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This photo was taken Dec 28th, 2011 at Okangan Falls BC. That is Skaha Lake in the foreground. Shot with a Nikon D300 10-24mm lens @ 10mm (5 exposures) and processed in Photomatix Pro. It was then converted using the plug in Topaz Simplify 3.
A composition I did that I later passed through various filters like oil paint and topaz simplify.
Sadly on the second one the grainy effect on the lens that I really liked is lost.
Grumble grumble, something something not videogames
This was actually drops from my kitchen sink (very boring) but rather than toss the shot, played around in Photoshop and came up with this.
Several years ago, I sold my 4-bedroom house and moved to a small condo in the city. I made some hard decisions about what to keep and what to shed. Simplifying my life so drastically was exhilarating. But, like kudzu, the "stuff I think I need" has been slowly creeping back in and choking me. Time to defoliate again :)
For threesixtyfive, FGR challenge, "Uncluttered", and also The Rogue Players theme DoF
Wearing the ICG Simplified paint scheme, PS 4750 # 765445 is southbound on CN's ex IC main line in Homewood, IL.
painting art with topaz simplify @ the pacifica pier.
5xp HDR, topaz adjust to give the punch and topaz simplify for the painting conversion.
I took this with my Blackberry.
Used Topaz DeNoise, Detail and Simplfy to create this final product. It turned out far better than I expected.
ROMA ARCHEOLOGICA & RESTAURO ARCHITETTURA: 'Roma - Una bellissima passeggiata nel Foro Romano, ricostruito in 3D.': Prof. Arch. Gilbert J. Gorski & Prof. James E. Packer, 'The Roman Forum: A Reconstruction and Architectural Guide', Cambridge University Press (2015 [Forthcoming]), pp. 1-474; 60 b/w illus. 247 colour illus. Foto: Cambridge University Press (05|2015).
"...Thus, while millions of casual tourists visit the site [of the Roman Forum] each year, most carry away only vague ideas of how the shattered ruins before them actually appeared in antiquity; and relevant literature in English usually provides little more." (...) "Since our new, restored model of the Forum is three dimensional, we were able to document the site in a realistic manner." (...) "With these digital materials and our texts, we anticipate that future visitors to the Forum will find the site more comprehensible – and, we hope, far more rewarding – than has ever previously been the case."
-- Prof. Arch. Gilbert J. Gorski & Prof. James E. Packer [2012-13] in: PREFACE, xv & xviii, Prof. Arch. Gilbert J. Gorski & Prof. James E. Packer, 'The Roman Forum: A Reconstruction and Architectural Guide', Cambridge University Press (2015 [Forthcoming]), pp. 1-474; 60 b/w illus. 247 colour illus.
The Roman Forum was in many ways the heart of the Roman Empire. Today, the Forum exists in a fragmentary state, having been destroyed and plundered by barbarians, aristocrats, citizens and priests over the past two millennia. Enough remains, however, for archaeologists to reconstruct its spectacular buildings and monuments. This richly illustrated volume provides an architectural history of the central section of the Roman Forum during the Empire (31 BCE–476 CE), from the Temple of Julius Caesar to the monuments on the slope of the Capitoline hill. Bringing together state-of-the-art technology in architectural illustration and the expertise of a prominent Roman archaeologist, this book offers a unique reconstruction of the Forum, providing architectural history, a summary of each building's excavation and research, scaled digital plans, elevations, and reconstructed aerial images that not only shed light on the Forum's history but vividly bring it to life. With this book, scholars, students, architects and artists will be able to visualize for the first time since antiquity the character, design and appearance of the famous heart of ancient Rome.
- With over 300 illustrations, the majority of them in color, this is the most complete and visually striking treatment of the Forum to date.
- Authored by an expert team of illustrator and Roman archaeologist.
- The reconstructions of every monument in the Forum constitute the handsomest, most complete, most attractive series of Forum images ever done.
Table of Contents
Part I. Architecture in the Roman Forum during the Empire: A Brief History:
1. The Augustan Reconstruction
2. From the Tiberius to Phocas (14–608 CE)
Part II. The Monuments:
3. The Temple of Antoninus and Faustina
4. The Temple of Caesar (Aedes divi Iuli)
5. The Basilica Aemilia
6. The Curia
7. The Arch of Septimius Severus
8. The West Rostra
9. The Temple of Concord
10. The Temple of Vespasian
11. The Tabularium
12. Portico of the Dei Consentes
13. The Temple of Saturn
14. The Basilica Julia
15. The Arch of Tiberius
16. The Schola Xanthi
17. The Diocletianic Honorary Columns
18. The Temple of Castor and Pollux
19. The Parthian Arch of Augustus
20. The Temple of Vesta
Part III. Conclusions.
Look Inside
- Index (PDF = 159 KB)
- Marketing Excerpt (PDF = 16615 KB)
- Copyright Information Page (PDF = 136 KB)
- Front Matter (PDF = 30244 KB)
- Table of Contents (PDF = 144 KB)
Authors
Gilbert J. Gorski, University of Notre Dame, Indiana -
Gilbert J. Gorski is a licensed architect and the project designer for numerous buildings including the World Headquarters for the McDonald's Corporation in Oak Brook, IL, and the Oceanarium, a major addition to the John G. Shedd Aquarium in Chicago. In 1987 he was designated the Burnham Fellow by the Chicago Architectural Club and was awarded an associate fellowship to the American Academy in Rome. Since 1989 Gorski has headed his own firm specializing in design and illustration. His drawings and paintings have been included in numerous publications and exhibits on architecture and illustration. He was twice awarded the Hugh Ferriss Memorial Prize, the nation's highest singular honor in architectural illustration, by the American Society of Architectural Illustrators. He is also the recipient of an Institute Honor for Collaborative Achievement, awarded by the American Institute of Architects. He presently is an associate professor at the University of Notre Dame and holds the James A. and Louise F. Nolen Chair in Architecture.
James E. Packer, Northwestern University, Illinois -
James E. Packer is Emeritus Professor of Classics at Northwestern University. He is the author of the three-volume The Forum of Trajan in Rome (1997); of numerous articles in journals, including the American Journal of Archaeology, the Journal of Roman Archaeology, the Bullettino della Commissione Archeologica Comunale di Roma, the Maryland Historian, Natural History, Croniche Pompeiane, Technology and Culture, Curator, Inland Architect, Archeo, and Archaeology; and of articles in collections, including the Lexicon Topographicum Urbis Romae (1993–2000). He is the recipient of many grants, including those from the Samuel H. Kress Foundation, the Getty Grant Program, the National Endowment for the Humanities, and the Andrew W. Mellon Foundation. He has excavated at Pompeii, in the Forum of Trajan (Rome), and in the Theater of Pompey (Rome). 'The Forum of Trajan' exhibition at the opening of the new Getty Museum in Los Angeles (1997) was based on Packer's work.
FOTO | TEXT | FONTE | SOURCE:
- Prof. Arch. Gilbert J. Gorski & Prof. James E. Packer, 'The Roman Forum: A Reconstruction and Architectural Guide', Cambridge University Press (2015 [Forthcoming]), pp. 1-474; 60 b/w illus. 247 colour illus.
www.cambridge.org/je/academic/subjects/archaeology/classi...
________________________________________________
s.v.,
-- ROMA ARCHEOLOGICA & RESTAURO ARCHITETTURA: “Un marmo sopra l’altro così rialzeremo le colonne del Foro di Traiano”, LA REPUBBLICA (15|04|2015). The Forum of Trajan, comments by prof. James E. Packer | FACEBOOK (15|04|2015).
________
“…Imperial Rome appears to be a golden, semi-mythical city filled with splendid monuments whose ruins still regularly attract hordes of annual visitors. Yet these tourists see only battered walls,fragmentary pavements, broken columns and piles of marble fragments mutely recalling past grandeur but giving little reliable information on the layout and visual or propagandistic effects of the originally elaborately decorated buildings. (…) Consequently, most visitors to Roman sites still rely either on simplified guide books or on ‘local’ professional guides who may or may not give their audience accurate (if limited and strictly verbal) information about the sites visited.”
Prof. James E. Packer, Digitalizing Roman Imperial architecture in the early 21st century: purposes, data, failures and prospects. JRAS 61 (2006), pg. 309 & 312 [of pages 309-320].
…His [Prof. Packer’s] interest in the monument [of the Forum of Trajan] was sparked in 1972,[1] while he was preparing to guide some Northwestern University [Illinois, USA] alumni on a tour of Rome, little had been published about the forum, he found. This did not surprise him. He had just finished his dissertation of the archaeological records of Ostia, the ancient port of Rome, and “it was extraordinary how much little had been done on Ostia,” [2] he says. “So it was not surprising that the same situation existed in Rome.” In fact, all of the Imperial Forums were “kind of forgotten” – collapsed, buried and hard to get into, he says.’ In a sense, Dr. Packer’s had been preparing for much of his life to play a role in the uncovering a key part of Roman history. “Ever since I was a child, I have been fascinated by Roman buildings,” he says. “I wanted to have something to do with them, but for a long time I wasn’t sure what.” As a boy, he made three-dimensional models of such buildings as the Forum of Pompeii, the Pantheon at Ostia, and the Round Temple of Baalbek in Lebanon. Growing up in Williamsburg, Virginia he was impressed by the town’s architecture. “My mother said, ‘if you like neo-classical architecture, wait until you see the real thing.’” Certainly the Forum of Trajan bore her out.’[2] & [4].
Notes: 1,2,3, & 4 in, see: ROMA ARCHEOLOGICA & RESTAURO ARCHITETTURA: Prof. James. E. Packer, (ed. it.), Il Foro di Traiano a Roma. Breve studio dei monumenti (Roma 2001). “[Prof. Packer] Passeggiata virtuale nel Foro Romano [e Traiano],” LA STAMPA (02|01|1998), p. 17.
wp.me/pPRv6-2Ut & www.flickr.com/photos/imperial_fora_of_rome/5189852726/
— ROME ARCHAEOLOGY & RESTAURO ARCHITETTURA: THE ROMAN FORUM – Prof. James E. Packer & Prof. Arch. Gilbert J. Gorski, “The Roman Forum: A Reconstruction and Architectural Guide,” Cambridge University Press (forthcoming [2014]), Pp. 550. Foto: Prof. James E. Packer, scholars and students visiting the Forum of Trajan in Oct. 2013.
— ROMA ARCHEOLOGIA e RESTAURO ARCHITETTURA: Prof. James E. Packer, Il Foro di Traiano. Breve studio dei monumenti | Prof. Packer, una lezione affascinante in inglese sul Foro di Traiano Roma (10|2013). [ENGLISH] VIDEO YOUTUBE [1:00:13].
— ROMA ARCHEOLOGIA & RESTAURO ARCHITETTURA: Prof. James Packer,”Digitizing Imperial Rome: A computerized Approach to the Architectural History of the Roman Imperial Forum.” James Packer, Professor Emeritus Northwestern University (2010).
— ROMA ARCHEOLOGICA & RESTAURO ARCHITETTURA: PROF. ANDREA CARANDINI, “IMAGO URBIS – Lazio , Roma e Suburbio,” LA SAPIENZA UNIVERSITA` DI ROMA | Arcus S.p.a | SSBAR (2015). Review of “ATLANTE DI ROMA ANTICA, Vol. I & II (2013),” by: T. P. Wiseman & J. E. Packer (2013).
— ROMA ARCHEOLOGICA & RESTAURO ARCHITETTURA: Roma – I Fori Imperiali (1995-2008). The Forum of Trajan. Excavations & Related Studies (1998-2008). Prof. James. E. Packer, (ed. it.), Il Foro di Traiano a Roma. Breve studio dei monumenti (Roma 2001). [04|2008].
www.flickr.com/photos/imperial_fora_of_rome/2517676103/
— ROMA ARCHEOLOGIA e RESTUARO ARCHITETTURA: James E. Packer, Report from Rome: The Imperial Fora, a Retrospective [Relazione da Roma: I Fori Imperiali, una Retrospettiva]. AJA 101, April 1997, [PDF] 307-330. *
______
Note: A very special thank you to both Prof. James E. Packer and Prof. Arch. Kevin Sarring, they were kind enough to meet with me here in Washington DC in late October 2009, prof. Packer more then generously shared with me the outline of his preliminary work for the current book: ‘The Roman Forum: A Reconstruction and Architectural Guide (2015); M. G. Conde [05|2015]
______
Gx1 simplify topaz
For a detailed review and for more examples, go to the blog of Mr Tyson Robichaud
tysonrobichaudphotography.wordpress.com/2014/02/20/topaz-...
One of the earliest customers for the Boeing 787; China Southern was the first out of the 3 major Chinese carriers to operate the type after taking delivery for the wide-body aircraft from mid-2013 being the smaller Boeing 787-8 of which 10 were delivered up until mid-2014. The carrier have also taken on a much larger fleet of Boeing 787-9s with 18 in service with 2 more examples on-order.
More than 10 years since China Southern introduced their first Boeing 787-8, the carrier recently issued a tender placing all 10 Boeing 787-8s for sale, which also includes 2 spare engines (these being General Electric GEnx-1B70s). Separate from the tender, China Southern are also looking to sell their Boeing 777-300ER fleet.
The carrier is in the process of right-sizing and simplifying their long-haul fleet, especially in the wake of reduced international long-haul demand. China Southern has almost whittled down their Airbus A330-200 fleet, withdrawn the eldest Airbus A330-300s whilst the vast majority remain on medium-haul regional flights. The long-haul fleet look set to mainly utilise their Airbus A350-900s and Boeing 787-9s.
Currently, China Southern operates 28 Boeing 787s, which includes 10 Boeing 787-8s and 18 Boeing 787-9s. China Southern have 2 Boeing 787-9s on-order.
Two Zero Charlie Six is one of 18 Boeing 787-9s operated by China Southern, delivered new to the carrier on lease from CSA Leasing on 21st August 2019 and she is powered by 2 General Electric GEnx-1B74/75 engines.
Boeing 787-9 Dreamliner B-20C6 on final approach into Runway 27R at London Heathrow (LHR) on CZ303 from Guangzhou-Baiyun (CAN).
I used Genevieve's Mandala Templates to set up the pencil guides for this mandala. More info available on my blog: rainbowelephant.com
Topaz Simplified the daylights out of this - the original decided that clouds = noise, so despite being a relatively low ISO, it just wouldn't take any post processing at ALL without becoming Noise City.
I didn't want to go full painterly effect, so I kind of settled somewhere in the middle.
The view is out the bedroom window across the river into Winslow.
I could really use one of those pots of gold, and there were apparently four of them there for a bit.
Absolutely love all the packaging. Laser-cut particle board, blue rubber band, in a cloth bag, in a natural mailer. The rubber band and part of the board pull out to become a money clip. Bravo, @simplify!
The sleeve cuff is the very last step in constructing this pattern. This sleeve is basted on, but I removed it, deciding to sew a 3/8" seam to get a deeper cuff
Like George Washington, I cannot tell a lie. Marty chopped down the tree. There I said it... my conscience is clear. Remember how he had two cameras? Well, guess who has two cameras now?
Fog rolling around Jordan Harbour middle of the afternoon, on a hot muggy day! Drop it all and dash for the camera.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
As the Luftwaffe (German Air Force) lost control over the skies over Germany in the second half of the Second World War, it could no longer provide sufficient protection against Allied aircraft. Panzer divisions were especially affected by the lack of cover from fighter aircraft because they were always at the center of the most intense fighting.
The Germans already had copious amounts of half-tracked Self-Propelled Anti-Aircraft Guns (SPAAG) of different calibers and weights (Sd.Kfz.10/4, Sd.Kfz.6/2, Sd.Kfz.7/1, etc.). As these vehicles had very limited or no armor, they were vulnerable to enemy fire either from ground or air. The crew needed better protection from small arms fire and artillery/mortar high explosive fragmentation shell shrapnel. A tank-based anti-aircraft vehicle (Flakpanzer) could solve this problem, as it would have sufficient armor to resist most ground attacks with the exception of larger caliber guns. They would also provide some protection against air attacks, but even tanks could be destroyed by air ground-attack fire.
Many designs based on different Panzer chassis and weapons were tested and built during the war. The most successful early ones were based on the Panzer IV chassis (Möbelwagen, Wirbelwind and Ostwind), but one of the major shortcomings of all German Flakpanzers was the lack of a fully enclosed fighting compartment. As all were open-topped (because of easier construction, easier exhaust of gun fumes and the need to produce them as fast as possible), the gun crews were exposed to air attacks and the weather.
As the war progressed, German engineers tried to solve this problem by designing and building new Flakpanzers with fully enclosed turrets, based on later and bigger tank chassis’. One of these was the Flakpanzer based on the Panther tank, best known today as the ‘Coelian’, which was a new turret that could take various gun armaments.
The path to the Coelian SPAAG was not straight. In May 1943, Oberleutnant Dipl. Ing von Glatter-Götz, responding to the orders of Inspectorate 6, initiated the development of a new series of Flakpanzers based on already existing chassis. The Panzer I and II were outdated or used for other purposes. The Panzer III tank chassis was earmarked for the production of the StuG III and thus not available. The Panzer IV and the Panzer V Panther were considered next. The Panzer IV tank chassis was already in use for several German modifications, so it was decided to use it for the Flakpanzer program, eventually leading to the light “Kugelblitz” SPAAG. The Panzer V Panther was considered in case even the Panzer IV chassis proved to be inadequate for the task. Furthermore, the development of a whole new tank generation, the “Einheitspanzer” or “E-Serie”, had just been initiated.
The Germans formed a commission for the analysis of the effectiveness of enemy ground attack planes. The report (dated 31st June 1943) stated that, in the case of dive-bombing, the lowest point that the enemy plane reached was 1.200 to 1.500 m at an angle of 45-80°. Planes using larger caliber machine guns or cannons attacked at an altitude of around 150 to 300 m. The committee suggested that the best way to bring down enemy planes was using direct fire autocannons. To effectively fight the enemy planes, the future Flakpanzer would have to have a fully rotating turret with a high angle of fire and the caliber used should not be lower than 2 cm, with the more powerful 3.7 cm being preferred.
To give the crew the best protection possible and to meet any future Allied developments, the Panther-based Flakpanzer had to have a fully enclosed turret that could be armed with several different proposed weapon configurations. These included the 2 cm Flakvierling, 3.7 cm Flak either in twin or triple configuration, a newly developed 5.5 cm Gerät 58 Flakzwilling and even the powerful 88 mm caliber heavy anti-aircraft gun. The new turret design was to be ready for frontline service by the middle of 1944.
The first proposed design drawings were completed by Rheinmetall under the internal project number H-SkA 82827 in late May 1943 with the title “Turm Panther II mit Vierling MG 151/20”. This turret was heavily based on the Panther’s standard turret that it would simply replace. The new turret had to fulfill several set criteria like armor thickness and having an effective traversing mechanism. The armor protection of the turret was impressive, with 80 mm frontal armor and 40 mm on the sides. The turret was to be moved by using a hydraulic drive which was powered by the tank’s own engine. The maximum traverse speed was around 36° per second. Hydraulic power was used to raise the weapons, too, but a manual drive option was included as a fallback option.
The H-SkA 82827’s armament consisted of four 20 mm MG 151/20, mounted in staggered pairs, the same armament carried by the contemporary Panver IV-based “Möbelwagen” and “Wirbelwind” SPAAGs, too, but now under full armor protection. The elevation of the four guns was -5° to +75° and they had a combined practical rate of fire of 800 RPM, even though a maximum ROF of 1680 to 1920 RPM was theoretically possible. The weapons had a muzzle velocity of 900 m/s, a range of 4.800 m (15,720 ft) and an effective ceiling of 3.700 m (12,120 ft). They were belt-fed and separated from the turret crew, the gunner and the commander, which were seated in the left of the turret, weapons and ammunition were placed on the right side. The commander sat behind the gunner in an elevated position under a cupola, adapted from the Panther battle tank, for a good all-round view. Thanks to the belt-fed guns, no dedicated loader was necessary anymore, saving internal weight and space. The rest of the crew, driver and radio/machine gun operator, were seated in the Panzer V hull’s front in their standard positions.
After a wooden mock-up had been built, inspected and approved by the Heeresinspektorat 6, the go-ahead for the construction of five prototype turrets was given in September 1943, to be mounted and tested on refurbished Panther hulls. The new vehicle received the official designation Sd.Kfz. 171/1 “Flakpanzer V/20 mm”. On the 21st of December 1943, however, a Panzerkommision was formed to examine the further development of a Flakpanzer based on the Panther tank chassis. It was decided that the main armament should consist of at least two 3.7 cm caliber anti-aircraft guns, for more range and firepower, and this requirement was later revised to two even heavier 5.5 cm Gerät 58 guns. The Luftwaffe’s 30 mm MK 103 machine cannon was considered, too, since it had outstanding range, accuracy and penetration.
The problem was now that the Sd.Kfz. 171/1’s turret did not offer enough space or development potential to accommodate these heavier and bigger weapons, so that a completely new turret had to be designed from scratch around them. Daimler-Benz was chosen for this follow-up project, which was internally called “Flakpanzer 341” – after the SPAAG’s planned main armament with an experimental 3.7 cm (L/77) Flak 341 twin gun, also known as “Gerät 341”. In mid-1944 it would evolve into the Panther-based Coelian SPAAG family, but even this more sophisticated design with several armament variants became just a stopgap solution, bridging the delay of the anti-aircraft tanks based on the new Einheitspanzer chassis family.
Serial production of the Sd.Kfz. 171/1 was consequently dropped, only three fully operational prototypes were completed by March 1944, plus two armed turrets for static test. One of these turrets was later mounted onto another Panther hull, for a fourth operational vehicle. Rheinmetall kept on working with these vehicles and components until late 1945, and the four SPAAGs were also employed by the company’s Werksverteidigung unit (manned by the Rheinmetall staff, not by Wehrmacht soldiers) at the Apolda factory in central Thuringia.
The Sd.Kfz. 171/1s and the separate turrets were also used in the development programs for Rheinmetall’s so-called “Einheits-Flakturm” for the upcoming E-50/75 SPAAGs, primarily for targeting and rangefinding systems, weapon mounts and simplified turret movement mechanisms. One of these developments was the Kommandogerät 44, a much more compact analogue rangefinder, effectively an analogue fire control calculator that translated target and ambient data into electronic signals that could control weapon drives and trigger a weapon at an ideal moment. This innovative device eventually became part of the later E-50/75 SPAAGs that entered service in 1946.
The fate of these four unique vehicles after the factory’s invasion through Soviet troops is uncertain, though. They were probably destroyed by retreating German troops to prevent their experimental technologies from falling into enemy hands.
Specifications:
Crew: Four (commander, gunner, driver, radio-operator/hull machine gunner)
Weight: 40.5 tonnes (39.9 long tons; 44.7 short tons)
Length (hull only): 6.87 m (22 ft 6 in)
Width: 3.42 m (11 ft 3 in)
Height: 3.06 m (10 ft 2/3 in)
Suspension: Double torsion bar, interleaved road wheels
Fuel capacity: 720 litres (160 imp gal; 190 US gal)
Armor:
15–80 mm (0.6 – 3.15 in)
Performance:
Maximum road speed: 55 km/h (34 mph)
Operational range: 250 km (160 mi)
Power/weight: 15.39 PS (11.5 kW)/tonne (13.77 hp/ton)
Engine:
Maybach HL230 P30 V-12 petrol engine with 700 PS (690 hp, 515 kW)
ZF AK 7-200 gear; 7 forward 1 reverse
Armament:
4× 20 mm (0.787 in) MG 151/29 machine cannon in two twin mounts with a total of 3.200 rounds
1× 7.92 mm MG 34 machine gun in the front glacis plate with 2.500 rounds
The kit and its assembly:
This is an OOB what-if model, the prototype of the “Panther 20mm Flakvierling MG 151/20” from Dragon. The kit is actually mislabeled as “Flakpanzer 341”, but this designation had been allocated to the later prototype of the “Coelian” turret for the Panther chassis, just as described in the background. AFAIK, the “Panther 20mm Flakvierling MG 151/20” was not produced at all, there was just a wooden mock-up. And the whole project was quickly cancelled because it did not offer sufficient firepower and development potential. The only “official” designation I could find is the title of a project paper that describes the turret’s layout and construction, and it was called “H-SkA 82827.
But what if a small batch of these vehicles had been manufactured/completed and used by factory defense units like the Luftwaffe’s Werkschutzstaffeln?
That’s the basic idea/story behind this build, and it was kept OOB. The Dragon Panther is a simple affair and goes together well, but the instructions are weak, if not confusing. Good thing, though, is that the kit contains an extra sprue from a Jagdpanther kit that contains many optional parts for early and late Panther variants, as well as hull equipment, so that you get a good number of surplus parts for the spares box. The only downer is the fact that the soft vinyl tracks were molded in a bright sand tone, so that these delicate parts had to be completely painted.
Painting and markings:
The Panther 20mm Flakvierling is – even though it never “existed” – frequently depicted in a weird two-color scheme, probably consisting of Dunkelgelb (RAL 7028) over a red primer coat. But the depicted colors frequently appear much too garish and strong, like bright sunflower yellow over wine red! WTF? However, I liked the concept and adopted it for the model, just with more realistic tones and some personal twists.
The hull received an overall coat with RAL 3009 (Oxidrot), while the turret was painted with a paler shade of red (Humbrol 70, Brick red). On top of that, thinned Tamiya XF-57 (Buff) was used to add a fragmented meander pattern to break up the tank’s outlines. The result is quite attractive, and it might have worked well in an urban/factory environment – hence the idea of allocating the vehicle to a Werksschutz unit – several aircraft companies, e. g. Heinkel or Focke Wulf, also used prototypes for local defense, organized outside of Luftwaffe units.
To emphasize the prototype nature of this vehicle, the wheels and the armor skirts were, for some variety, painted in standard Hinterhalt camouflage colors, in Dunkelgelb (Tamiya XF-60), Olivgrün (RAL 6003, Humbrol 86) and Rotbraun (RAL 8017, Humbrol 160). The latter was also used for the engine bay cover, which I simply forgot to paint on Oxidrot in the first place. But the slightly darker Rotbraun blends well into the rest of the hull. The wheels were painted uniformly, and I added a wheel in Brick Red on each side as an un-camouflaged replacement. The armor skirts’ camouflage pattern consists of dark circles over a Dunkelgelb background, created with a stamp (self-made from fine sponge rubber) and mimicking the original “factory design” of the Hinterhalt paint scheme.
As mentioned above, the tracks had to be painted, and this time I tried a base with acrylic black paint from the rattle can, plus some grey and re brown wet-in-wet acrylic paint on top of that. Worked quite well and might become a new standard for this field of work.
The tactical markings became minimal, as the vehicle would be factory-operated and also a test article – hence it just received small Balkenkreuz insignia (on the hull ,mostly obscured by tools), and a large black “3”, edged in white for more contrast, on the turret sides, with smaller numbers at front and back of the turret for quick identification from every side.
The model received an overall washing with thinned dark brown acrylic paint and dry-brushing with light grey and beige, before it was sealed with matt acrylic varnish. Once the vinyl tracks had been mounted, the model’s lower areas and the running gear were dusted with grey-brown mineral pigments.
Well, another simple build, thanks to an OOB kit of this exotic SPAAG prototype. The result looks quite good and was completed in just two days, another member in my growing collection of real, semi-fictional and whiffy German SPAAG vehicles – turning this mock-up into an of an operational prototype of a Werksverteidigung unit certainly works and could actually have been, even though the Panther 20mm Flakvierling MG 151/20 just remained a stillborn proposal.
When a car focuses on performance instead of aesthetics, you get a very subtle package that is very appeasing.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Following good performance from the pioneering diesel-hydraulic locomotive the DB Class V 80, the Deutsche Bundesbahn planned in 1953 to build several types of new diesel locomotive, primarily to replace steam powered locomotives.These were: V 60, and V 65, both shunters, the V 65.2, also for shunting as well as light freight trains, the heavy DB Class V 200, for express passenger trains, and the universal V 160 for both freight and passenger work on the main network.
The new V 160 class was a central piece in this line-up, because it would replace important steam-powered engines such as the BR 03, BR 23, BR 38.10 (former Prussian P 8 class), BR 39 (ex P 10), BR 50, BR 57 (ex G 10) and BR 78 (ex T 18). Steam heating for passenger coaches was necessary, and a top speed of 120 km/h was specified. Initially, a 1,600 hp powerplant, consisting of two engines of the same type as in the light V 80 was planned, the first newly developed diesel locomotive built for main line service by the Deutsche Bundesbahn (but only built in 10 examples). This dual engine arrangement had already been successfully introduced in the heavy V 200, which was initially powered by two 1,000 hp diesel engines. However, it was soon realized, that, if a single, high-powered engine could be used, weight, complexity and therefore maintenance and other costs would be considerably reduced. The V 160’s design was modified accordingly and a single MTU V16 four-stroke diesel engine was chosen. Both two-axle bogies were powered via drive shafts from a two speed hydraulic drive from Voith, which offered a compromise between the requested high speed for light passenger trains and the alternative reduced second gear with lower top speed, but much higher torque, for freight train service. Gears could only be switched when the locomotive was standing still, though.
In the spring of 1956, V 160 development began at Krupp. Welded steel components along with other lightweight materials were used to keep the axle load well below 20t, so that the V 160 could be safely operated on secondary lines. However, in the main production series of locomotives, some of the lighter weight welded construction was abandoned in favor of less expensively produced components - leading to an increase in axle weight from ~18.5 to ~20t, which was still acceptable but lowered overall production costs. This was furthermore not regarded as a major problem since the DB perspectively started to abandon branch lines, switching to more economical diesel multiple units or giving them up altogether towards the Seventies.
The first V 160 unit was delivered on 6 August 1960, with eight more following by 1962 from both Krupp and Henschel. These prototype units, due to their rounded, “busty” front end, were later to become unusual amongst the entire V 160 family and earned them the nickname “Lollo” (in allusion to Gina Lollobrigida). A final prototype V 160 010, the tenth, was manufactured by Henschel in 1963 and the first to feature the serial locomotives’ angled front end, which was inspired by the design of the super-heavy V 320 Henschel prototype.
Despite the single main engine, the V 160 was still a complex locomotive. In addition to the main engine, the V 160 featured a small, independent auxiliary diesel engine, driving a generator providing the 110 V electrical supply for lighting as well as driving an electric air compressor for the brakes. The steam heating apparatus, sourced from Hagenuk and powered by fuel oil, took up one end of the locomotive, between the engine and drivers cabin. It had the capacity to satisfactorily heat 10 coaches when the outside temperature was -10°C. For passenger train service, most V 160 locomotives were also equipped for push-pull operation, as well as for multiple working, controlled via a 36 pin control cable and respective sockets on the locomotives front ends.
The prototypes performed well, and volume production began, numbers V 160 011 to V 160 224 being built between 1964 and 1968 by Krupp, Henschel, KHD, Krauss-Maffei and MaK. The first V 160/216 locomotives entered service on the Hamburg to Lübeck line, working push-pull double decked passenger trains, replacing the BR 38.10 and BR 78 steam engines. The engines were also used on freight workings as well. On push-pull passenger working, the locomotives were sometimes found in the middle of the train - which facilitated easier separation of carriages en route.
By the time the 156th example was under completion, the Deutsche Bundesbahn changed its numbering system. From then on, the V 160 class were re-designated as Class (Baureihe = BR) 216, with the individual unit numbering continuing as before. Over the next decade, because of changing requirements – mostly in terms of increased power, speed as well as the requirement for electrical passenger heating – a number of related classes sprang up, the BR 210, 215, 217, 218 and 219. Although some were a little longer and carried additional components (e.g. an auxiliary jet engine), all of them were essentially based on the original V 160 and more than 800 machines of all types were eventually built.
Since the 1990s, the Bundesbahn’s BR 216 locomotives scope of work started to shift more on freight than on passenger trains because of the lack of steam-heated passenger stock. From 2000 onwards, the Deutsche Bahn AG’s BR 216 fleet was phased out, with the last locomotive being decommissioned in 2004.
Several locomotives were sold to private operators like rail construction companies and remained in frequent use, and some retired BR 216s were re-built and offered for sale, too. The first in the series of rebuilt Class 216s was called type “DH 1504” and created in 1998 by the firm 'On Rail'. Despite only little external changes, the result was an almost completely new locomotive, only the transmission, bogies and frame were saved from the original locomotive. The original V16 diesel engine with 1,370 kW (1.900 hp), was replaced with a lighter but more powerful 1500 kW (2,085 hp) V12 four-stroke diesel engine, also from MTU. On customer demand, a new electric Webasto heating system could be installed instead of the original steam heating system, making the DH 1504 capable of operating modern passenger trains, and for this purpose the units were also fitted for multiple working as well as for remote control operation (e.g. for shunting). Another option was additional ballast, so that the axle load could be kept at 20 tons for better traction. Otherwise, 18 t axle load was standard for the revamped DH 1504.
Since 1998, 6 of these locomotives were re-built for private operators in Germany. By late 2019, three DH 1504 locomotives were in the use of the Osthannoversche Eisenbahnen (OHE), two work for the Niederrheinische Verkehrsbetriebe (NIAG) and one for the Mindener Kreisbahnen (MKB). However, the biggest sales success for OnRail’s modernized BR 216 was the export to Poland, where the PKP (Polskie Koleje Państwowe, Polish State Railways). After its privatization in 2001, the PKP was looking for a low-cost replacement for its last ST-43 Class diesel electric freight locomotives of Romanian origin, which dated back to the 1960ies. Twenty DH 1504 locomotives for mixed duties were built by OnRail between 2001 and 2005 and entered PKP service as Class SU-29 (spalinowa uniwersalna = mixed-traffic diesel locomotive with hydraulic transmission and multiple-unit control). Their initial primary field of duty was the cross-border freight traffic on the east-west relation on the PKP “Polskie line Kolejowe”, the so-called “Niederschlesische Gütermagistrale”. Since 2005, this route had been expanded, electrified and became double-railed, so that the SU-29s gradually took over more and more passenger train duties on non-electrified major lines. The SU-29 machines are expected to remain in PKP service beyond 2030.
General characteristics:
Gauge: 1,435 mm (4 ft 8½ in) standard gauge
UIC axle arrangement: B´B´
Overall length: 16,800 mm (52 ft 57⁄8 in)
Pivot distance: 8,600 mm
Bogie distance: 2,800 mm
Wheel diameter (when new): 1000 mm
Fuel supply: 3,800 l
Service weight: 80 t
Engine:
MTU 4000R20 V12diesel engine with 1500 kW (2,085 hp) at 1,800 RPM
Gearbox:
Voith L821rs 2-speed gearbox
Performance:
Maximum speed: 120 km/h (75 mph) or 80 km/h (50 mph)
Torque: 235,2 kN
The kit and its assembly:
Well, this is a rather unusual what-if “build”, since this not a model kit as such but rather the conversion of a readymade H0 gauge model railway locomotive for the “Back into service” group build at whatifmodelers.com in late 2019.
The inspiration was not original, though: some time ago I stumbled across a gift set from the former East-German manufacturer Piko, apparently for the Polish market. It contained a set of double deck passenger wagons, and a (highly simplified, toy-like) German BR 216 in PKP markings. It was called SU-29 and carried a very crude and garish green livery with yellow front ends – inspired by real world PKP diesel locomotives, but… wrong. I found this so bizarre that it stuck in my mind. When I dug a little further, my surprise even grew when I found out that there were other national adaptations of this simple Piko BR 216 (e .g. for Denmark) and that Piko’s competitor Roco offered a similar BR 215 in PKP colors, too! This time, the fictional locomotive was designated SU-47 (which cannot be since this would indicate a locomotive with electric power transmission – poor job!), and it also wore a bright green livery with yellow front markings. Bizarre… And the PKP does NOT operate any BR 216 at all?!
However, with the GB topic in mind, I decided to create my own interpretation of this interesting topic – apparently, there’s a market for whiffy model locomotives? The basis became a 2nd hand Märklin 3075 (a BR 216 in the original red DB livery), not a big investment since this is a very common item.
In order to easy painting, the locomotive was disassembled into its major sections and the body stripped of any paint in a one-week bath in oven cleaner foam, a very mild and effective method.
The heavy metal chassis was not modified, it just received a visual update (see below).
The upper body underwent some cosmetic surgery, though, but nothing dramatic or structural, since the DH 1504 described above only differs in minor external details from the original BR 216. I decided to modify the front ends, especially the lights: Locomotives in PKP service tend to have VERY large lamps, and I tried to incorporate this characteristic feature through masks that were added over the original light conductors, scratched from styrene tube material.
In the course of this facial surgery, the molded handles at the lower front corners were lost. They were later replaced with three-dimensional silver wire, mounted into small holes that were drilled into the hull at the appropriate positions. Fiddly stuff, but I think the effort was worth it.
The original vent grills between the lower lamps were sanded away and covers for the multiple working cable adapters on the front ends added – scratched with small styrene profile bits.
For a cleaner, modern look, I removed the original decorative aluminum profile frame around the upper row of cooling louvers. The roof was modified, too: beyond the bigger headlight fairing, the exhaust for the auxiliary diesel engine was removed, as well as the chimney for the old steam heating system. The diesel engine’s exhaust pipes were lengthened (inspired by similar devices carried by DB BR 218), so that the fumes would be deviated away from the locomotive’s hull and the following wagons. Horns and a blade antenna for each driver’s cabin were added, too.
Painting and markings:
Both Piko and Roco V 160s in PKP markings look garish – righteously, though, since PKP locomotives used to carry for many years very striking colors, primarily a dark green body with a light green/teal contrast area on the flanks and yellow quick recognition front markings. However, I did not find any of the two model designs convincing, since they rather looked like a simple toy (Piko) or just wrong (Roco, with a surreal grass green contrast tone instead of the pale teal).
I rather went for something inspired by real world locomotives, like the PKP’s SU- and SP-45s. The basic design is an upper body with a dark green base (Humbrol 76, Uniform Green) and a pale green-grey area around the upper row of louvres (an individual mix of Humbrol 96 and 78). The kink under the front windows was used for waterline reference, the front section under the windows (in the dark green base) was painted in bright yellow (Humbrol 69) as a high-viz contrast, a typical feature of PKP locomotives. The chassis received a grey-green frame (somewhat visually stretching the locomotive) with bright red (Humbrol 19) headstocks, a nice color contrast to the green body and the yellow bib.
Silver 1.5mm decal stripes (TL Modellbau) were used to create a thin cheatline along and around the whole lower section. At some time I considered another cheatline between the light and dark green, but eventually ignored this idea because it would have looked too retro. The locomotive’s roof became medium grey (Revell 47).
The running gear and the tanks between the bogies were painted in very dark grey (Humbrol 67, similar to the original DB livery in RAL 7021) and weathered with a light black ink wash, some thinned Burnt Umbra (simulating dust and rust) plus some light dry-brushing with dark grey that emphasized the surface details. This used look was also taken to the upper body of the locomotive with watercolours (Grey, Black and some Sienna and Burnt Umbra) for a more natural look of daily service – rather subtle, and I emphasized the louvres, esp. on the light background, where they tended to disappear.
Individual markings consist of single decal letters in silver and white in various sizes (also TL Modellbau) for the locomotive’s registration code as well as of H0 scale catenary warnings from Nothaft Hobbybedarf, plus some generic stencils from various model decal sheets (incl. Cyrillic stencils from an 1:72 MiG-21 decal sheet…).
For a uniform finish I gave the locomotive an overall coat of matt acrylic varnish from the rattle can – it still has a slightly sheen finish and matches well the look of Märklin’s standard rolling stock.
A different kind of what-if project, but this has not been my first H0 scale locomotive conversion. The fictional PKP SU-29 looks a bit weird, with the garish paint scheme and the oversized headlights, but this strangeness makes this model IMHO quite convincing. The model is fully functional, even the light works well in the enlarged headlight fairings. Maybe I’ll sell it, since I do not have the appropriate model railway set at hand to effectively use it (which is also the reason for the rather limited scope of pictures of the finished item). And I am curious what people might be willing to pay for such a unique, fictional item?
My dress will include these pockets and the view B shoulder buttons, but I don't care for the split front w/ grommets.
www.jcrew.com/womens_category/dresses/day/PRDOVR~F1836/F1...
I also put the items I use less often further back, and got rid of a lot of items I have not used in ages. I cycled some panties I had not worn in a while back into the more commonly used section to spice things up, but got rid of any that were uncomfortable and meant I tended not to wear them. My best friend will be happy to note I culled a bunch of my granny bras. Of course I am mostly wearing nursing bras now anyway.
Um die Betriebsabläufe bei Bedarf zu vereinfachen, will die BLS die neue Fahrzeugflotte MIKA RABe 928 möglichst freizügig einsetzen. So verkehrte der RABe 928 212 (S-Bahn-Ausführung mit 24 Türen, „Adventskalender“) am 13. April 2024 ausnahmsweise auf der IR-Linie 17 Bern-Olten. Hier als IR17 2818 Olten-Bern bei Hindelbank.
In order to simplify operating procedures where necessary, BLS intends to deploy the new MIKA RABe 928 vehicle fleet as freely as possible. On 13 April 2024, the RABe 928 212 (S-Bahn version with 24 doors, "Advent calendar") ran exceptionally on the IR line 17 Bern-Olten. Here as IR17 2818 Olten-Bern near Hindelbank.
30 cm x 30 cm square of double tissue treated with PVA as described here: snkhan.co.uk/forum/viewtopic.php?f=21&t=14847&sta... The paper was white, but I colored it yellow using turmeric for the supermaket.