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Upper Nob Hill District. Albuquerque New Mexico .USA
© 2012 Lloyd Thrap Photography for Halo Media Group
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und euch wünsche ich für 2011 immer die richtige Weichenstellung und dass sich stets ein Vögelein an die richtige Stelle setzen - oder mit überragendem ästethischen Sinn ins Bild fliegen - möge!
Definitely a comment that was frequent on my school reports, but perhaps also applicable to my first heather crab spider (Thomisus onustus) of the year, a somewhat pale imitation of the pink colouration of the heather flowers that will be her lair. I always wondered what this species did before the heather flowers are in bloom, as they must be growing for some weeks before this happens. I guess the answer is that they stay rather pale and try to blend with the heather buds and stems until the moment comes for them to blush!
Interior of the M. E. Church, Moscow, Ida.
Date: Circa 1905
Source Type: Stereocard
Publisher, Printer, Photographer: Olaf P. Larson
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: This image is taken from a stereocard published by Olaf P. Larson from Squirrel, Fremont County, Idaho.
Olaf P. Larson was a photographer specializing in stereoscope photography. From 1895 to about June 1900, Larson resided in Moscow, owned and operated a photography studio, and is believed to have attended the University of Idaho. He later moved to Squirrel, Idaho, where he continued his photography business and also farmed.
This church still stands and is located on the northwest of the intersection of Third Street and Adams Street.
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Derailment of No. 13 - SUMAN, IND. Aug. 27, 1923
Engine 5232 after being rerailed
[This photograph was likely taken in Wellsboro, LaPorte County, Indiana.]
Date: August 27, 1923
Source Type: Photograph
Publisher, Printer, Photographer: Unknown
Postmark: Not applicable
Collection: Steven R. Shook
Remark: Baltimore & Ohio Railroad's Engine No. 5232 was built by the Baldwin Locomotive Works in 1922. The 4-6-2 Pacific-type class P-6a locomotive had 74 inch drivers, created 210 psi, and had an overall engine plus tender wheelbase of 71.15 feet.
Remarkably, this engine was restored after the Suman, Indiana, derailment and retired from service sometime between 1955 and 1957. Gary Everhart has a photograph of this same engine in his historical photograph collection taken in 1955.
------
The following information concerning this train derailment was published in The Chesterton Tribune:
ENGINEER KILLED IN WRECK CAUSED BY WASHOUT
A washout on the B. &. O. railroad about half a mile east of Suman station on the B. & O., caused by the heavy rains of Sunday night, resulted in a serious wreck in which one man, George Novenger, the engineer lost his life; and four others received injuries. The train, No. 13, an express train of six express cars went down a twenty-foot embankment, the engine turning over and pinning the engineer underneath.
The dead:
George Novenger, 58 years old, engineer on the express; lives in Garrett.
The injured:
A. M. Farquhason, 30 years old, express messenger; lives at Deshler, O.
J. M. Sattenstein, 30 years old, special service officer for the American Railway Express; lives in Chicago.
H. A. Houtzer, 28 years old, train agent; lives in Lima, O.
N. E. Miller, 27 years old, fireman; lives in Garrett.
The train was going west. When within a mile of the fatal spot Novenger noticed a danger signal. He stopped the train and phoned for instructions, it is said. His train was then given clear passage.
When the wheels on the train began to grind the engineer began applying the brakes. It was too late, however. The road bed caved in, causing the engine and the first coach to go down the embankment. Miller, who was riding in the cab with Novenger, leaped out of the door. A heavy flow of water washed him more than two rods. He stopped when he struck a telephone pole. Novenger was entrapped in the cab. When found his head was buried downward in sand and water. The throttle of the engine had him pinioned. It was more than four hours after the wreck before Novenger's body was extricated. It was taken to Wellsboro and was to have been removed to Garrett this afternoon.
Miller suffered body bruises when he leaped from the engine. He was first to reach the engine after it overturned and made a futile attempt to rescue Novenger.
Farquhason, Sattenstein and Houtzer were riding in the second coach. This coach turned partly over. The three men were thrown against the side of the car causing minor injuries. Sattenstein stated it all happened so quickly that he or his fellow workmen did not have time to leap to safety.
"I felt that something was going to happen," Sattenstein declared. "And the first thing I knew I heard the wheels grinding. It seemed but a minute later that we felt our coach overturning. We certainly were lucky that it did not go all the way down. We suffered but minor injuries."
The wreck occurred about 12:25 o'clock. Word was immediately flashed to the nearby towns and help was sent to the scene of the accident. Early this morning a wrecker was in operation. It will probably take a few days to hoist the engine back on the right of way, officials of the railroad company stated.
Novenger has been in the employ of the Baltimore & Ohio System for more than thirty-five years. He was known as one of the most cautious engineers on the road an official of the company said this morning.
[Note: It is very likely that George Novenger's surname is misspelled in this article and should be written as Novinger.]
Source:
The Chesterton Tribune, Chesterton, Porter County, Indiana, on August 30, 1923; Volume 40, Number 25, Page 1, Column 6.
Copyright 2010. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Copyright © John G. Lidstone, all rights reserved.
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Date: Circa 1950
Source Type: Photograph
Printer, Publisher, Photographer: Unknown
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: This fuel station was located on the northwest corner of the intersection of Waverly Road and U.S. Route 12 in Chesterton, Porter County, Indiana. Wilson's Barbecue was once located west of and adjacent to this fuel station.
Copyright 2026. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
من آعمآليِ بشهر رمضضآنَ
واليِ نسيتَ آنزلهـإأبآلنتَ
آتمنى تعجبكمَ اللقطةةَ
طبعاً من ششغليِ المعمول مو ججآهز
حجمهـآ الاصليِ
www.flickr.com/photos/76323176@N05/10274146025/sizes/l/in...
آتمنى تعجبكمَ
تسعدنيِ زيآرتكمَ لتمبلريِ
سبحان الله و الحمد لله و لا اله إلا الله و الله اكبر
Production Date: July 16, 1966
Source Type: Photograph
Printer, Publisher, Photographer: Unknown
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: Mrs. Wellwood E. Beall, wife of the senior vice president of the Boeing Airplane Co., joined William M. Allen, center, company president, and Emil Sick, in looking at a model of the Boeing 707 jet transport during a program commemorating Boeing's 40th anniversary yesterday at the Museum of History and Industry. The program was sponsored by the Seattle Historical Society, of which Sick is president. Fred P. Lauden, a Boeing vice president was the speaker.
William McPherson Allen was born September 1, 1900, in Lolo, Montana. After earning a degree at the University of Montana, he enrolled at Harvard University where he earned a degree on law in 1925. In 1930, Allen joined the board of directors of Boeing Air Transport while being employed as an attorney with Donworth, Todd & Higgins, a Seattle law firm.
The unexpected death of Boeing president Philip G. Johnson in 1944 required that Boeing's chairman of the board, Claire Egtvedt, appoint a replacement. Egtvedt turned to Bill Allen, who initially refused to accept the position because he felt that he was unqualified to head the company. Allen, however, later accepted the position and served as the Chief Executive Officer (President) of The Boeing Company from September 1, 1945, to April 29, 1968. He then served as chairman of the company from 1968 to 1972.
Under William M. Allen's leadership, The Boeing Company launched the Boeing 367-80 (Dash 80), a jet-powered passenger airplane and the predecessor of the Boeing 707. Allen was also responsible for the development and launch of the Boeing 727, Boeing 737, and Boeing 747.
William M. Allen died on October 28, 1985. In 2003, an article published in Fortune ranked William McPherson Allen second among "The 10 Greatest CEOs of All Time," the top CEO being Charles Coffin, the founder of General Electric Company.
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
All photos taken at the Crich Tramway Museum 1940's Weekend 13th August 2016.
Where applicable, please respect the people in the photograph.
(North Bay Nugget - North Bay, Ontario, Canada • Fri, July 16, 1926) - CHANGE AIR MAIL - Cochrane Post — The special air mall service to Red Lake will in future be performed by the Patricia Airways Limited, between Sioux Lookout, Ontario and Red Lake, Ontario. The former special air service which was operated by the "Elliott-Fairchild Air Service Limited" between Rolling Portage (Hudson C. N. R.) Ontario end Red Lake has been discontinued The malls intended for transmission by this special air mall service are forwarded on Sioux Lookout, Ontario.
(The Toronto Star - Toronto, Ontario, Canada • Wed, July 21, 1926) - HOW TO ADDRESS LETTERS BY AIR ROUTE TO RED LAKE - The Patricia Airways and Exploration Company, mail carriers for the Red Lake district, have asked that letter senders take note of the postage requirements and that care be taken in addressing mail to points of delivery. The requirements are: First, that "By aerial mail"* be prominently written on the address side. Second, be that the usual Canadian postage be affixed on the address side. Third, that a special aerial sticker sold by the company or its agents, representing a charge of 50 cents, be placed the the reverse side in payment of special charge for transmission by the aerial service, which has been affixed by those making the flight. Air mail stickers for the above service may be obtained from the stamp vendor, general Post Office, Adelaide Street, or at the stamp wicket, Postal Terminal "A" Bay and Front streets.
(The Hamilton Spectator - Hamilton, Ontario, Canada •
Sat, July 24, 1926) - AIR SERVICE IS UNDER NEW HEADS - Jack V. Elliot Retires From Red Lake Business - Local Postmaster Issues a Warning to Mail Senders - Jack V. Elliot, the Hamilton man who instituted the air mail service to the Red Lake district, has. discontinued his activities, and the business of taking letters, baggage and passengers to the new gold field, is now in the hands of the Patricia Airways and Exploration company. J.A. Webber, postmaster for Hamilton, received this information this morning, along with the stamps used by the new company. These stamps, for use on all letters going by air mail, are issued by the Patricia people, and cost 25 cents for the Red Lake service, 50 cents to Woman Lake, the newest field. Passengers can travel by plane to Red Lake for $60, according to a pamphlet, and the other destination for twice this amount, and can reach intermediate points at a price fixed according to the distance. The express rate maximum for a hundred pounds is $15 to $45 depending on the destination.
All of these rates are applicable from Sioux Lookout, and in connection with the mail service. Mr. Webber pointed out that regular government stamps were necessary also. Letters going by air mail had to have the regulation stamp on them, in the usual place, while the air mail stamp, issued by the private corporation, could only be legally placed on the back of the envelope. He asked that this be kept in mind for mail, otherwise stamped might not reach its destination.
+++ 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:
During the interwar period, the U.S. Navy Command had placed considerable emphasis upon the role of armed aerial reconnaissance aircraft. To meet this interest, during 1931, the young Great Lakes Aircraft Company (founded in 1929 in Cleveland, Ohio) decided to embark on the development of a new naval combat aircraft to meet this role. The new aircraft, which was designated as the SBG, was a relatively modern all-metal design, even though some conservative traits like a fixed landing gear were kept.
The SBG was a low-wing cantilever monoplane, featuring all-metal, metal-covered construction. The crew of three consisted of a pilot, a bombardier and a rear gunner. The bombardier's combat station was situated in a gondola underneath the hull. The pilot was positioned well forward in the fuselage with an excellent field of view, within a fully enclosed, air-conditioned and heated cockpit, while the observer was seated directly behind him and could descend into the ventral gondola during applicable parts of a given mission, where he had an unobstructed field of view underneath the aircraft. A lookout station at the gondola’s front end could be outfitted with a bombsight.
The fixed undercarriage was covered with spats and comprised a pair of cantilever struts and single tail wheel, all of which were outfitted with pneumatic shock absorbers. One of the more unusual features of the SBG was the design of its three-piece low-mounted wing: In order to produce a wing that was both light and strong, the wing construction combined a revolutionary heavy-gauge corrugated duralumin center box and a multi-cellular trailing edge, along with a partially stressed exterior skin composed of duralumin. It was one of the earliest implementations of a metal sandwich structure in the field of aviation. Furthermore, the wings could, for storage on carriers, be manually folded back, just outside of the landing gear.
The fuselage of the SBG had an oval-section structure, composed of a mixture of duralumin frames and stringers, which were strengthened via several struts on the middle section. The fuselage exterior was covered with smooth duralumin sheet, which was internally reinforced in some areas by corrugated sheeting. The rear fuselage featured a semi-monocoque structure. A cantilever structure composed of ribs and spars was used for the tail unit; fin and tail plane were covered by duralumin sheeting, while the rudder and elevators had finely corrugated exterior surfaces.
The SBG’s original powerplant was a Pratt & Whitney R-1830-64 Twin Wasp radial engine of 850 hp (630 kW). The aircraft's offensive payload consisted of bombs. These were carried externally underneath the fuselage and the wings, using racks; the maximum load was a single 1,935 lb. (878 kg) Bliss-Leavitt Mark 13 aerial torpedo or 1,500 lb. (700 kg) of bombs, including a single 1,000 lb. (450 kg) bomb under the fuselage and up to 200 lb. under the outer wings.
The SBG was also armed with several machine guns, including rearward-facing defensive ventral and dorsal positions, each outfitted with a manual .30 in (7.62 mm) Browning machine gun. Another fixed machine gun fired, synchronized with the engine, forward through the propeller arc.
The first XSBG-1 prototype, which was christened “Prion” by Great Lakes, was ready in early 1934 and made its maiden flight on 2nd of April. While the aircraft handled well, esp. at low speed, thanks to generously dimensioned flaps, it soon became clear that it was seriously underpowered. Therefore, Great Lakes tried to incorporate a more powerful engine. The choice fell on the new Pratt & Whitney R-2180-A Twin Hornet. However, the bigger and heavier engine called for considerable changes to the engine mount and the cowling. The R-2180 also precluded the fixed machine gun, so it was, together with the synchronization gearbox, deleted. Instead, a pair of .30 in machine guns were added to the spats, which were deepened in order to take the weapons and the magazines.
Furthermore, the heavier engine shifted the aircraft’s center of gravity forward, so that the tail section had to be lengthened by roughly 1’ and the tail surfaces were enlarged, too. Various other alterations were made to the wings, including the adoption of more effective slotted ailerons, improved flaps and center-section slots. The latter feature served to smooth the airflow over the tail when flown at high angles of incidence. However, despite these changes, the SBG’s good handling did not suffer, and the modified XSBG-2 took to the air for the first time in late 1935, with a much better performance.
Satisfied with the changes, the US Navy's Bureau of Aeronautics (BuAer) placed an initial order for 54 SBG-2s in 1936 with the aircraft entering service during 1938, serving on USS Yorktown and Enterprise. However, faults were discovered with the Mark XIII torpedo at this point. Many were seen to hit the target yet failed to explode; there was also a tendency to run deeper than the set depth. It took over a year for the defects to be corrected. Another problem of the SBG when carrying the torpedo was the aimer’s position, which was located directly behind the weapon and obstructed the bomb aimer’s field of view forward. When deploying bombs from higher altitudes, this was not a problem at all, but as a consequence the SBG rarely carried torpedoes. Therefore, a second order of 48 aircraft (designated SBG-3) were pure bombers. These lacked any torpedo equipment, but they received a ventral displacement yoke that allowed to deploy bombs in a shallow dive and release them outside of the propeller arc. Furthermore, the bomb aimer/observer station received a more generous glazing, improving the field of view and offering the prone crewman in this position more space and comfort. Another modification was the reinforcement of the underwing hardpoints, so that these could now carry stores of up to 325 lb each or, alternatively, drop tanks. While the total payload was not changed, the SBG-3 could carry and deploy up to three depth charges against submarines, and the extended range was a welcome asset for reconnaissance missions.
In prewar use, SBG units were engaged in training and other operational activities and were gradually approaching the end of their useful service life with at least one aircraft being converted to target tug duty. By 1940, the US Navy was aware that the SBG had become outclassed by the fighters and bombers of other nations and a replacement was in the works, but it was not yet in service when the US entered World War II. By then, attrition had reduced their numbers to just over 60 aircraft, and with the arrival of the Curtiss SB2C “Helldiver” in December 1942, the obsolete SBGs were retired.
General characteristics:
Crew: 3
Length: 31 ft 9 in (9.682 m)
Wingspan: 45 ft 9 in (13.95 m)
Height: 10 ft 10 in (3.3 m)
Wing area: 288 sq ft (26.8 m²)
Empty weight: 4,251 lb. (1,928 kg)
Gross weight: 6,378 - 6,918 lb. (2,893 - 3,138 kg) for reconnaissance missions
7,705 - 7,773 lb (3,495 - 3,526 kg) for bombing missions
Fuel capacity: 200 US gal (740 l; 160 imp gal) in six wing tanks plus
7.9 US gal (30 l; 6.6 imp gal) in a gravity feed collector tank in the fuselage
18 US gal (70 l; 15 imp gal) of engine oil was also carried in a forward fuselage tank
Powerplant:
1 × Pratt & Whitney R-2180-A Twin Hornet 14 cylinder radial engine with 1,200 hp (865 kW),
driving a 3-bladed Hamilton-Standard Hydromatic, 11 ft 3 in (3.43 m) diameter constant-speed
fully-feathering propeller
Performance:
Maximum speed: 245 mph (395 km/h, 213 kn) at 3,650 m (11,980 ft)
210 mph (338 km/h, 183 kn) at sea level
Stall speed: 110 km/h (68 mph, 59 kn)
Range: 1,260 km (780 mi, 680 nmi)
Service ceiling: 7,300 m (24,000 ft)
Time to altitude: 2,000 m (6,600 ft) in 4 minutes
4,000 m (13,000 ft) in 11 minutes 10 seconds
Wing loading: 116 kg/m² (24 lb/sq ft) to 130 kg/m2 (27 lb/sq ft)
Power/mass: 6.3–6.8 kg/kW (10.4–11.2 lb/hp)
Armament:
2x fixed forward firing 0.30 “ (7.62 mm) Browning machine guns in the spats, firing forward,
plus 2x flexibly mounted 0.30 “ (7.62 mm) Browning machine guns in ventral and dorsal positions
A total of up to 1,500 lb (700 kg) of bombs on hardpoints under the fuselage (max. 1.000 lb; the SCG-2
could carry a single Mk. XIII torpedo) and under the wings (max. 325 lb per hardpoint, SCG-2 only 200 lb)
The kit and its assembly:
I had the idea to convert a PZL.23 into a carrier-borne light bomber on the agenda for a long time and also already a Heller kit stashed away – but it took the “In the Navy” group build at whatifmodelers.com in early 2020 to dig everything out from the stash and start the hardware phase.
Originally, this was inspired by a picture of a Ju 87D with USN “Yellow wings” markings which I came across while doing online research. This looked really good, but since the USN would never have accepted a liquid-cooled engine on one of its pre-WWII aircraft, the concept had IMHO some flaws. When I came across the PZL.23 in another context, I found that the aircraft, with its cockpit placed well forward and the generous window area, could also be a good carrier-based recce/light bomber/torpedo aircraft? This was the conceptual birth of the SBG.
The basis is the vintage, original Heller kit of the PZL.23: a VERY nice kit. It has been crisply molded, fit is very good, and even the interior detail is decent, e.g. with a nice fuselage structure and dashboard. Surface details are raised but very fine, and the styrene is also easy to handle.
Basically the PZL.23 was built OOB. The only changes I made are a crew of three figures (all Matchbox WWII pilots, two of them with their heads in different directions), a tail wheel instead of the original skid, an opening for an arrester hook under the fin (there’s even plausible space available!) and a new engine: the PZL.23’s bulky 9 cylinder Jupiter radial engine with its generous cowling and the two-blade propeller was completely replaced. The engine dummy is actually a matching R-2600 and comes from a Matchbox SB2C, even though its rear bulkhead was trimmed away so that it would fit into the new cowling. The latter came from an Italeri La-5FN, cut off long time ago from another conversion project, and I added a carburetor/oil cooler fairing underneath. Inside of the new engine I implanted a styrene tube which attaches the engine to the fuselage and also takes the metal axis of the new propeller, a (rather clumsy) donor from a Matchbox Douglas A-20G. The whole package works well, though, and gives the PZL.23 a more modern and different look.
A late modification is the glasshouse for the rear gunner. Since the PZL.23 offered considerable comfort for its crew, at least for pilot and observer, I thought that a closed rear position would make sense. I found an old rear gunner station glaizing from a vintage Airfix B-17G in the stash, and with some tailoring (including an opening for the OOB manual machine gun) the piece could be inserted into the fuselage opening. Small gaps were left, but these were simply filled with white glue. I think this was a good move, since it changes the PZL.23’s profile a little.
Other small cosmetic changes include the machine guns instead of the original large landing lights on the spats, an additional antenna mast and a cranked pitot, made from brass wire. Furthermore, I added small underwing bomb pylons and a ventral hardpoint with a scratched swing arm and a 500 lb iron bomb from an Academy kit.
Painting and markings:
For proper anachronism and some color in the shelf, I wanted the SBG to be a pre-WWII aircraft in the USN’s bright “Yellow Wings” markings, just like the Ju 87 mentioned above. As a slight twist, the fuselage was finished in all-over Light Gull Grey (FS 36440, Humbrol 40) instead of a NMF – some aircraft like F4Bs were finished this way, even though some fabric-covered parts were still painted with alu dope. In 1940, however, the bright colors would be replaced by a uniform light grey livery with subdued markings, anyway.
The aircraft’s individual markings were a bit tricky, because the USN has a very complicated color code system to identify not only the carrier to which an aircraft would belong, color markings would also identify the individual aircraft within a full squadron of 18 aircraft and its six sections. I won’t go into details, but I chose to depict the lead aircraft of section two of the scout bomber squadron on board of USS Enterprise.
For this carrier, the tail surfaces became blue (I used Modelmaster French Blue for the authentic “True Blue”), while the 2nd section had white aircraft markings on fuselage and wings. The lead aircraft (connected with the individual aircraft code “4”) had a full ring marking around the cowling. The fuselage band seems to be rather optional on bomber aircraft (more frequent on fighters?), but I eventually decided to add it - pictures suggest that probably only lead aircraft of a Section in the scout or torpedo squadrons carried this marking?
Like the cowling ring, it was painted with white and then black borders were added with decal strips. The wings were painted with Revell 310 (Lufthansa Yellow, RAL 1028), which is a pretty rich tone, and the section markings on top of them were fully created with decal material, a white 5mm stripe over a black 6mm stripe on each wing.
The aircraft’s tactical code was created from single US 45° numbers; the “S” had to be scratched from an “8”, since the decal sheet did not contain letters… Other decals were gathered from the scrap box and improvised.
After the free-standing exhaust pipes had been fixed, the kit received a light weathering treatment and was finally sealed with a coat of semi-matt acrylic varnish (Italeri semi-gloss with some matt varnish added).
A colorful aircraft model, and the transformation from a Polish light bomber into an American armed scout aircraft worked well – for an interesting result with that anachronistic touch that many interwar designs carried. However, even though the conversion has been conceptually successful, I am not happy with the finish. The glossy Humbrol paints I used refused to cure properly, and the decals were also not without problems (e.g. when you realize that the roundels you wanted to use had a poor opacity, so that the yellow underneath shines blatantly through). But despite a lot of improvisation, the outcome is quite O.K.
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Isn't that applicable to many situations in life such as love and friendship?
To Gaby for the beautiful testimonial she wrote for me and to all of you who come to visit my gallery. Thank you all for your sweetness and for holding my hand along the way.
___
Para Gaby, por el precioso testimonial que escribió para mí, y para todos los que dedicais un poquito de vuestro tiempo en visitar mi galería. Muchas gracias a todos por vuestra dulzura y por llevarme de la mano a lo largo del camino.
Princeton, USA.
"AUTUMN"
"LAUTZ BROS. & (O's MARSEILLES WHITE SOAP.
Unequalled for washing flannels and woolen goods.
They will not full up or shrink. The best SOAP of HOUSEHOLD PURPOSES."
USE GLOSS SOAP
A Splendid Washer! - - - -
- - - Made Honestly! - -
- - - Does Honest Work!
ONE TRIAL WILL CONVINCE YOU THAT IT IS
By all odds the Best Cake of Soap in the Market.
It is made of the Very Best Material. It is Clean and Pure. It will not shrivel your hands or make them sore.
ASK YOUR GROCER FOR IT.
Manufactured only by LAUTZ BROS. & CO., BUFFALO, N Y
CORNELL & SMITH
GROCERS
Foreign and Domestic Fruits.
No. 19 E. Main Street,
VALPARAISO, IND.
Date: 1891
Source Type: Trade Card
Publisher, Printer: Knapp & Company
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: The proprietors of the Cornell & Smith Grocers at 19 East Main Street, today known as Lincolnway Avenue, in Valparaiso were Isaac Cornell and Ora W. Smith.
Isaac Cornell was born October 23, 1854, in Boone Township, Porter County, Indiana, the son of Ira and Emily Cornell. In 1877, Isaac married Ruth Marshall. Isaac passed away on September 18, 1930, in Valparaiso, Porter County, Indiana, and was interred in Valparaiso's Maplewood Cemetery.
Ora W. Smith was born February 4, 1859, in Indiana, the son of Joseph R. Smith and Calista Smith. Ora passed away on May 15, 1922, in Valparaiso, Porter County, Indiana, and was interred in Valparaiso's Graceland Cemetery.
Source:
Kraft & Radcliffe. 1893. Valparaiso, Porter County, Ind. City Directory 1893. Chicago, Illinois: Kraft & Radcliffe.
Copyright 2023. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
A Painted Stork eagerly looking for a fish - @ Pulicat Lake Bird Sanctuary - Andhra Pradesh, India.
IN FLICKR EXPLORE ON 7-12-2014. #465.
www.flickr.com/photos/59670248@N05/15778551060/in/explore...
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______________________________________________________________________ _______________
Pulicat lake bird sanctuary is a saline backwater lake lying along the T.N.-A.P coast; part extending to Chengalpattu district of T.N. It has an area of 481 sq.KM and it is the 2nd largest brackish water lagoon in India after Chilka lake in Orissa. The area on the TN side is 153.67 sq.km.
The Pulicat sanctuary is drained by Arni river while the Buckingham canal brings in the city’s drainage water. At the southern end is an opening on to Bay of Bengal through a shallow mouth of 200 m in width. The rest of the lake is closed by a sand bar running parallel to the Bay of Bengal in the form of the Sriharikota island.
The sanctuary has an area of 321 Sq. KM with 108 sq.KM of National Park area.
It lies within 11o 30’ N to 11o 42’ N and 76o 30’ E to 76o 45’ E.
Rainfall ranges from 800 - 2000mm. Temperature varies from 14o C to 33o C.
Altitude ranges from 100’ MSL to 1200’ MSL.
The wetlands eco system are considered as among the richest areas of bio diversity. Pulicat, by virtue of the mixing of fresh water with sea water is found to be an ideal habitat for diverse life-forms. 160 species of fish, 25 species of polychaete worms, 12 species of prawn, 19 species of mollusk and 100 speceis of birds are well documented apart from a number of other aquatic flora and fauna.
Among the most spectacular is the flamingo-a tall gaunt, white-coloured bird with a touch of pink on the wings, pink beak and legs, seen feeding in shallow water. The squat, large-billed grey pelican with gular pouch and a number of ducks are commonly seen. Flocks of sea gulls and terns circling in the sky or bobbing up and down on the water are an added attraction at pulicat. Besides, there are a number of waterside birds and waders such as curlews, stilts, plovers, sand pipers, lapwings, redshank. Egrets, herons, kites etc. are some other birds found here. The lake is also home to crabs, clams, mussels, oysters, snails, fish worms, insects, spiders, sponges, anemone, prawns, plankton and so on including rare endemic species like gilled leech, an unidentified bloodred fish, etc., Rapid siltation has caused loss of bio diversity. It is seen that mangrove opllen is found on Sriharikota Island indicating their existence some years back. Loss of mangroves may be one of the resons hastening siltation, reducing biodiversity and hence depriving fisherfolk of their livelihood.
Source : www.forests.tn.nic.in/wildbiodiversity/bs_plbs.html
Derailment of No. 13 - SUMAN, IND. Aug. 27, 1923
Suman, Indiana
Date: August 27, 1923
Source Type: Photograph
Publisher, Printer, Photographer: Unknown
Postmark: Not applicable
Collection: Steven R. Shook
Remark: Baltimore & Ohio Railroad's Engine No. 5232 was built by the Baldwin Locomotive Works in 1922. The 4-6-2 Pacific-type class P-6a locomotive had 74 inch drivers, created 210 psi, and had an overall engine plus tender wheelbase of 71.15 feet.
Remarkably, this engine was restored after the Suman, Indiana, derailment and retired from service sometime between 1955 and 1957. Gary Everhart has a photograph of this same engine in his historical photograph collection taken in 1955.
------
The following information concerning this train derailment was published in The Chesterton Tribune:
ENGINEER KILLED IN WRECK CAUSED BY WASHOUT
A washout on the B. &. O. railroad about half a mile east of Suman station on the B. & O., caused by the heavy rains of Sunday night, resulted in a serious wreck in which one man, George Novenger, the engineer lost his life; and four others received injuries. The train, No. 13, an express train of six express cars went down a twenty-foot embankment, the engine turning over and pinning the engineer underneath.
The dead:
George Novenger, 58 years old, engineer on the express; lives in Garrett.
The injured:
A. M. Farquhason, 30 years old, express messenger; lives at Deshler, O.
J. M. Sattenstein, 30 years old, special service officer for the American Railway Express; lives in Chicago.
H. A. Houtzer, 28 years old, train agent; lives in Lima, O.
N. E. Miller, 27 years old, fireman; lives in Garrett.
The train was going west. When within a mile of the fatal spot Novenger noticed a danger signal. He stopped the train and phoned for instructions, it is said. His train was then given clear passage.
When the wheels on the train began to grind the engineer began applying the brakes. It was too late, however. The road bed caved in, causing the engine and the first coach to go down the embankment. Miller, who was riding in the cab with Novenger, leaped out of the door. A heavy flow of water washed him more than two rods. He stopped when he struck a telephone pole. Novenger was entrapped in the cab. When found his head was buried downward in sand and water. The throttle of the engine had him pinioned. It was more than four hours after the wreck before Novenger's body was extricated. It was taken to Wellsboro and was to have been removed to Garrett this afternoon.
Miller suffered body bruises when he leaped from the engine. He was first to reach the engine after it overturned and made a futile attempt to rescue Novenger.
Farquhason, Sattenstein and Houtzer were riding in the second coach. This coach turned partly over. The three men were thrown against the side of the car causing minor injuries. Sattenstein stated it all happened so quickly that he or his fellow workmen did not have time to leap to safety.
"I felt that something was going to happen," Sattenstein declared. "And the first thing I knew I heard the wheels grinding. It seemed but a minute later that we felt our coach overturning. We certainly were lucky that it did not go all the way down. We suffered but minor injuries."
The wreck occurred about 12:25 o'clock. Word was immediately flashed to the nearby towns and help was sent to the scene of the accident. Early this morning a wrecker was in operation. It will probably take a few days to hoist the engine back on the right of way, officials of the railroad company stated.
Novenger has been in the employ of the Baltimore & Ohio System for more than thirty-five years. He was known as one of the most cautious engineers on the road an official of the company said this morning.
[Note: It is very likely that George Novenger's surname is misspelled in this article and should be written as Novinger.]
Source:
The Chesterton Tribune, Chesterton, Porter County, Indiana, on August 30, 1923; Volume 40, Number 25, Page 1, Column 6.
Copyright 2010. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
The Model Formally Known as Vestige.
Shot @ "model shop studio" Albuquerque, NM USA © Photo by Lloyd Thrap for Halo Media Group
All works subject to applicable copyright laws.No reproduction is authorized without written consent.
LIBERTY CENTER HIGH SCHOOL
Date: 1926
Source Type: Postcard
Publisher, Printer, Photographer: Liberty Echo (yearbook)
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: Liberty Center High School was also referred to as the Johnson School. The school was located northeast of the intersection of county roads 900 North and 50 West. The Liberty Township Volunteer Fire Department now occupies the site of the Johnson School.
Historically, Johnson School represented School District Number 5 of Liberty Township. The original Johnson School was a frame building constructed by William Babcock in 1854 at a cost of $300; the structure was also utilized as a Grange Hall. The frame structure was replaced in 1889 with a brick building built by Nathan Demass for $1,350. Due to increasing enrollments, another brick structure was built in 1913 on the same site as the 1889 school.
Owing to growth in student enrollment, the Liberty Center High School was built across 900 North from the Johnson School in 1928 and all the schools in Liberty Township were consolidated.
Sources:
George A. Ogle & Company. 1906. Standard Atlas of Porter County, Indiana. Chicago, Illinois: George A. Ogle & Company. 83 p. [see p. 15]
George A. Ogle & Company. 1921. Standard Atlas of Porter County, Indiana: Including a Plat Book of the Villages, Cities and Townships of the County. Chicago, Illinois: George A. Ogle & Company. 61 p. [see p. 26]
Goodspeed, Weston A., and Charles Blanchard. 1882. Counties of Porter and Lake, Indiana: Historical and Biographical, Illustrated. Chicago, Illinois: F. A. Battey & Company. 771 p. [see pp. 212, 213]
Hardesty, A. G. 1876. Illustrated Historical Atlas of Porter County, Indiana. Valparaiso, Indiana: A. G. Hardesty. 90 p. [see p. 73]
Junior and Senior Classes of Liberty Center High School. 1926. The Liberty Echo of 1926. Volume 3. Chesterton, Indiana: The Chesterton Tribune Job Rooms. 48 p. [see p. 4]
Lee & Lee. 1895. Lee and Lee’s Atlas of Porter County, Indiana Chicago, Illinois: Lee & Lee. 81 p. [see p. 55]
Lewis Publishing Company. 1912. History of Porter County, Indiana: A Narrative of its Historical Progress, its People and its Principal Interests. Volume I. Chicago, Illinois: Lewis Publishing Company. 357 p. [see p. 151]
The Vidette-Messenger, Valparaiso, Porter County, Indiana; August 18, 1936; Volume 10, Section 3, Pages 19-20. Column titled “Liberty High School History of Liberty Township: As Compiled by History Class and Instructors for The Vidette-Messenger.
Copyright 2020. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
LOGIE-BUCHAN, a parish, in the district of Ellon, county of Aberdeen, 2 miles (E. by S.) from Ellon; containing 713 inhabitants.
The word Logie, expressive of a low-lying spot, was given to this place on account of its applicability to the tract in which the church is situated; while the affix is descriptive of the position of the parish in that part of the county called Buchan.
Logie-Buchan Parish Church is located on the southern slope of the River Ythan valley, in gently rolling countryside with small fields, rough grazing and enclosures of trees. There is a narrow trackway and footbridge across the river a short distance to the north. The church stands in a sloping graveyard, bounded by a rubble wall. The large former manse is positioned to the south and the church itself closed recently and a new use had not been found when it was visited (2012).
A church here was granted to Aberdeen Cathedral by David II in 1361, while the current church was built in the late 18th century with later additions and alterations.
Description (exterior)
The church is a small, simple building with little architectural detailing. It is aligned roughly east-west and has harled, rubble walls and a slate roof. There are narrow strips of granite stone around the windows and doors. The church is rectangular on plan, with a small, gabled porch and a lean-to vestry at the west end.
The east elevation has a hipped or piended roof rather than a gable. There are two rectangular windows with simple timber tracery and small panes of leaded glass. There has clearly been alterations carried out at this end of the church, shown by two blocked openings, a doorway and window, in the centre of the east elevation.
The north elevation of the church has four equally-spaced rectangular windows, each with simple tracery and latticed glazing. The opposite south elevation has two larger rectangular windows, towards the centre, again with tracery and latticed glazing.
The west end of the church has a small, gabled porch with a rectangular doorway on the south side, which is the main entrance into the church. There is a rectangular window in the west gable of this porch and a tall chimney rises from the apex, serving a fireplace in the small lean-to vestry extension to the north of the porch. The church has a tall gable at the west end, topped by an ashlar-built bellcote, which has a stone ball finial.
Description (interior)
Some of the fittings remain in the church but are likely to be removed if and when a new use is found for the church, which is no longer in use.
People / Organisations:
Name RoleDates Notes
William RuxtonRecast the interior 1912
Robert MaxwellMade the church bell1728
Events:
Church built on site of older church (1787)
Porch and vestry added to west (1891)
Interior recast (1912)
Logie-Buchan is separated on the east from the German Ocean by the parish of Slains, and is intersected by the river Ythan.
The river abounds with various kinds of trout, also with salmon, eels, lounders, and mussels; and pearls are still occasionally found.
It has a ferry opposite the parish church, where its breadth at low water is about sixty yards; and two boats are kept, one for general passengers, and the other, a larger boat, for the conveyance of the parishioners to church from the northern side.
A tradition has long prevailed that the largest pearl in the crown of Scotland was obtained in the Ythan; and it appears that, about the middle of the last century, £100 were paid by a London jeweller to gentleman in Aberdeen, for pearls found in the river.
Most of the inhabitants of the district are employed in agricultural pursuits, a small brick-work recently established being the only exception.
The great north road from Aberdeen passes through the parish, and the mail and other public coaches travel to and fro daily. On another road, leading to the shipping-port of Newburgh, the tenantry have a considerable traffic in grain, lime, and coal, the last procured from England, and being the chief fuel.
The river Ythan is navigable for lighters often or twelve tons' burthen at high water. The marketable produce of the parish is sent to Aberdeen. Logie- Buchan is ecclesiastically in the presbytery of Ellon, synod of Aberdeen, and in the patronage of Mr. Buchan.
The church was built in 1787, and contains 400 sittings.
Cemeteries - Presbyterian / Unitarian
Logie Buchan Parish Church, Logie-Buchan, Church of Scotland
The church of Logie-Buchan was dedicated to St Andrew.
St Andrew's Church was built in 1787 and has been much altered. It contains a 1728 bell.
Logie-Buchan (Aberdeen, Buchan). Also known as Logie Talargy, the church was granted by David II in 1361 to the common fund of the canons of Aberdeen cathedral, and this was confirmed to the uses of the canons by Alexander, bishop of Aberdeen in 1362, both parsonage and vicarage fruits being annexed while the cure was to become a vicarage pensionary.
Although possession was obtained by the dean and chapter, this was subsequently lost, and the church had to be re-annexed in 1437, the previous arrangement being adhered to, with both parsonage and vicarage remaining annexed.
St Andrew's Kirk, 1787. Undistinguished externally, porch 1891, inside original ceiling with Adam-like centrepiece and two-light Gothic windows, part of 1912 recasting, William Buxton. Pulpit was originally in the centre of the N wall with a horseshoe gallery bearing the Buchan coat of arms (George Reid, Peterhead, carver). Monuments to Thomas (d. 1819) and Robert (d. 1825) Buchan.
Bell, 1728, Robert Maxwell. Church bought by Captain David Buchan to ensure access and survival.
Kirkyard: plain ashlar gatepiers and rubble walls; some table tombs.
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LOGIE-BUCHAN, a parish, in the district of Ellon, county of Aberdeen, 2 miles (E. by S.) from Ellon; containing 713 inhabitants.
The word Logie, expressive of a low-lying spot, was given to this place on account of its applicability to the tract in which the church is situated; while the affix is descriptive of the position of the parish in that part of the county called Buchan.
Logie-Buchan is separated on the east from the German Ocean by the parish of Slains, and is intersected by the river Ythan.
The river abounds with various kinds of trout, also with salmon, eels, lounders, and mussels; and pearls are still occasionally found.
It has a ferry opposite the parish church, where its breadth at low water is about sixty yards; and two boats are kept, one for general passengers, and the other, a larger boat, for the conveyance of the parishioners to church from the northern side.
A tradition has long prevailed that the largest pearl in the crown of Scotland was obtained in the Ythan; and it appears that, about the middle of the last century, £100 were paid by a London jeweller to gentleman in Aberdeen, for pearls found in the river.
Most of the inhabitants of the district are employed in agricultural pursuits, a small brick-work recently established being the only exception.
The great north road from Aberdeen passes through the parish, and the mail and other public coaches travel to and fro daily. On another road, leading to the shipping-port of Newburgh, the tenantry have a considerable traffic in grain, lime, and coal, the last procured from England, and being the chief fuel.
The river Ythan is navigable for lighters often or twelve tons' burthen at high water. The marketable produce of the parish is sent to Aberdeen. Logie- Buchan is ecclesiastically in the presbytery of Ellon, synod of Aberdeen, and in the patronage of Mr. Buchan.
The church was built in 1787, and contains 400 sittings.
Cemeteries - Presbyterian / Unitarian
Logie Buchan Parish Church, Logie-Buchan, Church of Scotland
The church of Logie-Buchan was dedicated to St Andrew.
St Andrew's Church was built in 1787 and has been much altered. It contains a 1728 bell.
Logie-Buchan (Aberdeen, Buchan). Also known as Logie Talargy, the church was granted by David II in 1361 to the common fund of the canons of Aberdeen cathedral, and this was confirmed to the uses of the canons by Alexander, bishop of Aberdeen in 1362, both parsonage and vicarage fruits being annexed while the cure was to become a vicarage pensionary.
Although possession was obtained by the dean and chapter, this was subsequently lost, and the church had to be re-annexed in 1437, the previous arrangement being adhered to, with both parsonage and vicarage remaining annexed.
St Andrew's Kirk, 1787. Undistinguished externally, porch 1891, inside original ceiling with Adam-like centrepiece and two-light Gothic windows, part of 1912 recasting, William Buxton. Pulpit was originally in the centre of the N wall with a horseshoe gallery bearing the Buchan coat of arms (George Reid, Peterhead, carver). Monuments to Thomas (d. 1819) and Robert (d. 1825) Buchan.
Bell, 1728, Robert Maxwell. Church bought by Captain David Buchan to ensure access and survival.
Kirkyard: plain ashlar gatepiers and rubble walls; some table tombs..
Production Date: June 28, 1967
Source Type: Photograph
Printer, Publisher, Photographer: Unknown
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: K. L. M. Royal Dutch Airlines yesterday completed the formal agreement for the purchase of three Boeing 747 superjets, the largest single equipment purchase in the carrier's history. William M. Allen, The Boeing Co. president, at head of table wearing glasses, and Dr. Gerrit van der Wal, K. L. M. president, at Allen's left, signed the agreement as 29 members of the Transportation Committee of the Dutch House of Representatives looked on. The 747s will cost K. L. M. $61 million, and delivery will begin early in 1971.
William McPherson Allen was born September 1, 1900, in Lolo, Montana. After earning a degree at the University of Montana, he enrolled at Harvard University where he earned a degree on law in 1925. In 1930, Allen joined the board of directors of Boeing Air Transport while being employed as an attorney with Donworth, Todd & Higgins, a Seattle law firm.
The unexpected death of Boeing president Philip G. Johnson in 1944 required that Boeing's chairman of the board, Claire Egtvedt, appoint a replacement. Egtvedt turned to Bill Allen, who initially refused to accept the position because he felt that he was unqualified to head the company. Allen, however, later accepted the position and served as the Chief Executive Officer (President) of The Boeing Company from September 1, 1945, to April 29, 1968. He then served as chairman of the company from 1968 to 1972.
Under William M. Allen's leadership, The Boeing Company launched the Boeing 367-80 (Dash 80), a jet-powered passenger airplane and the predecessor of the Boeing 707. Allen was also responsible for the development and launch of the Boeing 727, Boeing 737, and Boeing 747.
William M. Allen died on October 28, 1985. In 2003, an article published in Fortune ranked William McPherson Allen second among "The 10 Greatest CEOs of All Time," the top CEO being Charles Coffin, the founder of General Electric Company.
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
© 2012 Photo by Lloyd Thrap Photography for Halo Media Group
All works subject to applicable copyright laws. This intellectual property MAY NOT BE DOWNLOADED except by normal viewing process of the browser. The intellectual property may not be copied to another computer, transmitted , published, reproduced, stored, manipulated, projected, or altered in any way, including without limitation any digitization or synthesizing of the images, alone or with any other material, by use of computer or other electronic means or any other method or means now or hereafter known, without the written permission of Lloyd Thrap and payment of a fee or arrangement thereof.
No images are within Public Domain. Use of any image as the basis for another photographic concept or illustration is a violation of copyright.
Production Date: November 9, 1951
Source Type: Photograph
Printer, Publisher, Photographer: Boeing Airplane Company
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: "Roy L. Collins, Jr., Treasury Department payroll savings deputy director from Washington, D. C., explains to William M. Allen, president of the Boeing Airplane Co., and Dietrich Schmitz, Boeing director and King county savings bond chairman, the procedure for the new aircraft industry payroll savings campaign soon to get under way in Boeing platns. The campaign to sell more defense bonds is expected to raise national aircraft employee participation from 22 per cent to more than 50 per cent.
William McPherson Allen was born September 1, 1900, in Lolo, Montana. After earning a degree at the University of Montana, he enrolled at Harvard University where he earned a degree on law in 1925. In 1930, Allen joined the board of directors of Boeing Air Transport while being employed as an attorney with Donworth, Todd & Higgins, a Seattle law firm.
The unexpected death of Boeing president Philip G. Johnson in 1944 required that Boeing's chairman of the board, Claire Egtvedt, appoint a replacement. Egtvedt turned to Bill Allen, who initially refused to accept the position because he felt that he was unqualified to head the company. Allen, however, later accepted the position and served as the Chief Executive Officer (President) of The Boeing Company from September 1, 1945, to April 29, 1968. He then served as chairman of the company from 1968 to 1972.
Under William M. Allen's leadership, The Boeing Company launched the Boeing 367-80 (Dash 80), a jet-powered passenger airplane and the predecessor of the Boeing 707. Allen was also responsible for the development and launch of the Boeing 727, Boeing 737, and Boeing 747.
William M. Allen died on October 28, 1985. In 2003, an article published in Fortune ranked William McPherson Allen second among "The 10 Greatest CEOs of All Time," the top CEO being Charles Coffin, the founder of General Electric Company.
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
I shall warn you before we even begin that the title for this image is highly applicable to the writing to follow. I was interviewed by Fox12 News this morning regarding my story, my trip, my thoughts on my time in Turkey. I think it went well, the proof will be in the tape I suppose, which ought to air in the next 1-2 weeks. Don't worry too much about missing it, I will let you know more when I know more about when it will air. But it seems to have... scraped something a bit raw, or at least put me in a mood to think about the experience and now I have words that need to be excised from my head. I'll do so the way I know best.
It is true, an experience like this changes you. That much I am sure you realize, or have surmised. But those changes aren't always good changes... or at least pleasant ones. I am not sure either of those words are quite as well-chosen as I would like them to be, but they are the two that come readily to mind. Maybe it is because I am dealing with the expectations of others that this trip was this wondrous, fantastic, life-changing experience - this magnificent thing for me. And that is one place where I struggle, because in many ways it was. But in many important ways it was not about that at all. You should keep in mind that I did not go to southern Turkey to take a vacation. I went to work with child refugees fleeing from a war-torn country, sometimes carrying nothing but the emotional trauma invested in them by the horrors that men will inflict upon men (and women... and children). It is one thing, to sit here in the states and read about the revolution in Syria, to read about the horrible, awful scale of the problem. It is then another thing to have a face put to that distant, abstract, awful event - about 400 faces actually, children's faces. That is a very difficult thing to see, but such an important one too.
I have mentioned to a few friends that one of the tough things about coming home after that is everything seems trivial by comparison, which I know is an unfair judgment, because what wouldn't be trivial by comparison to what is happening to men, women and children in Syria? But still, it is frustrating to come back to the self-created and self-indulgent parades of drama and melodrama that we so frequently participate in on a daily basis. Or to the myriad distractions we use to entertain ourselves, that keep us from realizing a potential greater than ourselves. Again, yes, I know this is not an entirely fair judgment but unfortunately nor is it entirely unfair either. Because I have been in a school full of child refugees. I have seen what a difference something as small as my presence there meant. I did something relatively small (for me), which meant traveling half-way around the world, but for those children it might as well have been the whole world because that is what it meant to them. And yes, compared with the grand scale of the whole problem, it was a drop in the bucket. But you don't look at it that way or you will go crazy or do nothing from sheer overwhelming apathy. You look at the smile in front of you and realize on this small scale you have done this grand thing. And then you multiply that by 30 amazing volunteers who have sacrificed in similar ways to achieve the exact same smiling result. Or maybe you multiply it by the 400 children whose lives you are helping to affect. Either way, it rapidly becomes something that words fail to adequately describe and convey, it is something that causes the heart to swell with hope, pride, love even while you are at the edge of a storm of violence and hate, dealing with the aftermath, the jetsam of violent acts committed elsewhere. You compartmentalize this. You have to. It hurt enough as it was to leave the school on my last day, to leave the children, knowing I would be going home to my safe, comfortable ... easy life and they would still be back there in southern Turkey, in limbo, scratching out what existence their parents could put together for them.
Did I mention that all the classes that I worked with that were 10th through 12th grade were all women? You know why? Because the boys had to work. School and education was not a luxury they could afford. It gets worse though because think about the 12th grade women. They are about to graduate. But just what do you think they are going to graduate to? College or university? Not hardly. They speak more English than Turkish. Not to mention they are not even legally in the country and far from being Turkish citizens. How can they possibly even begin to enroll into any sort of higher education. So they go to work I guess, right? What does that mean? Knitting scarves in a factory I suppose. Or working in fields farming. The options are grim. Now imagine this was your daughter, your bright shining hope for the future. You bundled them up, told them they were going on a short trip, it would last a couple of weeks. That was two years ago. There isn't an end in sight. That's a tough thing to think about too.
The truth over there is not pretty at all, it is not glamorous or exciting, it isn't happy. But then again it is, because this child is standing in front of you smiling, happy to see you, excited to see you. You have made his day, his week, perhaps - hopefully - more than that. You did this by giving up so little. You took a couple weeks off of work. You fundraised for a month and a half. You spent 25 hours flying and waiting in airports. A pittance. So little accomplishing so much. And you are surrounded by these other amazing people who have made the same little sacrifice to the same great effect. And this you realize is what thirty motivated people can do. And how desperately it needs to be done.
And this is part of what you carry home. You have seen one face of the problem and you have seen one way to alleviate it. How do you not come home hoping, longing, expecting more of those around you, fairly or not? And if you detect an undercurrent of anger here, that is because there is one. How can a reasonable person not be angry at what is happening in southern Turkey, in Iraq, in Syria, where children and all other good people are forced to live in dark places. Or even be slightly angry that these problems are allowed to persist through the inaction of a majority of people, including people you know and know well.
So this is what I struggle with. I struggle with describing to people something that has to be experienced and cannot appreciably be described. I struggle with being patient with those back home as they engage their own problems or get lost in their own follies, while half a world away there are those in great need. And I struggle with finding and using the right words that may inspire those around me or push buttons (posts like this are not for your entertainment, though I suppose some will use them for little more than that) that will result in further action.
Somewhere around the world I know of 400 children who have the courage to face each day and build what future they can from rubble and waste. Who are we to not be brave enough to help them how we can?
Lover's Repose, Valparaiso University
Valparaiso, Indiana
Date: April 1920
Source Type: Photograph
Publisher, Printer, Photographer: Unknown
Postmark: Not Applicable
Collection: Brent Barber
Remark: The Valparaiso University Administration Building is visible in the background of this image.
Built in the late 1880s, the student foot bridge over the Pennsylvania Railroad tracks, which was located adjacent to the Valparaiso University campus, was commonly referred to as "Lover's Repose." The foot bridge was common location for students to socialize; it also provided access to Sager's Lake on the opposite side of the tracks from the university. If a train happened to pass under the foot bridge while a young couple was crossing, then the couple was supposed to kiss until the train had passed. The bridge was condemned by the Valparaiso Board of Works and Public Safety on June 9, 1967, and dismantled later that year. The foot bridge was condemned because parts of the wooden structure were found to be decaying and unsafe. The steel portion of the bridge was purchased and removed by Bill Wellman and placed near Wellman's Restaurant on US Highway 30. On October 8, 2005, the original steel portion of the foot bridge was relocated back onto the Valparaiso University campus, led by the Valparaiso Chapter of the American Society of Civil Engineers. This view in this image is looking south toward Sager's Lake.
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
COBOURG PORTER CO.
RES. OF H. W. FORBES
FOUNDED BY J. T. FORBES 1875.
RES. T. H. FORBES
STORE OF J. T. FORBES
FARM RESIDENCE OF H. W. FORBES
Date: 1876
Source Type: Engraving
Printer, Publisher, Photographer: Baskin, Forster & Company
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: Coburg was located in the far northeast corner of Washington Township along the Baltimore & Ohio Railroad (NW¼ of NW¼ of Section 1 and NE¼ of NE¼ of Section 2). The land on which the village was erected was originally owned by Jacob T. Forbes.
During the morning of November 16, 1874, the first commercial Baltimore & Ohio train traversed across Porter County. Forbes, who homesteaded in the area in 1854, invested in the construction of a substantial grain elevator, two or three houses, and the railroad station in anticipation of an expanding community, which failed to materialize. He named the village Coburg after a town he had resided in for many years in Ontario, Canada, of the same name.
Many of the residents of Coburg were previously residents of Steamburg, which was located just over the township line in Jackson Township. When the Baltimore & Ohio Station was constructed in Coburg, most of the area's residents moved from Steamburg to Coburg. Steamburg received its name due to several steam-powered sawmills that operated in the southeastern portion of Jackson Township.
The Coburg post office was established on May 8, 1876, and ceased operations on January 15, 1906, with service transferred to nearby Westville. An “old fashioned store offering anything from machinery to groceries” was still operating in Coburg as late as 1936.
The top panel is looking west from present day County Road 600 East.
The structure shown as "STORE" on the lower left panel was constructed by George Longshore in 1875 at a cost of $1,600.
Sources:
Andreas, Alfred T. 1876. Illustrated Historical Atlas of Indiana. Chicago, Illinois: Baskin, Forster & Company. 462 p. [p. 103]
Porter County Vidette, Valparaiso, Porter County, Indiana; September 23, 1875; Volume 19, Number 38, Page 3, Column 7. Column titled "Valparaiso Builders Out of Town."
Copyright 2019. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Exchange Bank of H. J. Perrin Exchange Bank of H. J. Perrin & Co.
MARSHALL
MICH.
THE MICHIGAN CITY AND SOUTH BEND PLANK ROAD CO.
Will Pay Five Dollars to the bearer.
No. 875, Michigan City, Ind. April 1862.
FIVE
Wm Powell Secty.
J. Sibley Pres.
Date: April 1862
Source Type: Obsolete Scrip
Publisher, Printer, Photographer: American Bank Note Company
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: Stamped in blue ink is: We guarantee payment on demand
This note is listed in Wolka et al. as 498-3 with a rarity of R-7 and in Wolka as 1575-03 with a rarity of R-6. The rarity scale ranges from R-1 to R-7, with R-7 indicating that between one and five specimens are known to exist, while an R-6 indicates that six to ten specimens are known to exist.
The following is taken from Images of America: Marshall by Susan Collins and Jane Ammeson (2007 ,p. 111):
"The largest industrialist in Marshall’s history also had his own bank called the Exchange Bank of H. J. Perrin and Company. The bank was located on the northwest corner of Hamilton Street and Michigan Avenue. The safe is still in use in the shop there today. Horace J. Perrin acquired the water rights along the Kalamazoo River. He owned the old Ketchum mill on the river. He built a distillery, a flour mill, a foundry, and machine shops in the area that is still referred to as Perrinville. Just east of his industrial empire, he built a very large home, which burned in 1972. Perrin was undoubtedly the richest man in Marshall in the 19th century."
Horace J. Perrin was born in Penfield, Monroe County, New York, on June 16, 1819, the son of Hyde Perrin. He died on January 11, 1880, at Marshall, Calhoun County, Michigan. Perrin is interred at Oakridge Cemetery in Marshall.
An act was approved on February 8, 1851, by the Indiana General Assembly to benefit the Union Plank Road Company and the Michigan City & South Bend Plank Road Company, both located in Michigan City. The act recognized both companies as (Indiana General Assembly 1851, p. 461):
"...bodies politic and corporate, by their respective names, each of them possessing all the powers of a corporation in perpetuity, and they are fully authorized to do any and all acts which may be necessary to carry out the objects and purposes of said companies…. said companies are authorized and empowered to enter into contracts and agreements with each other for their mutual accommodation whereby the gate keepers of either said roads may receive toll from, and issue tickets to persons desirous of traveling over parts of both roads…."
According to a 1909 biographical sketch of Daniel Ball, Ball formed an acquaintance with Chauncy B. Blair, a businessman and banker from Michigan City who had relocated to Chicago to establish the Merchants National Bank. Note that Blair’s brother, Lyman Blair, issued scrip from Michigan City. Prior to 1856, Chauncey B. Blair had purchased the right to issue a form of currency based upon a charter from the State of Indiana for the establishment of the Union Plank Road Company. The Union Plank Road Company was created to construct a plank road between Michigan City and Union City, Randolph County, Indiana, which are separated by a distance of 200 miles.
Bills for the Union Plank Road Company totaling an amount between $100,000 to $200,000 were soon in circulation. Observing Blair’s success, Ball decided to embark in a similar enterprise and acquired the stock of The Michigan City and South Bend Railroad Company, with a circulation based upon a charter very similar to Blairs’ Union Plank Road Company. It has been reported (Hollister 1909, p. 55) that “So largely was that form of currency [i.e., Michigan City and South Bend Railroad Company notes] used in this vicinity [Grand Rapid, Michigan] and in this part of Michigan, and so promptly was it redeemed, that it served to drive out many of the other forms of money then in vogue.” So widespread was the circulation of these notes that it was commonly referred to “Ball money” between 1857 and 1860.
The commencement of the Civil War, however, brought considerable trouble to issuers of unsecured notes, such as those notes issued by Ball, since the federal government was issuing a more secure form of money. Daniel Ball & Company began to sell assets to pay redemptions on their notes, but the quick collapse of asset values combined with the rapidly increasing circulation of a national currency made an impossibility of this task. Acceptance of a national currency combined with a rapid disuse of unsecured notes became so overwhelming to Ball that he placed all his personal property and the assets of Daniel Ball & Company in the hands of Judge Solomon Lewis Withey on October 4, 1861, to protect it from creditors. At this time, the total circulation of notes associated with the Michigan City and South Bend Plank Road Company amounted to $22,000.
It is believed that The Exchange Bank of Horace J. Perrin & Company took control of assets of The Michigan City and South Bend Railroad Company at some point between October 1861 and April 1862, and possibly other assets, if any existed, of Daniel Ball & Company. It is known for certain that all unsecured notes in circulation issued by Ball for the plank road had been retired and paid in full by 1863. Hence, Perrin likely issued his own unsecured notes in April 1862 to resurrect The Michigan City and South Bend Plank Road Company.
Little is known as to whether this plank road company actually established a road between the communities of Michigan City and South Bend - or even partial segments of a road. Research has yielded little information on this company.
Note that this obsolete scrip is often misidentified as "The Exchange Bank of A. J. Perrin & Co." rather than H. J. Perrin, most likely due to the use of a serif font.
Source Information:
Collins, Susan, and Jane Ammeson. 2007. Images of America: Marshall. Charleston, South Carolina: Arcadia Publishing. 128 p.
The Detroit Free Press, Detroit, Wayne County, Michigan; October 9, 1861; Volume 25, Number 115, Page 4, Column 2. Column titled “Suspension of Daniel Ball & Co.”
Hollister, Harvey J. 1909. Daniel Ball as a Banker. Publications of the Historical Society of Grand Rapids 1(4):51-59.
Indiana General Assembly. 1851. Local Laws of the State of Indiana, Passed at the Thirty-Fifth Session of the General Assembly. Indianapolis, Indiana: J. P. Chapman. 592 p.
Wolka, Wendell. 2018. A History of Indiana Obsolete Bank Notes and Scrip. Sun City Center, Florida: Wendell Wolka. 900 p. [see pp. 539-540]
Wolka, Wendell A., Jack M. Vorhies, and Donald A. Schramm. 1978. Indiana Obsolete Notes and Scrip. Iola, Wisconsin: Krause Publications. 306 p. [see p. 171]
Copyright 2018. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
+++ 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:
During the interwar period, the U.S. Navy Command had placed considerable emphasis upon the role of armed aerial reconnaissance aircraft. To meet this interest, during 1931, the young Great Lakes Aircraft Company (founded in 1929 in Cleveland, Ohio) decided to embark on the development of a new naval combat aircraft to meet this role. The new aircraft, which was designated as the SBG, was a relatively modern all-metal design, even though some conservative traits like a fixed landing gear were kept.
The SBG was a low-wing cantilever monoplane, featuring all-metal, metal-covered construction. The crew of three consisted of a pilot, a bombardier and a rear gunner. The bombardier's combat station was situated in a gondola underneath the hull. The pilot was positioned well forward in the fuselage with an excellent field of view, within a fully enclosed, air-conditioned and heated cockpit, while the observer was seated directly behind him and could descend into the ventral gondola during applicable parts of a given mission, where he had an unobstructed field of view underneath the aircraft. A lookout station at the gondola’s front end could be outfitted with a bombsight.
The fixed undercarriage was covered with spats and comprised a pair of cantilever struts and single tail wheel, all of which were outfitted with pneumatic shock absorbers. One of the more unusual features of the SBG was the design of its three-piece low-mounted wing: In order to produce a wing that was both light and strong, the wing construction combined a revolutionary heavy-gauge corrugated duralumin center box and a multi-cellular trailing edge, along with a partially stressed exterior skin composed of duralumin. It was one of the earliest implementations of a metal sandwich structure in the field of aviation. Furthermore, the wings could, for storage on carriers, be manually folded back, just outside of the landing gear.
The fuselage of the SBG had an oval-section structure, composed of a mixture of duralumin frames and stringers, which were strengthened via several struts on the middle section. The fuselage exterior was covered with smooth duralumin sheet, which was internally reinforced in some areas by corrugated sheeting. The rear fuselage featured a semi-monocoque structure. A cantilever structure composed of ribs and spars was used for the tail unit; fin and tail plane were covered by duralumin sheeting, while the rudder and elevators had finely corrugated exterior surfaces.
The SBG’s original powerplant was a Pratt & Whitney R-1830-64 Twin Wasp radial engine of 850 hp (630 kW). The aircraft's offensive payload consisted of bombs. These were carried externally underneath the fuselage and the wings, using racks; the maximum load was a single 1,935 lb. (878 kg) Bliss-Leavitt Mark 13 aerial torpedo or 1,500 lb. (700 kg) of bombs, including a single 1,000 lb. (450 kg) bomb under the fuselage and up to 200 lb. under the outer wings.
The SBG was also armed with several machine guns, including rearward-facing defensive ventral and dorsal positions, each outfitted with a manual .30 in (7.62 mm) Browning machine gun. Another fixed machine gun fired, synchronized with the engine, forward through the propeller arc.
The first XSBG-1 prototype, which was christened “Prion” by Great Lakes, was ready in early 1934 and made its maiden flight on 2nd of April. While the aircraft handled well, esp. at low speed, thanks to generously dimensioned flaps, it soon became clear that it was seriously underpowered. Therefore, Great Lakes tried to incorporate a more powerful engine. The choice fell on the new Pratt & Whitney R-2180-A Twin Hornet. However, the bigger and heavier engine called for considerable changes to the engine mount and the cowling. The R-2180 also precluded the fixed machine gun, so it was, together with the synchronization gearbox, deleted. Instead, a pair of .30 in machine guns were added to the spats, which were deepened in order to take the weapons and the magazines.
Furthermore, the heavier engine shifted the aircraft’s center of gravity forward, so that the tail section had to be lengthened by roughly 1’ and the tail surfaces were enlarged, too. Various other alterations were made to the wings, including the adoption of more effective slotted ailerons, improved flaps and center-section slots. The latter feature served to smooth the airflow over the tail when flown at high angles of incidence. However, despite these changes, the SBG’s good handling did not suffer, and the modified XSBG-2 took to the air for the first time in late 1935, with a much better performance.
Satisfied with the changes, the US Navy's Bureau of Aeronautics (BuAer) placed an initial order for 54 SBG-2s in 1936 with the aircraft entering service during 1938, serving on USS Yorktown and Enterprise. However, faults were discovered with the Mark XIII torpedo at this point. Many were seen to hit the target yet failed to explode; there was also a tendency to run deeper than the set depth. It took over a year for the defects to be corrected. Another problem of the SBG when carrying the torpedo was the aimer’s position, which was located directly behind the weapon and obstructed the bomb aimer’s field of view forward. When deploying bombs from higher altitudes, this was not a problem at all, but as a consequence the SBG rarely carried torpedoes. Therefore, a second order of 48 aircraft (designated SBG-3) were pure bombers. These lacked any torpedo equipment, but they received a ventral displacement yoke that allowed to deploy bombs in a shallow dive and release them outside of the propeller arc. Furthermore, the bomb aimer/observer station received a more generous glazing, improving the field of view and offering the prone crewman in this position more space and comfort. Another modification was the reinforcement of the underwing hardpoints, so that these could now carry stores of up to 325 lb each or, alternatively, drop tanks. While the total payload was not changed, the SBG-3 could carry and deploy up to three depth charges against submarines, and the extended range was a welcome asset for reconnaissance missions.
In prewar use, SBG units were engaged in training and other operational activities and were gradually approaching the end of their useful service life with at least one aircraft being converted to target tug duty. By 1940, the US Navy was aware that the SBG had become outclassed by the fighters and bombers of other nations and a replacement was in the works, but it was not yet in service when the US entered World War II. By then, attrition had reduced their numbers to just over 60 aircraft, and with the arrival of the Curtiss SB2C “Helldiver” in December 1942, the obsolete SBGs were retired.
General characteristics:
Crew: 3
Length: 31 ft 9 in (9.682 m)
Wingspan: 45 ft 9 in (13.95 m)
Height: 10 ft 10 in (3.3 m)
Wing area: 288 sq ft (26.8 m²)
Empty weight: 4,251 lb. (1,928 kg)
Gross weight: 6,378 - 6,918 lb. (2,893 - 3,138 kg) for reconnaissance missions
7,705 - 7,773 lb (3,495 - 3,526 kg) for bombing missions
Fuel capacity: 200 US gal (740 l; 160 imp gal) in six wing tanks plus
7.9 US gal (30 l; 6.6 imp gal) in a gravity feed collector tank in the fuselage
18 US gal (70 l; 15 imp gal) of engine oil was also carried in a forward fuselage tank
Powerplant:
1 × Pratt & Whitney R-2180-A Twin Hornet 14 cylinder radial engine with 1,200 hp (865 kW),
driving a 3-bladed Hamilton-Standard Hydromatic, 11 ft 3 in (3.43 m) diameter constant-speed
fully-feathering propeller
Performance:
Maximum speed: 245 mph (395 km/h, 213 kn) at 3,650 m (11,980 ft)
210 mph (338 km/h, 183 kn) at sea level
Stall speed: 110 km/h (68 mph, 59 kn)
Range: 1,260 km (780 mi, 680 nmi)
Service ceiling: 7,300 m (24,000 ft)
Time to altitude: 2,000 m (6,600 ft) in 4 minutes
4,000 m (13,000 ft) in 11 minutes 10 seconds
Wing loading: 116 kg/m² (24 lb/sq ft) to 130 kg/m2 (27 lb/sq ft)
Power/mass: 6.3–6.8 kg/kW (10.4–11.2 lb/hp)
Armament:
2x fixed forward firing 0.30 “ (7.62 mm) Browning machine guns in the spats, firing forward,
plus 2x flexibly mounted 0.30 “ (7.62 mm) Browning machine guns in ventral and dorsal positions
A total of up to 1,500 lb (700 kg) of bombs on hardpoints under the fuselage (max. 1.000 lb; the SCG-2
could carry a single Mk. XIII torpedo) and under the wings (max. 325 lb per hardpoint, SCG-2 only 200 lb)
The kit and its assembly:
I had the idea to convert a PZL.23 into a carrier-borne light bomber on the agenda for a long time and also already a Heller kit stashed away – but it took the “In the Navy” group build at whatifmodelers.com in early 2020 to dig everything out from the stash and start the hardware phase.
Originally, this was inspired by a picture of a Ju 87D with USN “Yellow wings” markings which I came across while doing online research. This looked really good, but since the USN would never have accepted a liquid-cooled engine on one of its pre-WWII aircraft, the concept had IMHO some flaws. When I came across the PZL.23 in another context, I found that the aircraft, with its cockpit placed well forward and the generous window area, could also be a good carrier-based recce/light bomber/torpedo aircraft? This was the conceptual birth of the SBG.
The basis is the vintage, original Heller kit of the PZL.23: a VERY nice kit. It has been crisply molded, fit is very good, and even the interior detail is decent, e.g. with a nice fuselage structure and dashboard. Surface details are raised but very fine, and the styrene is also easy to handle.
Basically the PZL.23 was built OOB. The only changes I made are a crew of three figures (all Matchbox WWII pilots, two of them with their heads in different directions), a tail wheel instead of the original skid, an opening for an arrester hook under the fin (there’s even plausible space available!) and a new engine: the PZL.23’s bulky 9 cylinder Jupiter radial engine with its generous cowling and the two-blade propeller was completely replaced. The engine dummy is actually a matching R-2600 and comes from a Matchbox SB2C, even though its rear bulkhead was trimmed away so that it would fit into the new cowling. The latter came from an Italeri La-5FN, cut off long time ago from another conversion project, and I added a carburetor/oil cooler fairing underneath. Inside of the new engine I implanted a styrene tube which attaches the engine to the fuselage and also takes the metal axis of the new propeller, a (rather clumsy) donor from a Matchbox Douglas A-20G. The whole package works well, though, and gives the PZL.23 a more modern and different look.
A late modification is the glasshouse for the rear gunner. Since the PZL.23 offered considerable comfort for its crew, at least for pilot and observer, I thought that a closed rear position would make sense. I found an old rear gunner station glaizing from a vintage Airfix B-17G in the stash, and with some tailoring (including an opening for the OOB manual machine gun) the piece could be inserted into the fuselage opening. Small gaps were left, but these were simply filled with white glue. I think this was a good move, since it changes the PZL.23’s profile a little.
Other small cosmetic changes include the machine guns instead of the original large landing lights on the spats, an additional antenna mast and a cranked pitot, made from brass wire. Furthermore, I added small underwing bomb pylons and a ventral hardpoint with a scratched swing arm and a 500 lb iron bomb from an Academy kit.
Painting and markings:
For proper anachronism and some color in the shelf, I wanted the SBG to be a pre-WWII aircraft in the USN’s bright “Yellow Wings” markings, just like the Ju 87 mentioned above. As a slight twist, the fuselage was finished in all-over Light Gull Grey (FS 36440, Humbrol 40) instead of a NMF – some aircraft like F4Bs were finished this way, even though some fabric-covered parts were still painted with alu dope. In 1940, however, the bright colors would be replaced by a uniform light grey livery with subdued markings, anyway.
The aircraft’s individual markings were a bit tricky, because the USN has a very complicated color code system to identify not only the carrier to which an aircraft would belong, color markings would also identify the individual aircraft within a full squadron of 18 aircraft and its six sections. I won’t go into details, but I chose to depict the lead aircraft of section two of the scout bomber squadron on board of USS Enterprise.
For this carrier, the tail surfaces became blue (I used Modelmaster French Blue for the authentic “True Blue”), while the 2nd section had white aircraft markings on fuselage and wings. The lead aircraft (connected with the individual aircraft code “4”) had a full ring marking around the cowling. The fuselage band seems to be rather optional on bomber aircraft (more frequent on fighters?), but I eventually decided to add it - pictures suggest that probably only lead aircraft of a Section in the scout or torpedo squadrons carried this marking?
Like the cowling ring, it was painted with white and then black borders were added with decal strips. The wings were painted with Revell 310 (Lufthansa Yellow, RAL 1028), which is a pretty rich tone, and the section markings on top of them were fully created with decal material, a white 5mm stripe over a black 6mm stripe on each wing.
The aircraft’s tactical code was created from single US 45° numbers; the “S” had to be scratched from an “8”, since the decal sheet did not contain letters… Other decals were gathered from the scrap box and improvised.
After the free-standing exhaust pipes had been fixed, the kit received a light weathering treatment and was finally sealed with a coat of semi-matt acrylic varnish (Italeri semi-gloss with some matt varnish added).
A colorful aircraft model, and the transformation from a Polish light bomber into an American armed scout aircraft worked well – for an interesting result with that anachronistic touch that many interwar designs carried. However, even though the conversion has been conceptually successful, I am not happy with the finish. The glossy Humbrol paints I used refused to cure properly, and the decals were also not without problems (e.g. when you realize that the roundels you wanted to use had a poor opacity, so that the yellow underneath shines blatantly through). But despite a lot of improvisation, the outcome is quite O.K.
+++ 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:
During the interwar period, the U.S. Navy Command had placed considerable emphasis upon the role of armed aerial reconnaissance aircraft. To meet this interest, during 1931, the young Great Lakes Aircraft Company (founded in 1929 in Cleveland, Ohio) decided to embark on the development of a new naval combat aircraft to meet this role. The new aircraft, which was designated as the SBG, was a relatively modern all-metal design, even though some conservative traits like a fixed landing gear were kept.
The SBG was a low-wing cantilever monoplane, featuring all-metal, metal-covered construction. The crew of three consisted of a pilot, a bombardier and a rear gunner. The bombardier's combat station was situated in a gondola underneath the hull. The pilot was positioned well forward in the fuselage with an excellent field of view, within a fully enclosed, air-conditioned and heated cockpit, while the observer was seated directly behind him and could descend into the ventral gondola during applicable parts of a given mission, where he had an unobstructed field of view underneath the aircraft. A lookout station at the gondola’s front end could be outfitted with a bombsight.
The fixed undercarriage was covered with spats and comprised a pair of cantilever struts and single tail wheel, all of which were outfitted with pneumatic shock absorbers. One of the more unusual features of the SBG was the design of its three-piece low-mounted wing: In order to produce a wing that was both light and strong, the wing construction combined a revolutionary heavy-gauge corrugated duralumin center box and a multi-cellular trailing edge, along with a partially stressed exterior skin composed of duralumin. It was one of the earliest implementations of a metal sandwich structure in the field of aviation. Furthermore, the wings could, for storage on carriers, be manually folded back, just outside of the landing gear.
The fuselage of the SBG had an oval-section structure, composed of a mixture of duralumin frames and stringers, which were strengthened via several struts on the middle section. The fuselage exterior was covered with smooth duralumin sheet, which was internally reinforced in some areas by corrugated sheeting. The rear fuselage featured a semi-monocoque structure. A cantilever structure composed of ribs and spars was used for the tail unit; fin and tail plane were covered by duralumin sheeting, while the rudder and elevators had finely corrugated exterior surfaces.
The SBG’s original powerplant was a Pratt & Whitney R-1830-64 Twin Wasp radial engine of 850 hp (630 kW). The aircraft's offensive payload consisted of bombs. These were carried externally underneath the fuselage and the wings, using racks; the maximum load was a single 1,935 lb. (878 kg) Bliss-Leavitt Mark 13 aerial torpedo or 1,500 lb. (700 kg) of bombs, including a single 1,000 lb. (450 kg) bomb under the fuselage and up to 200 lb. under the outer wings.
The SBG was also armed with several machine guns, including rearward-facing defensive ventral and dorsal positions, each outfitted with a manual .30 in (7.62 mm) Browning machine gun. Another fixed machine gun fired, synchronized with the engine, forward through the propeller arc.
The first XSBG-1 prototype, which was christened “Prion” by Great Lakes, was ready in early 1934 and made its maiden flight on 2nd of April. While the aircraft handled well, esp. at low speed, thanks to generously dimensioned flaps, it soon became clear that it was seriously underpowered. Therefore, Great Lakes tried to incorporate a more powerful engine. The choice fell on the new Pratt & Whitney R-2180-A Twin Hornet. However, the bigger and heavier engine called for considerable changes to the engine mount and the cowling. The R-2180 also precluded the fixed machine gun, so it was, together with the synchronization gearbox, deleted. Instead, a pair of .30 in machine guns were added to the spats, which were deepened in order to take the weapons and the magazines.
Furthermore, the heavier engine shifted the aircraft’s center of gravity forward, so that the tail section had to be lengthened by roughly 1’ and the tail surfaces were enlarged, too. Various other alterations were made to the wings, including the adoption of more effective slotted ailerons, improved flaps and center-section slots. The latter feature served to smooth the airflow over the tail when flown at high angles of incidence. However, despite these changes, the SBG’s good handling did not suffer, and the modified XSBG-2 took to the air for the first time in late 1935, with a much better performance.
Satisfied with the changes, the US Navy's Bureau of Aeronautics (BuAer) placed an initial order for 54 SBG-2s in 1936 with the aircraft entering service during 1938, serving on USS Yorktown and Enterprise. However, faults were discovered with the Mark XIII torpedo at this point. Many were seen to hit the target yet failed to explode; there was also a tendency to run deeper than the set depth. It took over a year for the defects to be corrected. Another problem of the SBG when carrying the torpedo was the aimer’s position, which was located directly behind the weapon and obstructed the bomb aimer’s field of view forward. When deploying bombs from higher altitudes, this was not a problem at all, but as a consequence the SBG rarely carried torpedoes. Therefore, a second order of 48 aircraft (designated SBG-3) were pure bombers. These lacked any torpedo equipment, but they received a ventral displacement yoke that allowed to deploy bombs in a shallow dive and release them outside of the propeller arc. Furthermore, the bomb aimer/observer station received a more generous glazing, improving the field of view and offering the prone crewman in this position more space and comfort. Another modification was the reinforcement of the underwing hardpoints, so that these could now carry stores of up to 325 lb each or, alternatively, drop tanks. While the total payload was not changed, the SBG-3 could carry and deploy up to three depth charges against submarines, and the extended range was a welcome asset for reconnaissance missions.
In prewar use, SBG units were engaged in training and other operational activities and were gradually approaching the end of their useful service life with at least one aircraft being converted to target tug duty. By 1940, the US Navy was aware that the SBG had become outclassed by the fighters and bombers of other nations and a replacement was in the works, but it was not yet in service when the US entered World War II. By then, attrition had reduced their numbers to just over 60 aircraft, and with the arrival of the Curtiss SB2C “Helldiver” in December 1942, the obsolete SBGs were retired.
General characteristics:
Crew: 3
Length: 31 ft 9 in (9.682 m)
Wingspan: 45 ft 9 in (13.95 m)
Height: 10 ft 10 in (3.3 m)
Wing area: 288 sq ft (26.8 m²)
Empty weight: 4,251 lb. (1,928 kg)
Gross weight: 6,378 - 6,918 lb. (2,893 - 3,138 kg) for reconnaissance missions
7,705 - 7,773 lb (3,495 - 3,526 kg) for bombing missions
Fuel capacity: 200 US gal (740 l; 160 imp gal) in six wing tanks plus
7.9 US gal (30 l; 6.6 imp gal) in a gravity feed collector tank in the fuselage
18 US gal (70 l; 15 imp gal) of engine oil was also carried in a forward fuselage tank
Powerplant:
1 × Pratt & Whitney R-2180-A Twin Hornet 14 cylinder radial engine with 1,200 hp (865 kW),
driving a 3-bladed Hamilton-Standard Hydromatic, 11 ft 3 in (3.43 m) diameter constant-speed
fully-feathering propeller
Performance:
Maximum speed: 245 mph (395 km/h, 213 kn) at 3,650 m (11,980 ft)
210 mph (338 km/h, 183 kn) at sea level
Stall speed: 110 km/h (68 mph, 59 kn)
Range: 1,260 km (780 mi, 680 nmi)
Service ceiling: 7,300 m (24,000 ft)
Time to altitude: 2,000 m (6,600 ft) in 4 minutes
4,000 m (13,000 ft) in 11 minutes 10 seconds
Wing loading: 116 kg/m² (24 lb/sq ft) to 130 kg/m2 (27 lb/sq ft)
Power/mass: 6.3–6.8 kg/kW (10.4–11.2 lb/hp)
Armament:
2x fixed forward firing 0.30 “ (7.62 mm) Browning machine guns in the spats, firing forward,
plus 2x flexibly mounted 0.30 “ (7.62 mm) Browning machine guns in ventral and dorsal positions
A total of up to 1,500 lb (700 kg) of bombs on hardpoints under the fuselage (max. 1.000 lb; the SCG-2
could carry a single Mk. XIII torpedo) and under the wings (max. 325 lb per hardpoint, SCG-2 only 200 lb)
The kit and its assembly:
I had the idea to convert a PZL.23 into a carrier-borne light bomber on the agenda for a long time and also already a Heller kit stashed away – but it took the “In the Navy” group build at whatifmodelers.com in early 2020 to dig everything out from the stash and start the hardware phase.
Originally, this was inspired by a picture of a Ju 87D with USN “Yellow wings” markings which I came across while doing online research. This looked really good, but since the USN would never have accepted a liquid-cooled engine on one of its pre-WWII aircraft, the concept had IMHO some flaws. When I came across the PZL.23 in another context, I found that the aircraft, with its cockpit placed well forward and the generous window area, could also be a good carrier-based recce/light bomber/torpedo aircraft? This was the conceptual birth of the SBG.
The basis is the vintage, original Heller kit of the PZL.23: a VERY nice kit. It has been crisply molded, fit is very good, and even the interior detail is decent, e.g. with a nice fuselage structure and dashboard. Surface details are raised but very fine, and the styrene is also easy to handle.
Basically the PZL.23 was built OOB. The only changes I made are a crew of three figures (all Matchbox WWII pilots, two of them with their heads in different directions), a tail wheel instead of the original skid, an opening for an arrester hook under the fin (there’s even plausible space available!) and a new engine: the PZL.23’s bulky 9 cylinder Jupiter radial engine with its generous cowling and the two-blade propeller was completely replaced. The engine dummy is actually a matching R-2600 and comes from a Matchbox SB2C, even though its rear bulkhead was trimmed away so that it would fit into the new cowling. The latter came from an Italeri La-5FN, cut off long time ago from another conversion project, and I added a carburetor/oil cooler fairing underneath. Inside of the new engine I implanted a styrene tube which attaches the engine to the fuselage and also takes the metal axis of the new propeller, a (rather clumsy) donor from a Matchbox Douglas A-20G. The whole package works well, though, and gives the PZL.23 a more modern and different look.
A late modification is the glasshouse for the rear gunner. Since the PZL.23 offered considerable comfort for its crew, at least for pilot and observer, I thought that a closed rear position would make sense. I found an old rear gunner station glaizing from a vintage Airfix B-17G in the stash, and with some tailoring (including an opening for the OOB manual machine gun) the piece could be inserted into the fuselage opening. Small gaps were left, but these were simply filled with white glue. I think this was a good move, since it changes the PZL.23’s profile a little.
Other small cosmetic changes include the machine guns instead of the original large landing lights on the spats, an additional antenna mast and a cranked pitot, made from brass wire. Furthermore, I added small underwing bomb pylons and a ventral hardpoint with a scratched swing arm and a 500 lb iron bomb from an Academy kit.
Painting and markings:
For proper anachronism and some color in the shelf, I wanted the SBG to be a pre-WWII aircraft in the USN’s bright “Yellow Wings” markings, just like the Ju 87 mentioned above. As a slight twist, the fuselage was finished in all-over Light Gull Grey (FS 36440, Humbrol 40) instead of a NMF – some aircraft like F4Bs were finished this way, even though some fabric-covered parts were still painted with alu dope. In 1940, however, the bright colors would be replaced by a uniform light grey livery with subdued markings, anyway.
The aircraft’s individual markings were a bit tricky, because the USN has a very complicated color code system to identify not only the carrier to which an aircraft would belong, color markings would also identify the individual aircraft within a full squadron of 18 aircraft and its six sections. I won’t go into details, but I chose to depict the lead aircraft of section two of the scout bomber squadron on board of USS Enterprise.
For this carrier, the tail surfaces became blue (I used Modelmaster French Blue for the authentic “True Blue”), while the 2nd section had white aircraft markings on fuselage and wings. The lead aircraft (connected with the individual aircraft code “4”) had a full ring marking around the cowling. The fuselage band seems to be rather optional on bomber aircraft (more frequent on fighters?), but I eventually decided to add it - pictures suggest that probably only lead aircraft of a Section in the scout or torpedo squadrons carried this marking?
Like the cowling ring, it was painted with white and then black borders were added with decal strips. The wings were painted with Revell 310 (Lufthansa Yellow, RAL 1028), which is a pretty rich tone, and the section markings on top of them were fully created with decal material, a white 5mm stripe over a black 6mm stripe on each wing.
The aircraft’s tactical code was created from single US 45° numbers; the “S” had to be scratched from an “8”, since the decal sheet did not contain letters… Other decals were gathered from the scrap box and improvised.
After the free-standing exhaust pipes had been fixed, the kit received a light weathering treatment and was finally sealed with a coat of semi-matt acrylic varnish (Italeri semi-gloss with some matt varnish added).
A colorful aircraft model, and the transformation from a Polish light bomber into an American armed scout aircraft worked well – for an interesting result with that anachronistic touch that many interwar designs carried. However, even though the conversion has been conceptually successful, I am not happy with the finish. The glossy Humbrol paints I used refused to cure properly, and the decals were also not without problems (e.g. when you realize that the roundels you wanted to use had a poor opacity, so that the yellow underneath shines blatantly through). But despite a lot of improvisation, the outcome is quite O.K.
Gangolihat Kalika Mata Temple - Pithoragarh District, Uttarakhand, India.
IN FLICKR EXPLORE ON 08-04-2014. www.flickr.com/photos/59670248@N05/13720941813/in/explore...
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Gangolihat is a small Himalayan hill town in the Pithoragarh district of Uttarakhand, India. It is tehsil and sub divisional headquarters of the district. Gangolihat is famous for its Shakti Peethas of Hat Kalika of goddess Kali. Nearby at 'Patal Bhubneshwar', underground caves are major tourist attraction. Also nearby are the tiny hill stations of Chaukori and Berinag.From Gangolihat Panchchuli peaks and Nanda Devi are clearly visible.
Gangolihat is located at
29.48°N 80.05°E. It has an average elevation of 1,760 metres (5,773 feet). It is 78 km from Pithoragarh. The main town is at a hill top. The region is surrounded by two rivers Saryu and Ramganga. Which meet at Ghat at the foothill of the region. These two rivers make it like a Garland on the shoulders of mighty Himalaya. These two rivers gave the name to the region Gang (River in local dialect) + Awali (Garland) making Gangawali. Which became Gangoli later on. and Hat were the main markets/ gathering place for local people in past. Which made the name of Gangolihat.
Gangolihat is native of Pant Brahmins mainly. Along with Pant's, Joshi's, Upreti's, Pathak's, Mahar's, Negi's, Bisht, Rawal's, Verma's, Shah and Aryas are other major surnames found.
Gangolihaat is famous for its ancient temples and underground caves. 'Haat Kalika', 'Ambika Dewaal', 'Chamunda Mandir', 'Vaishnavi Mandir' are some of the famous temples here. 'Vaishnavi Mandir' is a special one because from here one can clearly view the Himalayas. This temple is situated on a mountain that is called 'Shail Parvat', which is notable in Hindu holy books.
There are many beautiful underground caves in Gangolihaat. 'Patal Bhuvneshwar', 'Shailashwer Gufa' and 'Mukteshwar Gufa' are most notable ones. A new underground cave has been also found recently and that is called 'Bholeshwar Gufa'.
'Haat Kalika Mandir' was chosen by Adi Guru Sankaracharya for installation of Mahakali Shaktipeeth. It is believed that the Original Goddes Kalika Mata, which supposed to be in West Bangal, shifted her place form Bangal to Gangolihat. This Temple is very famous all over the India, specially among Indian Armed Forces. Posthumous Param Veer Chakra award winner Capt. Bikram Batra was a great devotee of Goddess. The goddess Mahakali is the designated goddess of brave Kumaun Regiment which proved its unmatched bravery and patriotism during all major wars fought by India. Kumaun regiment has created an Army Rest House near the Temple for Army Personnel, who come Gangloihat to get the blessing of Goddess.
There are historical monuments made during 8-11th century near the famous temple. Which is a site preserved by Archaeological Survey of India (ASI). It depicts the nervelessness of the artistic creation at that time.
The highest peak in the range, Lankeshwar is a great picnic place. The view of greenery rich valleys of Kumaun Himalayas from this hilltop is memorable and heavenly.
SOURCE : en.wikipedia.org/wiki/Gangolihat
Idol of Goddess Durga of our Association - South Madras Cultural Association -2018.
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Durga, in Sanskrit means - She who is incomprehensible or difficult to reach. Goddess Durga is a form of Sakti worshiped for her gracious as well as terrifying aspect. Mother of the Universe, she represents the infinite power of the universe and is a symbol of a female dynamism. The manifestation of Goddess Durga is said to emerge from Her formless essence and the two are inseparable.
The celebrations of Durga puja have references in Indian literature from the 12th century. Earlier the festival was performed only by the rich and powerful people like kings and feudal lords, but today the entire community celebrates Durga Puja.
Celebrated in month of Ashwin of the Hindu calendar (September / October), Goddess Durga (also referred to as "Maa Durga") is worshipped along with her four children - Kartik (The Protector), Ganesh (who symolizes prosperity), Lakshmi (who symbolizes wealth) and Saraswati (who symbolizes knowledge). Her four children complete the manifestation of Goddess Durga.
On the last day of the ten days of the puja, Goddess Durga who represents ‘shakti’ or power, kills the demon Mahishasura and thereby reinstates the triumph of good over evil.
The tenth day, Vijaya Dasami, marks the triumphant ovation of the soul at having attained liberation while living in this world, through the descent of knowledge by the Grace of Goddess Saraswati. The soul rests in his own Supreme Self or Satchidananda Brahman. This day celebrates the victory, the achievement of the goal. The banner of victory flies aloft. Lo! I am He! I am He!
It is on this day, the last and the tenth day, this picture was taken in Chennai during / after the traditional ritual to bid a goodbye.
Source : Internet.
modelshopstudio™
© 2015 Photo by Lloyd Thrap Photography
for Halo Media Group
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Elk River State Bank
Elk River, Clearwater County, Idaho
Date: 1929
Source Type: Stock Certificate
Publisher, Printer, Photographer: Shaw and Borden Company
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: Elk River State Bank, located in Elk River, Clearwater County, Idaho, was incorporated in the State of Idaho on July 3, 1911. The company forfeited its corporate status on November 30, 1932, due to inactivity.
The cashier signing this stock certificate was William Henry Belideau. Belideau was born March 24, 1881, and died February 7, 1943, in Eugene, Lane County, Oregon; he was a pharmacist at the time of his death and resided in Halsey, Linn County, Oregon. William is buried at Forest Lawn Memorial Park in Glendale, Los Angeles County, California.
The president signing this stock certificate was Allison White Laird, a lumberman and early leader of the Potlatch Lumber Company, known today [2021] as PotlatchDeltic. Laird was born in December 1863 in Winona, Winona County, Minnesota, and died on April 30, 1931, at Los Angeles, Los Angeles County, California. He is interred at Forest Lawn Memorial Park in Glendale, Los Angeles County, California. Laird Park in Latah County, Idaho, is named in honor of A. W. Laird.
The owner of this stock certificate, Hulda Sandberg Bloom, was the wife of Andrew Bloom; Andrew served as the vice president and a director of the Elk River State Bank till his death on December 27, 1927, at Spokane, Spokane County, Washington. Andrew Bloom was born in Stockholm, Sweden, March 12, 1867, and came to the United States in 1882. In 1902, Bloom was superintendent of the St. Joe Boom and Development Company operating out of Coeur d'Alene and Harrison in Kootenai County, Idaho. In 1910, Bloom was appointed to the superintendent position for the Potlatch Lumber Company's Elk River Division.
Likely due to effects of the Great Depression, the Elk River State Bank was taken over by the Potlatch State Bank of Potlatch, Latah County, Idaho, in 1931.
Source:
The Spokesman-Review, Spokane, Spokane County, Washington; January 1, 1928; Volume 45, Number 232, Page 12, Column 7. Column titled "Honor Memory of Departed. Lumber Plant and Stores Close During Funeral of Andrew Bloom."
Copyright 2021. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
5 CENTS
THIS
College Currency
GOOD FOR
FIVE CENTS IN THE
ACTUAL BUSINESS
DEPARTMENT
C. W. Boucher, Cashier
H. B. Brown, President
5
Date: Circa 1875-1900
Source Type: Obsolete Scrip
Publisher, Printer, Photographer: Ames
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: The Northern Indiana Normal School and Business Institute, which operated from 1873 through 1900, later to be renamed Valparaiso College in 1900, and then renamed again as Valparaiso University in 1906, issued scrip as a form of trade. The Institute's Commercial College is known to have issued scrip in denominations of 1¢, 2¢, 5¢, 10¢, 25¢, 50¢, $1, $2, $10, $20, $50, $100, $500, $1,000, and $5,000, which was fictitiously backed by its deposits held in the First National Bank located in Chicago, Cook County, Illinois, or the Merchants Commercial Bank of Cleveland, Cuyahoga County, Ohio. This represents an example of an uncirculated 5¢ scrip note.
The signatories to this scrip were associated with the Northern Indiana Normal School and Business Institute. Schingoethe and Schingoethe (1993) do not list an example of this scrip though it is identical in appearance to the class of scrip listed as IN-770 (p. 82). Given that this scrip is unlisted in Schingoethe, it is assumed it has a rarity of R7, indicating that only one to four examples of this scrip are known to exist.
Source Information:
Schingoethe, Herb, and Martha Schingoethe. 1993. College Currency: Money for Business Training. Port Clinton, Ohio: BNR Press. 463 p. [see p. 82]
Wolka, Wendell. 2018. A History of Indiana Obsolete Bank Notes and Scrip. Sun City Center, Florida: Wendell Wolka. 900 p. [see p. 865]
Wolka, Wendell A., Jack M. Vorhies, and Donald A. Schramm. 1978. Indiana: Obsolete Notes and Scrip. Iola, Wisconsin, Krause Publications. 306 p. [see p.299]
Copyright 2023. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Kuakata, Bangladesh, 2011
Love ...Affair....Couple....Relation........
This type of word is only applicable for when two hearts unite
And when two heart unites.....no rules...no laws is applicable except the rules of romance......
........but for human perspective...its a bit different
Duga Puja - 2018 of our Association - South Madras Cultural association - Chennai, India.
In quest for the feel of Sacred Flames of the Sandhi Puja – The belief is, this will eradicate all the evils.
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Sandhi Puja -
An integral and important part of Durga Puja, Sandhi Puja is performed at the juncture of the 8th and 9th lunar day. Sandhi puja lasts from the last 24 minutes of Ashtami till the first 24 minutes of Nabami. During this juncture (the "Sandhikhan"), Durga is worshipped in her Chamunda form. Devi Durga killed, Chando and Mundo, the two asuras at "Sandhikhan" and thus acquired the name of "Chamunda".
Myth behind Durga being worshipped as Chamunda -
While the Goddess and Mahishasura were engaged in a fierce battle, the two generals of Mahisha, Chando and Mundo attacked the Devi from the the rear. Durga appeared to them, a brilliantly glowing woman with her hair knotted on her head, a crescent moon above her forehead, a 'tilak' on her forehead and a garland around her neck. With golden earrings and clad in a yellow saari she emitted a golden glow. Her ten hands possessed ten different weapons. Though she appeared beautiful her face turned blue with anger when she faced Chondo and Mundo. From her third eye then emerged a Devi with a large falchion and a shield. She had a large face, bloody tongue and sunken blood shot eyes. She was Chamunda. With a bloodcurdling shriek she leapt forward and killed them. This moment was the juncture of the 8th and 9th lunar day.
Age old yardsticks for measuring the "Sandhikhan" -
Long back devotees in order to perform the Sandhi Puja at the exact juncture used a number of methods. With the last 24 mins. of the Ashtami puja still left, a bronze bowl with a tiny hole was placed in a bucket full of water. The bowl with the tiny hole was made in such a way that it took exactly 24 minutes for the bowl to submerge in the water. The moment the bowl submerged in the water cannon balls were
fired announcing this moment of Sandhi Puja. This yardstick for measuring the "Sandhikhan" was very popular ages ago in many "Rajbaris". Many "Rajbaris", including, the zamindar of Sutanuti of Sobhabajar Rajbari fired cannon balls to announce the "Sandhikhan". People around Sobhabajar waited for this indication to proceed with their puja. King of Krishnanagar, Raja Krishna Chandra, was given the
cannon of Plassey as a gift from Robert Clive. In Shikharbhum Rajbari a platter with vermillion (sindur) used to be kept in front of the Devi. It is said the foot prints of the Devi could be seen in the platter. This moment indicated the commencement of Sandhi Puja. Sabarno Raychoudhury of Barisha worshipped the Chamunda Devi by burning 'Layta' and 'Pholui' (types of fishes) fishes.
Things needed to perform Sandhi Puja -
Sandhi Puja requires 108 lotus flowers, a single fruit, dry rice grain for "noibiddo", 108 earthen lamps, clothes, jewelry, hibiscus garlands and wood apple (bel) leaves. The almost non existent rituals which underwent changes with the changes in the society can still be seen in some of the 200-250 year old Pujas.
Production Date: July 16, 1966
Source Type: Photograph
Printer, Publisher, Photographer: Unknown
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: Guests at the head table at the civic banquet marking Boeing's first half century included, from left, William P. Woods of the civic committee and Mrs. Woods; C. L. Egtvedt, retired Boeing chairman and Mrs. Egtvedt; William M. Allen, Boeing president; Mrs. Juan J. Trippe, wife of the chairman of Pan American World Airways; Trippe, Mrs. William M. Allen; Gov. Daniel J. Evans, Mrs. J. D. Braman and Mayor Braman. Other head-table guests were not pictured. Guests were welcomed by the governor and the mayor.
William McPherson Allen was born September 1, 1900, in Lolo, Montana. After earning a degree at the University of Montana, he enrolled at Harvard University where he earned a degree on law in 1925. In 1930, Allen joined the board of directors of Boeing Air Transport while being employed as an attorney with Donworth, Todd & Higgins, a Seattle law firm.
The unexpected death of Boeing president Philip G. Johnson in 1944 required that Boeing's chairman of the board, Claire Egtvedt, appoint a replacement. Egtvedt turned to Bill Allen, who initially refused to accept the position because he felt that he was unqualified to head the company. Allen, however, later accepted the position and served as the Chief Executive Officer (President) of The Boeing Company from September 1, 1945, to April 29, 1968. He then served as chairman of the company from 1968 to 1972.
Under William M. Allen's leadership, The Boeing Company launched the Boeing 367-80 (Dash 80), a jet-powered passenger airplane and the predecessor of the Boeing 707. Allen was also responsible for the development and launch of the Boeing 727, Boeing 737, and Boeing 747.
William M. Allen died on October 28, 1985. In 2003, an article published in Fortune ranked William McPherson Allen second among "The 10 Greatest CEOs of All Time," the top CEO being Charles Coffin, the founder of General Electric Company.
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Four-horned antelopes at Bandi National Park at Karnataka, Mysore.
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Bandipur National Park (Kannada: ಬಂಡೀಪುರ ರಾಷ್ಟ್ರೀಯ ಉದ್ಯಾನ), established in 1974 as a tiger reserve under Project Tiger, is a national park located in the south Indian state of Karnataka. It was once a private hunting reserve for the Maharaja of the Kingdom of Mysore. Bandipur is known for its wildlife and has many types of biomes, but dry deciduous forest is dominant.
The park spans an area of 874 square kilometers (337 sq mi), protecting several species of India's endangered wildlife. Together with the adjoining Nagarhole National Park (643 km2 (248 sq mi)), Mudumalai National Park (320 km2 (120 sq mi)) and Wayanad Wildlife Sanctuary (344 km2 (133 sq mi)), it is part of the Nilgiri Biosphere Reserve totaling 2,183 km2 (843 sq mi) making it the largest protected area in southern India.
Bandipur is located in Gundlupet taluq of Chamarajanagar district. It is about 80 kilometers (50 mi) from the city of Mysore on the route to a major tourist destination of Ooty. As a result, Bandipur sees a lot of tourist traffic and there are a lot of wildlife fatalities caused by speeding vehicles that are reported each year. There is a ban on traffic from the hours of dusk to dawn to help bring down deaths of wildlife.
Bandipur National Park located between 75° 12’ 17” E to 76° 51’ 32” E and 11° 35’ 34” N to 11° 57’ 02” N where the Deccan Plateau meets the Western Ghats and the altitude of the park ranges from 680 meters (2,230 ft) to 1,454 meters (4,770 ft). As a result, the park has a variety of biomes including dry deciduous forests, moist deciduous forests and shrublands. The wide range of habitats help support a diverse range of organisms. The park is flanked by the Kabini river in the north and the Moyar river in the south. The Nugu river runs through the park. The highest point in the park is on a hill called Himavad Gopalaswamy Betta, where there is a Hindu temple at the summit. Bandipur has typical tropical climate with distinct wet and dry seasons. The dry and hot period usually begins in early March and can last till the arrival of the monsoon rains in June.
Biology and ecology:
Bandipur National Park helps protect several species of India's endangered wildlife and also provides refuge to other threatened and vulnerable species of flora and fauna.
Flora:
Bandipur supports a wide range of timber trees including: teak (Tectona grandis), rosewood (Dalbergia latifolia), sandalwood (Santalum album V), Indian-laurel (Terminalia tomentosa), Indian kino tree (Pterocarpus marsupium), giant clumping bamboo (Dendrocalamus strictus), clumping bamboo (Bambusa arundinacea) and Grewia tiliaefolia.
There are also several notable flowering and fruiting trees and shrubs including: kadam tree (Adina cordifolia), Indian gooseberry (Emblica officinalis), crape-myrtle (Lagerstroemia lanceolata), axlewood (Anogeissus latifolia), black myrobalan (Terminalia chebula), Schleichera trijuga, Odina wodiar, flame of the forest (Butea monosperma), golden shower tree (Cassia fistula), satinwood (Chloroxylon swietenia), black cutch (Acacia catechu), Shorea talura (E), indigoberry (Randia uliginosa)
Fauna:
Bandipur supports a good population of endangered and vulnerable species like Indian elephants, gaurs, tigers, sloth bears, muggers, Indian rock pythons, four-horned antelopes and dholes.
Mammals:
A gray langur
The commonly seen mammals along the public access roads in the park include chital, gray langurs, Indian giant squirrels and elephants.
The Troy Chemical Manufacturing Company, Limited
Troy, Latah County, Idaho
Date: 1907
Source Type: Stock Certificate
Publisher, Printer, Photographer: Goes Lithographing Company
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: The Troy Chemical Manufacturing Company, Ltd., of Troy, Latah County, Idaho, was organized as an Idaho corporation on August 27, 1906. Public records indicate that the corporation was dissolved on December 1, 1912.
According to incorporation records, the company was formed “to manufacture Charcoal, Tar, Creosote and all other by products from the distillation of wood, to vend and sell same, to buy, hold, bond, lease and sell real-estate, personal property, to sell patent rights for the manufacture of Charcoal, Tar, Creosote and all other by products under patents numbered 154,310 [Improvement in Brick Kilns] and 229,355 [Vapor Burner for Stoves] respectively throughout the United States of America, and to do all things essential or proper to be done in connection with the same in the premises – in the State of Idaho.”
The company was capitalized with $12,000 (12,000 shares at $1.00 par value per share). Initial investors were Peter Brown (6,000 shares), Luther W. Steelsmith (2,500 shares), John F. Ogden (2,500 shares), Oscar A. Johnson (500 shares), and Carl A. Broman (500 shares). By April 1907, the company had erected a manufacturing plant in Troy at the cost of approximately $3,000.
----------
The following newspaper article was published in the September 5, 1907, issue of The Spokesman Review:
CHARCOAL PLANT IS SUCCESS
Trial of New Company at Troy Proves Its Value.
Stockholders in the Troy Chemical Manufacturing company are considerably elated over the outcome of the initial run of the plant. From the first two retorts nearly 100 gallons of byproducts were obtained from the equivalent of a cord of wood, in addition to a fine grade of charcoal.
The condenser, which comprises the main patent, works well; as does the storage for gas, which is to be used for illuminating purposes.
Conservative estimates of the value of charcoal and byproducts of dry pine wood now place the figures at $26 per cord. However, it is not the intention of the company to buy cordwood cut for market. Contracts will be let with ranchers for stumps, small scrub pines, etc., and these will now prove a source of profit where they were formerly grubbed, or slashed, and piled up to burn, as the most expedient method of clearing the ground for farming.
----------
The following news item appeared in the November 29, 1907, issue of the Troy Weekly News:
TAR PLANT PROVES TO BE A BIG SUCCESS
Troy Has a New Industry Capable of Wonderful Development --- Stock Is Bound To Go Up.
The News editor visited the tar plan Wednesday and was shown through the plant. Everything was working fine. From eighty to one hundred sacks per day of charcoal was being turned out, and orders for two car loads were on file. This will go to Spokane. In the big vats were fifty barrels of crude tar and creosote, and piled up ready for shipment lay 800 sacks of charcoal. This coal will bring about $20 per day, the company getting 25 cents per sack, or almost enough to pay all operating expenses. Experiments were made during the week with the crude creosote as a paint and wood preservative, and was pronounced excellent. It beats anything now on the market, and can be had for about half the cost of prepared paint. And it's better. For roofs, barns, bridges, and for dipping fence posts, nothing on earth excells [sic] it. Then at half the expense of the paints now on the market it will certainly find a ready sale. The News invites the farmers to investigate this new product, and to assist in creating a demand for a really meritorious article. It is a matter than should interest the people as it means a saving of fifty per cent in the cost of a better paint than it is now possible to buy. The pain can be colored to suit. Samples are on exhibition at Olson & Johnson's hardware store.
Sources:
The Spokesman Review, Spokane, Spokane County, Washington; September 2, 1907; Volume 25, Number 82, Page 6, Column 2. Column titled "Charcoal Plant is Success."
Troy Weekly News, Troy, Latah County, Idaho; November 29, 1907; Volume 14, Number 22, Page 1, Columns 1-3. Column titled "Tar Plant Proves to be a Big Success."
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Production Date: April 23, 1962
Source Type: Photograph
Printer, Publisher, Photographer: News Bureau, The Boeing Company (#S-6880, #P 29424)
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: The United States-Boeing Spacearium theater was dedicated last night with the snipping of this 70mm motion picture film by Mrs. William M. Allen (l), wife of the President of The Boeing Company and Mrs. Athelstan Spilhaus (r), wife of the Commissioner of the United States Science Exhibit. Matrons of Honor looking on are -- Mrs. Luther Hodges, wife of the United States Secretary of Commerce; Mrs. Craig Colgate, wife of the Deputy Commissioner of the United States Science Exhibit; and Mrs. D. M. Bernard, Jr., daughter of Secretary Hodges.
The United States-Boeing Spacearium was located within the United States Science Pavilion at the 1962 Seattle World's Fair.
William McPherson Allen was born September 1, 1900, in Lolo, Montana. After earning a degree at the University of Montana, he enrolled at Harvard University where he earned a degree on law in 1925. In 1930, Allen joined the board of directors of Boeing Air Transport while being employed as an attorney with Donworth, Todd & Higgins, a Seattle law firm.
The unexpected death of Boeing president Philip G. Johnson in 1944 required that Boeing's chairman of the board, Claire Egtvedt, appoint a replacement. Egtvedt turned to Bill Allen, who initially refused to accept the position because he felt that he was unqualified to head the company. Allen, however, later accepted the position and served as the Chief Executive Officer (President) of The Boeing Company from September 1, 1945, to April 29, 1968. He then served as chairman of the company from 1968 to 1972.
Under William M. Allen's leadership, The Boeing Company launched the Boeing 367-80 (Dash 80), a jet-powered passenger airplane and the predecessor of the Boeing 707. Allen was also responsible for the development and launch of the Boeing 727, Boeing 737, and Boeing 747.
William M. Allen died on October 28, 1985. In 2003, an article published in Fortune ranked William McPherson Allen second among "The 10 Greatest CEOs of All Time," the top CEO being Charles Coffin, the founder of General Electric Company.
Copyright 2016. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Seagulls at Flight - @ Pulicat Lake Bird Sanctuary - Andhra Pradesh, India.
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Pulicat lake bird sanctuary is a saline backwater lake lying along the T.N.-A.P coast; part extending to Chengalpattu district of T.N. It has an area of 481 sq.KM and it is the 2nd largest brackish water lagoon in India after Chilka lake in Orissa. The area on the TN side is 153.67 sq.km.
The Pulicat sanctuary is drained by Arni river while the Buckingham canal brings in the city’s drainage water. At the southern end is an opening on to Bay of Bengal through a shallow mouth of 200 m in width. The rest of the lake is closed by a sand bar running parallel to the Bay of Bengal in the form of the Sriharikota island.
The sanctuary has an area of 321 Sq. KM with 108 sq.KM of National Park area.
It lies within 11o 30’ N to 11o 42’ N and 76o 30’ E to 76o 45’ E.
Rainfall ranges from 800 - 2000mm. Temperature varies from 14o C to 33o C.
Altitude ranges from 100’ MSL to 1200’ MSL.
The wetlands eco system are considered as among the richest areas of bio diversity. Pulicat, by virtue of the mixing of fresh water with sea water is found to be an ideal habitat for diverse life-forms. 160 species of fish, 25 species of polychaete worms, 12 species of prawn, 19 species of mollusk and 100 speceis of birds are well documented apart from a number of other aquatic flora and fauna.
Among the most spectacular is the flamingo-a tall gaunt, white-coloured bird with a touch of pink on the wings, pink beak and legs, seen feeding in shallow water. The squat, large-billed grey pelican with gular pouch and a number of ducks are commonly seen. Flocks of sea gulls and terns circling in the sky or bobbing up and down on the water are an added attraction at pulicat. Besides, there are a number of waterside birds and waders such as curlews, stilts, plovers, sand pipers, lapwings, redshank. Egrets, herons, kites etc. are some other birds found here. The lake is also home to crabs, clams, mussels, oysters, snails, fish worms, insects, spiders, sponges, anemone, prawns, plankton and so on including rare endemic species like gilled leech, an unidentified bloodred fish, etc., Rapid siltation has caused loss of bio diversity. It is seen that mangrove opllen is found on Sriharikota Island indicating their existence some years back. Loss of mangroves may be one of the resons hastening siltation, reducing biodiversity and hence depriving fisherfolk of their livelihood.
Source : www.forests.tn.nic.in/wildbiodiversity/bs_plbs.html