role in the Tet Offensive.[citation needed] Between January 1968 and July 1968, Ticonderoga was on the line off the coast of Vietnam for five separate periods totaling 120 days of combat duty. During that time, her air wing flew just over 13,000 combat sorties against North Vietnamese and Viet Cong forces, most frequently in the continuing attempts to interdict the enemy lines of supply. Between line periods, she regularly returned to Subic Bay and Naval Air Station Cubi Point for rest and replenishment. She also made port visits at Singapore and Hong Kong. On 9 July, during her fifth line period, LCDR John B. Nichols claimed Ticonderoga's first MiG kill. The carrier completed that line period and entered Subic Bay for upkeep on 25 July. Ticonderoga then proceeded for her homeport in Naval Air Station North Island, Coronado, California arriving on 17 August 1968 after a one-day delay in the fog off San Diego in the San Clemente Channel. Shortly thereafter, Ticonderoga moved to the Long Beach Naval Shipyard for repairs and certain conversions to handle the A-7 Corsair attack jet and to prepare for her fifth combat cruise in February 1969.[3]
Final deployments
The crew of Ticonderoga man the rail as the ship passes through the Sunda Strait in April 1971.
During the first month of 1969, Ticonderoga made preparations for her fifth consecutive combat deployment to the Southeast Asia area. On 1 February, she cleared San Diego and headed west. After a brief stop at Pearl Harbor a week later, she continued her voyage to Yokosuka where she arrived on the 20th. The carrier departed Yokosuka on 28 February for the coast of Vietnam where she arrived on 4 March. Over the next four months, Ticonderoga served four periods on the line off Vietnam, interdicting Communist supply lines and making strikes against their positions.
During her second line period, however, her tour of duty off Vietnam came to an abrupt end on 16 April when she was shifted north to the Sea of Japan. North Korean aircraft had shot down a Navy reconnaissance aircraft in the area, and Ticonderoga was called upon to beef up the forces assigned to the vicinity. However, the crisis abated, and Ticonderoga entered Subic Bay on 27 April for upkeep. On 8 May, she departed the Philippines to return to "Yankee Station" and resumed interdiction operations. Between her third and fourth line periods, the carrier visited Sasebo and Hong Kong.
The aircraft carrier took station off Vietnam for her last line period of the deployment on 26 June and there followed 37 more days of highly successful air sorties against enemy targets. Following that tour, she joined TF 71 in the Sea of Japan for the remainder of the deployment. Ticonderoga concluded the deployment—a highly successful one, for she received her third Navy Unit Commendation for her operations during that tour of duty—when she left Subic Bay on 4 September.[3]
Post-Vietnam service
Apollo 17 recovery operations
Ticonderoga arrived in San Diego on 18 September. After almost a month of post-deployment stand-down, she moved to the Long Beach Naval Shipyard in mid-October to begin conversion to an antisubmarine warfare (ASW) aircraft carrier. Overhaul and conversion work began on 20 October, and Ticonderoga was redesignated CVS-14 the next day. She completed overhaul and conversion on 28 May 1970 and conducted exercises out of Long Beach for most of June. On 26 June, the new ASW support carrier entered her new home port, San Diego. In July–August, she conducted refresher training, refresher air operations, and carrier landing qualifications. She operated off the California coast for the remainder of the year and participated in two naval exercises-HUKASWEX 4–70 late in October and COMPUTEX 23–70 between 30 November and 3 December.
During the remainder of her active career, Ticonderoga made two more deployments to the Far East. Because of her change in mission, neither tour of duty included combat operations off Vietnam. Both, however, included training exercises in the Sea of Japan with ships of the Japanese Maritime Self Defense Force. The first of these two cruises also brought operations in the Indian Ocean with units of the Thai Navy and a transit of Sunda Strait during which a ceremony was held to commemorate the loss of the cruisers Houston and HMAS Perth in 1942.
Ticonderoga off the coast of California in 1972 at the start of her final WESTPAC cruise
In between these two last deployments, she operated in the eastern Pacific and participated in the recovery of the Apollo 16 moon mission capsule and astronauts near American Samoa during April 1972. The second deployment came in the summer of 1972, and, in addition to the training exercises in the Sea of Japan, Ticonderoga also joined ASW training operations in the South China Sea. That fall, she returned to the eastern Pacific and, in November practiced for the recovery of Apollo 17. The next month, Ticonderoga recovered her second set of space voyagers near American Samoa. The carrier then headed back to San Diego where she arrived on 28 December. On 22 June 1973, Ticonderoga recovered the Skylab 2 astronauts near San Diego.
Ticonderoga remained active for nine more months, first operating out of San Diego and then making preparations for inactivation. On 1 September 1973, the aircraft carrier was decommissioned after a board of inspection and survey found her to be unfit for further naval service. Her name was struck from the Navy list on 16 November 1973, and arrangements were begun to sell her for scrap. She was sold for scrap 1 September 1975.[3]
Explore #385, September 11, 2008
for those of you who don't like creepy-crawly bugs, here's a nice non-threatening butterfly. =)
I found this guy sitting on a screen door, probing the screen with his proboscis. Maybe he was perfectly happy and knew what he was doing... but frankly, i wanted to take his picture and didn't think a screen door would make the best of backgrounds. So I gently stuck my fingers under his feet, and picked him up, whereupon he began probing my fingers. I carried him over to a Tithonia bloom and set him down on it, and he instantly began feeding on the flower. Had to taste better than that screen door...
Gulf fritillary, btw.
(September 17, 2009) — Sixty ordnance treasures made the 200-mile trip down treacherous Interstate 95 to Fort Lee, Va., during Phase 1 of the Ordnance Museum relocation Aug. 3 to 7. Powering the historical move were drivers from the Meadow Lark Transportation Company and crane operators and riggers from A&A Transfer Inc. out of Virginia. Read more...
NASA image acquired September 24, 2012
City lights at night are a fairly reliable indicator of where people live. But this isn’t always the case, and the Korean Peninsula shows why. As of July 2012, South Korea’s population was estimated at roughly 49 million people, and North Korea’s population was estimated at about half that number. But where South Korea is gleaming with city lights, North Korea has hardly any lights at all—just a faint glimmer around Pyongyang.
On September 24, 2012, the Visible Infrared Imaging Radiometer Suite (VIIRS) on the Suomi NPP satellite captured this nighttime view of the Korean Peninsula. This imagery is from the VIIRS “day-night band,” which detects light in a range of wavelengths from green to near-infrared and uses filtering techniques to observe signals such as gas flares, auroras, wildfires, city lights, and reflected moonlight.
The wide-area image shows the Korean Peninsula, parts of China and Japan, the Yellow Sea, and the Sea of Japan. The white inset box encloses an area showing ship lights in the Yellow Sea. Many of the ships form a line, as if assembling along a watery border.
Following the 1953 armistice ending the Korean War, per-capita income in South Korea rose to about 17 times the per-capital income level of North Korea, according to the U.S. Central Intelligence Agency. Worldwide, South Korea ranks 12th in electricity production, and 10th in electricity consumption, per 2011 estimates. North Korea ranks 71st in electricity production, and 73rd in electricity consumption, per 2009 estimates.
NASA Earth Observatory image by Jesse Allen and Robert Simmon, using VIIRS Day-Night Band data from the Suomi National Polar-orbiting Partnership. Suomi NPP is the result of a partnership between NASA, the National Oceanic and Atmospheric Administration, and the Department of Defense. Caption by Michon Scott.
Instrument: Suomi NPP - VIIRS
Credit: NASA Earth Observatory
Click here to view all of the Earth at Night 2012 images
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NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission.
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