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Schweiz / Zürich - Rheinfall
The Rhine Falls (German: Rheinfall, pronounced [ˈʁaɪ̯nˌfal] (listen), singular) is a waterfall located in Switzerland and the most powerful waterfall in Europe. The falls are located on the High Rhine on the border between the cantons of Schaffhausen (SH) and Zürich (ZH), between the municipalities of Neuhausen am Rheinfall (SH) and Laufen-Uhwiesen/Dachsen (ZH), next to the town of Schaffhausen in northern Switzerland.
They are 150 metres (490 ft) wide and 23 metres (75 ft) high. In the winter months, the average water flow is 250 m3/s (8,800 cu ft/s), while in the summer, the average water flow is 600 m3/s (21,000 cu ft/s). The highest flow ever measured was 1,250 cubic metres per second (44,000 cu ft/s) in 1965; and the lowest, 95 cubic metres per second (3,400 cu ft/s) in 1921. The falls cannot be climbed by fish, except by eels that are able to worm their way up over the rocks.
Geology
The Rhine Falls were formed in the last ice age, approximately 14,000 to 17,000 years ago, by erosion-resistant rocks narrowing the riverbed. The first glacial advances created today's landforms approximately 500,000 years ago. Up to the end of the Wolstonian Stage approximately 132,000 years ago, the Rhine flowed westwards from Schaffhausen past Klettgau. This earlier riverbed later filled up with gravel.
About 132,000 years ago the course of the river changed southwards at Schaffhausen and formed a new channel, which also filled up with gravel. Part of the Rhine today includes this ancient riverbed.
During the Würm glaciation, the Rhine was pushed far to the south to its present course, over a hard Late Jurassic limestone bed. As the river flowed over both the hard limestone and the easily eroded gravel from previous glaciations, the current waterfall formed about 14,000 to 17,000 years ago. The Rheinfallfelsen, a large rock, is the remnant of the original limestone cliff flanking the former channel. The rock has eroded very little over the years because relatively little sediment comes down the Rhine from Lake Constance.
Economics
The north side of the falls is a millsite. In the 17th century, a blast furnace for smelting iron ore found in the limestone was built. It was in operation until the first half of the 19th century.
In 1887 the ironworks applied for permission to divert between one fifth to one half of the river's flow for electricity generation. The Swiss Alpine Club, the Schweizerische Naturforschende Gesellschaft (a nature group) and several scientific societies opposed the plan.
In 1913 an international competition was held for the best plan for a shipping route between Basel and Lake Constance.
In 1919, a company wanting to build power stations in northern Switzerland were told that any such station at the Rhine Falls "must serve the economic interest of the public".
In 1944, the Swiss Council of States granted permission to build the proposed power station. The permission was to become effective on 1 February 1948, with construction to begin in 1952. But in 1951, the Neuen Helvetischen Gesellschaft (New Swiss Society), under the leadership of Emil Egli, got 150,000 Swiss citizens to sign a petition protesting the project; among the signatories were 49 famous citizens, including Hermann Hesse and Carl Jacob Burckhardt. The petition not only scuttled the power station project, but effectively prevented all future hydropower and navigation engineering projects on the upper Rhine to the present day.
Today, the falls are still under consideration for hydropower projects. If the full water flow were used, the power generated would average approximately 50 MW. The economic value of the falls as a tourist attraction may be greater.
Tourism
The nearest community is Neuhausen am Rheinfall, where tourists can also view the Wörth Castle. Boat trips can be taken up the Rhine to the falls and the Rheinfallfelsen. There are also viewing platforms with views of the falls built on both sides of the Rhine. These are reached via steep and narrow stairs (access by fee on the Schloss Laufen side). Guided tours of various lengths start from Schloss Laufen on the Zürich side of the falls – a youth hostel is also located in Schloss Laufen. Various restaurants are located in Schloss Laufen, Schloss Wörth and the Rheinfall park.
The Rhine Falls are easily accessible by car, bicycle and public transport (SBB railway station "Neuhausen am Rheinfall" on the northern side of the falls and SBB railway station "Schloss Laufen am Rheinfall" on the southern banks of the river). Large pay-parking lots are located on both sides of the falls.
Tourists have been awed by the Rhine Falls for centuries. In the 19th century, the painter J. M. W. Turner made several studies and larger paintings of the falls, and the lyrical poet Eduard Mörike wrote of the falls:
Halte dein Herz, o Wanderer, fest in gewaltigen Händen!
Mir entstürzte vor Lust zitternd das meinige fast.
Rastlos donnernde Massen auf donnernde Massen geworfen,
Ohr und Auge, wohin retten sie sich im Tumult?
(Hold your heart, oh traveller, tightly in mighty hands!
Mine nearly collapsed, shivering with pleasure.
Restlessly thundering masses thrown upon thundering masses,
Ear and eye, whither can they save themselves in such an uproar?)
In 1840, author Mary Shelley visited the Falls while on a tour of Europe with her son. She described her visit in a travel narrative that she published in 1844, Rambles in Germany and Italy. She says: "A portion of the cataract arches over the lowest platform, and the spray fell thickly on us, as standing on it and looking up, we saw wave, and rock, and cloud, and the clear heavens through its glittering ever-moving veil. This was a new sight, exceeding anything I had ever before seen; however, not to be wet through, I was obliged quickly to tear myself away.".
(Wikipedia)
Der Rheinfall (alemannisch resp. schweizerdeutsch Rhyfall [ˈɾiːfal], französisch Chutes du Rhin, italienisch Cascate del Reno, rätoromanisch Cascada dal Rain), früher auch Grosser Laufen genannt (im Gegensatz zum Kleinen Laufen), gehört mit dem gleich hohen Sarpsfossen in Norwegen zu den drei grössten Wasserfällen in Europa. Dabei ist der Sarpsfossen mit durchschnittlich 577 m³/s wasserreicher, während der doppelt so hohe Dettifoss auf Island nur etwa halb so viel Wasser führt. Der Rheinfall befindet sich in der Schweiz auf dem Gebiet der Gemeinden Neuhausen am Rheinfall im Kanton Schaffhausen (rechtsufrig) und Laufen-Uhwiesen im Kanton Zürich (linksufrig), rund vier Kilometer westlich unterhalb der Stadt Schaffhausen.
Beschreibung
Auf dem Weg vom Bodensee nach Basel stellen sich dem Hochrhein mehrfach widerstandsfähige Gesteine in den Weg, die das Flussbett verengen und die der Fluss in Stromschnellen und einem Wasserfall, dem Rheinfall, überwindet.
Der Rheinfall hat eine Höhe von 23 Metern und eine Breite von 150 Metern. Der Kolk in der Prallzone hat eine Tiefe von 13 Metern. Bei mittlerer Wasserführung des Rheins stürzen im Rheinfall 373 Kubikmeter Wasser pro Sekunde über die Felsen (mittlerer Sommerabfluss: etwa 600 m³/s). Die höchste Abflussmenge wurde im Jahr 1965 mit 1250 Kubikmetern, die geringste Abflussmenge im Jahr 1921 mit 95 Kubikmetern pro Sekunde gemessen. Auch in den Jahren 1880, 1913 und 1953 war der Abfluss ähnlich gering.
Der Rheinfall ist von Fischen aufwärts nicht zu überwinden, ausser vom Aal. Dieser schlängelt sich seitwärts (ausserhalb des Flussbettes auf dem Land) über die Felsen hinauf.
Entstehung
Der Felsuntergrund, der viel älter ist als der Rheinfall selbst, wie auch die bedeutend jüngeren geologischen Vorgänge während des gegenwärtigen Eiszeitalters führten zur Entstehung des Rheinfalls. Durch die allgemeinen Temperatursenkungen setzten vor rund 500 000 Jahren die ersten Gletschervorstösse ins Mittelland ein und gestalteten die heutige Landschaft. Bis zum Ende der Riß-Kaltzeit vor ca. 200 000 Jahren floss der Rhein von Schaffhausen westlich durch den Klettgau. Dieses frühere Flussbett wurde wieder mit Alpenschotter (Molasse) aufgefüllt.
Vor etwa 120 000 Jahren wurde der Fluss bei Schaffhausen nach Süden abgelenkt und bildete die risszeitliche Rheinrinne. Der Rheinlauf unterhalb des Fallbeckens heute entspricht dieser Rinne, die wieder mit Schotter aufgefüllt wurde.
Während der letzten Eiszeit, der sogenannten Würmeiszeit, wurde der Rhein dann in weitem Bogen gegen Süden abgedrängt und erreichte oberhalb des Falles sein heutiges Bett auf hartem Malmkalk (Weissjura, Oberer Jura). Beim Übergang von den harten Malmkalken zur leicht abtragbaren risszeitlichen Schotterrinne entstand so vor rund 14 000 bis 17 000 Jahren der Rheinfall in seiner heutigen Form. Die Rheinfallfelsen (Grosser, besteigbarer Felsen und der Sage nach Seelentanzstein) bilden die Überreste der ursprünglich steil abfallenden Kalksteinflanke der einstigen Abflussrinne. Die sehr geringe bisherige erosive Überformung der Fallstrecke erklärt sich durch die geringe Schleppfracht (Flussgeschiebe) des Rheins unterhalb des Bodensees.
Tourismus
Auf ausgebauten Wegen erreicht man auf beiden Rheinseiten Aussichtsplattformen. Diese ragen teilweise weit über den Rhein hinaus. Am Rheinfallbecken in Neuhausen am Rheinfall liegt das Schlösschen Wörth. Von hier aus kann man mit Ausflugsbooten dicht an den Rheinfall heranfahren und sich auch am mittleren Felsen absetzen lassen. Die Besteigung der Aussichtsplattform mit naher Sicht auf den Fall erfolgt über schmale und steile Treppen. Ausserdem werden kleine und grosse Rheinfallrundfahrten sowie die Übersetzung zum Schloss Laufen angeboten, das in Laufen auf der Zürcher Seite über dem Rheinfall thront und u. a. von einer Jugendherberge genutzt wird. Auf der südlichen Seite beim Schloss Laufen sind die Wege im Jahr 2008 saniert worden und es wurde ein Glaslift installiert. Teile der Wege – der sogenannte Erlebnispfad, darunter die Aussichtsplattformen und der Lift – sind nun kostenpflichtig. Der Rheinfall wird regelmässig abends, jedoch nicht ganzjährig, durch eine Lichtanlage illuminiert. Im Jahr 2013 wurde er von 1 300 000 Besuchern besichtigt.
Am Rheinfall gibt es mehrere Restaurants und Verpflegungsstände aller Preisklassen. Einen besonderen Blick auf den Rheinfall bietet der Seilpark Adventure Park Rheinfall oberhalb des Schlössli Wörth. Den Rheinfall sowie weitere Schweizer Sehenswürdigkeiten und Landschaften im Massstab 1:87 (Spur H0) zeigt Smilestones, die grösste Miniaturwelt der Schweiz in einer ehemaligen Fabrikhalle der SIG beim Bahnhof Neuhausen Rheinfall.
Am und um den Rheinfall führen mehrere Wege:
Kleine Rundweg, 3,4 km, 1:00 h
Rheinfall Rundweg, 7,2 km, 1:53 h
Erreichbarkeit
Der Rheinfall ist per Auto, Velo (Fahrrad) und öffentlichen Verkehrsmitteln gut erreichbar. In Neuhausen und beim Schloss Laufen befinden sich grosse Parkplätze. Ab der Autostrasse A4 ist die Zufahrt zum Rheinfall ausgeschildert. Ab dem Schaffhauser Bahnhof gelangt man mit dem Trolleybus der Linie 1 Richtung Herbstäcker bis zur Haltestelle Neuhausen Zentrum (ebenfalls erreichbar mit der Autobus-Linie 6 Richtung Neuhausen SBB). Von dort aus folgt man zu Fuss den gelben Markierungen. Besuchern, die mit der Hochrheinbahn anreisen, empfiehlt sich der DB-Bahnhof Neuhausen Bad Bf. Dieser ist nur wenige Gehminuten vom Rheinfall entfernt (etwa 15 Minuten Fussweg). Seit 2016 befindet sich nördlich oberhalb des Rheinfalls die Haltestelle Neuhausen Rheinfall. Sie wird bedient von der SBB S-Bahn S-9 Schaffhausen–Neuhausen Rheinfall–Zürich–Uster, und S-22 Singen–Schaffhausen–Neuhausen Rheinfall–Jestetten. Zwei Personen-Aufzüge an der Haltestelle fahren direkt zum Rheinfall. Beim Schloss Laufen auf der anderen Seite des Rheins befindet sich zudem die SBB-Station Schloss Laufen am Rheinfall der Rheinfallbahn Schaffhausen–Winterthur.
Zwischen dem Rheinfall und der Schifflände in Schaffhausen verkehrt im Sommerhalbjahr die Bimmelbahn Rhyfall-Express und verbindet den Rheinfall mit den Schiffen der Schweizerischen Schifffahrtsgesellschaft Untersee und Rhein.
Wirtschaftliche Nutzung
Seit alters her wurden besonders auf der Nordseite Mühlen am Rheinfall betrieben, die kleine Teile der Wasserkraft nutzten. Im 17. Jahrhundert wurde auf der rechten Seite des Falles ein Hochofen zur Verhüttung von Bohnerzen gebaut und etwa ein Jahrhundert lang und dann noch einmal in der ersten Hälfte des 19. Jahrhunderts betrieben. Anfang des 19. Jahrhunderts bekam Johann Georg Neher Rechte zur Nutzung der Wasserkräfte am Rheinfall, die lange in dessen Familie verblieben. Das Kraftwerk versorgte die Schweizerische Waggons-Fabrik und ab 1889 das erste europäische Aluminiumwerk der Aluminium-Industrie-Aktien-Gesellschaft mit Energie. 1947 folgte eine Umfirmierung in Rheinkraftwerk Neuhausen AG.
Die Nutzwassermenge des Kraftwerks beträgt 25 m³/s, was sich auf die verbleibende Wassermenge des Rheinfalls wenig auswirkt. Bei 23 Meter Gefälle verfügt das Kraftwerk Neuhausen mit einer Turbine über 4,4 MW installierte Leistung. Im Vergleich dazu leistet das wenige Kilometer stromaufwärts gelegene Kraftwerk Schaffhausen mit zwei Turbinen 25,5 MW bei einem Durchfluss von 425 m³/s. Die Betriebsführung erfolgt durch das Kraftwerk Reckingen, die Geschäftsleitung liegt bei der EnAlpin AG, einer Tochtergesellschaft der Energiedienst Holding.
Frühere und neue Planungen zur Nutzung
Ein Konzessionsantrag der Firma J. G. Nehers Söhne & Cie. (Eisenwerk Laufen) im Jahr 1887, den Durchfluss im Kraftwerk auf 75 m³/s zu erhöhen, wurde von den Kantonen Zürich und Schaffhausen nicht genehmigt. Dagegen hatten sich im Besonderen Hermann Freuler, die Schweizerische Naturforschende Gesellschaft, der Schweizer Alpen-Club sowie wissenschaftliche Vereinigungen in der Schweiz gewehrt.
1913 wurde ein internationaler Wettbewerb zur Planung eines Schifffahrtswegs von Basel bis zum Bodensee ausgeschrieben. Gemäss dem Projektentwurf aus dem Anfang der 1960er Jahre sollte der Rheinfall als Naturdenkmal mittels eines 552 Meter langen Schifffahrtstunnels und einer Schleuse hinter dem Schloss Laufen umgangen werden. 1919 wurde vom Baudirektor der Nordschweizerischen Kraftwerke erklärt, dass der Bau eines Rheinfall-Kraftwerks «den wirtschaftlichen Interessen der Allgemeinheit dienstbar gemacht werden müsse».
Da das Landschaftsbild am Rheinfall unberührt bleiben sollte, entstand am Rheinfall selbst kein grosses Wasserkraftwerk. 1944 bewilligte aber der Schweizerische Bundesrat die Konzession zum Bau des Kraftwerks Rheinau, das unterhalb des Rheinfalls liegt und den Rhein bis zum Rheinfallbecken aufstaut. Der Baubeginn folgte 1952. 1951 wurde eine Volksinitiative gegen die Schiffbarmachung des Hochrheins von über 150 000 Schweizer Bürgern eingereicht, 1952 eine weitere Volksinitiative gegen den weiteren Bau eines Kraftwerkes der Neuen Helvetischen Gesellschaft unter Federführung von Emil Egli, die von 49 angesehenen Schweizer Bürgern, darunter Hermann Hesse und Carl Jacob Burckhardt, unterzeichnet wurde. Über die Eingabe von 1952 fand 1954 eine Abstimmung statt, die mit 69 % der Stimmen abgelehnt wurde. Die Planungen für die Schiffbarmachung des Hochrheins wurden später eingestellt.
Am 10. April 2013 berichtete das Nachrichtenmagazin 10 vor 10 des Schweizer Fernsehens über ein neues Kraftwerksprojekt der Schaffhauser Kraftwerke am Rheinfall, welches den Fluss oberhalb des Rheinfalls anzapfen und so die Wassermenge in der Nacht erheblich reduzieren würde. Die Eidgenössische Natur- und Heimatschutzkommission und der Kanton Schaffhausen signalisierten ihre Zustimmung, der Rheinaubund seine strikte Ablehnung. Eine Änderung des kantonalen Wasserwirtschaftsgesetzes, das ein weiteres Kraftwerk oberhalb des Rheinfalls ermöglicht hätte, wurde am 18. Mai 2014 vom Volk abgelehnt.
Befahrung
Die Befahrung des Rheinfalls galt lange Zeit als unmöglich. Dennoch wurde der Rheinfall mehrmals mit Kajaks befahren. 1999 wurde die Bootsfahrt zwischen Flurlinger Brücke und Rheinfall offiziell verboten. Es erfolgen jedoch weiterhin vereinzelt Befahrungen mit Kajaks, mindestens einmal mit Handpaddel (April 2007), oder selten auch im Kanadier (Januar 1997). Die Bilder und Videos werden zum Teil im Internet veröffentlicht. Wenn die Paddler von der Polizei gefasst werden, drohen ihnen bis zu 5'000 Franken Strafe.
Eine irrtümliche Befahrung mit einem Boot, die beinahe in einer Katastrophe endet, kommt in der Filmkomödie Drei Mann in einem Boot aus dem Jahr 1961 vor.
Der Mittelfelsen des Rheinfalls, auf dem die Schweizer Flagge gehisst ist, kann durch einen Bootsverkehr mit kleinen Booten erreicht werden.
Rheinfallschaum
Seit den 1970er Jahren wird unterhalb des Rheinfalls im Sommer eine starke Schaumbildung beobachtet, die Schaumfahnen sind auch kilometerweit unterhalb noch zu sehen. Untersuchungen der kantonalen Ämter haben gezeigt, dass es sich dabei nicht um befürchtete Wasserverschmutzung durch Waschmittelrückstände oder andere Abwässer handelt. Christian Wegner von der Friedrich-Schiller-Universität in Jena hat in seiner Doktorarbeit nachgewiesen, dass die Ursache des Schaums beim Flutenden Wasserhahnenfuss (Ranunculus fluitans) zu suchen ist.
Darstellungen in der Kunst
Erstmals wurde der Rheinfall von Joachim Patinir im Gemälde Taufe Christi (1515–1520) bildlich wiedergegeben. Von Sebastian Münster existiert in der Cosmographia (1544) ein Holzschnitt des Rheinfalls. Die bedeutendste Darstellung dürfte jene von William Turner sein, das Gemälde ist ausgestellt im Museum of Fine Arts in Boston.
Beschreibungen in der Literatur
Zahlreiche – auch berühmte – Schriftsteller besuchten den Rheinfall und beschrieben ihn, so Goethe, Wilhelm Heinse, Mörike und weitere.
Eduard Mörike schrieb über den Wasserfall: «Halte dein Herz, o Wanderer, fest in gewaltigen Händen! Mir entstürzte vor Lust zitternd das meinige fast. Rastlos donnernde Massen auf donnernde Massen geworfen, Ohr und Auge, wohin retten sie sich im Tumult?»
(Wikipedia)
Miltoniopsis phalaenopsis, variété intermédiaire de très bonne forme. Je n'aime pas d'utiliser le flash et ne le fais presque jamais, mais lá j'ai fait un essai pour voir... Trop de réverbération lumineuse á mon goût, dans ce cas montrant comme cette espèce brille, mais cela permet plus de netteté bien sur.
Miltoniopsis phalaenopsis, average variety with good shape. I don't like to use flash and almost never do, but I tried to see... Too much light reverberation for me, in this case showing how glistening can be this species, but that allows more sharpness of course.
Miltoniopsis phalaenopsis, variedad intermedia de muy buena forma. No me gusta usar flash y casi no lo hago, pero probé para ver... Demasiado reverberación de la luz para mi, mostrando en el caso de esta especie como brilla, pero permite más nitidez por supuesto.
The great white pelican (Pelecanus onocrotalus) also known as the eastern white pelican, rosy pelican or white pelican is a bird in the pelican family. It breeds from southeastern Europe through Asia and Africa, in swamps and shallow lakes.
The great white pelican is a huge bird—only the Dalmatian pelican is, on average, larger among pelicans. It measures 140 to 180 cm (55 to 71 in) in length with a 28.9 to 47.1 cm (11.4 to 18.5 in) enormous pink and yellow bill, and a dull pale-yellow gular pouch. The wingspan measures 226 to 360 cm (7.41 to 11.81 ft), the latter measurement being the highest among extant flying animals outside of the great albatross. The adult male measures about 175 cm (69 in) in length; it weighs from 9 to 15 kg (20 to 33 lb) and larger races from the Palaearctic are usually around 11 kg (24 lb), with few exceeding 13 kg (29 lb). It has a bill measuring 34.7 to 47.1 cm (13.7 to 18.5 in). The female measures about 148 cm (58 in) in length, and is considerably less bulky, weighing 5.4 to 9 kg (12 to 20 lb), and has a bill that measures 28.9 to 40.0 cm (11.4 to 15.7 in) in length. In Lake Edward, Uganda, the average weight of 52 males was found to 11.45 kg (25.2 lb) and in 22 females it was 7.59 kg (16.7 lb). In South Africa, the average weight of males was 9.6 kg (21 lb) and of females was 6.9 kg (15 lb). Thus the sexual dimorphism is especially pronounced in this species (perhaps the greatest known in any extant pelican), as at times the male can average more than 30% more massive than the female. Among standard measurements, the wing chord is 60 to 73 cm (24 to 29 in), the tail 16 to 21 cm (6.3 to 8.3 in), and the tarsus 13 to 14.9 cm (5.1 to 5.9 in) long. Standard measurements from different areas indicate that pelicans from the Western Palaearctic are somewhat larger than those from Asia and Africa.
The male has a downward bend in the neck and the female has a shorter, straighter beak. The plumage is predominantly white except on remiges, with a faint pink tinge on the neck and a yellowish base on the foreneck. The primary feathers are black, with white shafts at the bases, occasionally with paler tips and narrow fringes. The secondary feathers are also black, but with a whitish fringe. The upperwing coverts, underwing coverts, and tertials are white. The forehead is swollen and pinkish skin surrounds the bare, dark eyes having brown-red to dark brown irides. It has fleshy-yellow legs and pointed forehead-feathers where meeting the culmen. In breeding season, the male has pinkish skin while the female has orangey skin on its face. The bill is mostly bluish grey, with a red tip, reddish maxilla edges, and a cream-yellow to yolk-yellow gular pouch. The white plumage becomes tinged-pink with a yellow patch on the breast, and the body is tinged yellowish-rosy. It also has a short, shaggy crest on the nape. The white covert feathers contrast with the solid black primary and secondary feathers. The legs are yellow-flesh to pinkish orange. Both male and female are similar, but the female is smaller and has brighter orange facial skin in the breeding season.
The juvenile has darker, brownish underparts that are palest at the rump, center of the belly, and uppertail coverts. The underwing coverts are mostly dull-white, but the greater coverts are dark and there is a dark brownish bar over the lesser coverts. The rear tertials upperwing coverts mostly have paler tips with a silvery-grey tinge on the greater secondary coverts and tertials. It has dark flight feathers, and brown-edged wings. The head, neck, and upperparts, including the upperwing coverts, are mostly brown—this is the darkest part of the neck. The facial skin and the bill, including its gular pouch, are greyish to dusky greyish. The forehead, rump, and abdomen are white, and its legs and feet are grey. Its blackish tail occasionally has a silvery-grey tinge. Its underparts and back are initially browner and darker than those of the Dalmatian pelican, and the underwing is strongly patterned, similar to the juvenile brown pelican.
The great white pelican is distinguished from all other pelicans by its plumage. Its face is naked and the feathering on its forehead tapers to a fine point, whereas other species are completely feathered. In flight, the white underwing with black remiges of the adult are similar only to those of the American white pelican (P. erythrorhynchos), but the latter has white inner secondary feathers. It differs from the Dalmatian pelican in its pure white – rather than greyish-white – plumage, a bare pink facial patch around the eye, and pinkish legs. The spot-billed pelican (P. philippensis) of Asia is slightly smaller than the great white pelican, with greyish tinged white plumage, and a paler, duller-colored bill.[5] Similarly, the pink-backed pelican (P. rufescens) is smaller, with brownish-grey plumage, a light pink to off-grey bill, and a pinkish wash on the back.
The bird is mostly silent but has a variety of low-pitched lowing, grunting, and growling calls. The flight call is a deep, quiet croak., while at breeding colonies, it gives deep moooo calls.
The breeding range of the great white pelican extends to Ethiopia, Tanzania, Chad, northern Cameroons, and Nigeria in Africa, and has been observed or reported breeding in Zambia, Botswana, and South Africa. In the 1990s, 6,700 to 11,000 breeding pairs in 23 to 25 breeding sites, were found in the Palearctic region. A 1991 study noted about 3,070 to 4,300 pairs were present in the Soviet Union. Only two breeding colonies are located in the Mediterranean basin, one having 250 to 400 pairs in Turkey and the other having 50 to 100 pairs in northern Greece. The breeding colony at Lake Rukwa, Tanzania is the largest known breeding colony in Africa, followed by the Lake Shala, Ethiopia colony which is probably of crucial importance to the species in Africa.
The African population of about 75,000 pairs of the great white pelican is resident. The ones breeding in the Palearctic region are migrants, although it is possible that the majority of the western Palearctic populations stop-over in Israel during their autumn migration. The migration routes are only partially known. Migratory populations are found from Eastern Europe to Kazakhstan during the breeding season. More than 50% of Eurasian great white pelicans breed in the Danube Delta in Romania. They also prefer staying in the Lakes near Burgas, Bulgaria and in Srebarna Lake in Bulgaria. The pelicans arrive in the Danube in late March or early April and depart after breeding from September to late November. Wintering locations for European pelicans are not exactly known but wintering birds may occur in northeastern Africa through Iraq to north India, with a particularly large number of breeders from Asia wintering around Pakistan and Sri Lanka. Northern populations migrate to China, India, Myanmar, with stragglers reaching Java and Bali in Indonesia. These are birds that are found mostly in lowlands, though in East Africa and Nepal may be found living at elevations of up to 1,372 m (4,501 ft).
Overall, the great white pelican is one of the most widely distributed species. Although some areas still hold quite large colonies, it ranks behind the brown pelican and possibly the Australian pelican in overall abundance. Europe now holds an estimated 7,345–10,000 breeding pairs, with over 4,000 pairs that are known to nest in Russia. During migration, more than 75,000 have been observed in Israel and, in winter, over 45,000 may stay in Pakistan. In all its colonies combined, 75,000 pairs are estimated to nest in Africa. It is possibly extinct in Serbia and Montenegro, and regionally extinct in Hungary.
Great white pelicans usually prefer shallow, (seasonally or tropical) warm fresh water. Well scattered groups of breeding pelicans occur through Eurasia from the eastern Mediterranean to Vietnam. In Eurasia, fresh or brackish waters may be inhabited and the pelicans may be found in lakes, deltas, lagoons and marshes, usually with dense reed beds nearby for nesting purposes. Additionally, sedentary populations are found year-round in Africa, south of the Sahara Desert although these are patchy. In Africa, great white pelicans occur mainly around freshwater and alkaline lakes and may also be found in coastal, estuarine areas. Beyond reed beds, African pelicans have nested on inselbergs and flat inshore islands off of Banc d'Arguin National Park.
For more information, please visit en.wikipedia.org/wiki/Great_white_pelican
The great white pelican (Pelecanus onocrotalus) also known as the eastern white pelican, rosy pelican or white pelican is a bird in the pelican family. It breeds from southeastern Europe through Asia and Africa, in swamps and shallow lakes.
The great white pelican is a huge bird—only the Dalmatian pelican is, on average, larger among pelicans. It measures 140 to 180 cm (55 to 71 in) in length with a 28.9 to 47.1 cm (11.4 to 18.5 in) enormous pink and yellow bill, and a dull pale-yellow gular pouch. The wingspan measures 226 to 360 cm (7.41 to 11.81 ft), the latter measurement being the highest among extant flying animals outside of the great albatross. The adult male measures about 175 cm (69 in) in length; it weighs from 9 to 15 kg (20 to 33 lb) and larger races from the Palaearctic are usually around 11 kg (24 lb), with few exceeding 13 kg (29 lb). It has a bill measuring 34.7 to 47.1 cm (13.7 to 18.5 in). The female measures about 148 cm (58 in) in length, and is considerably less bulky, weighing 5.4 to 9 kg (12 to 20 lb), and has a bill that measures 28.9 to 40.0 cm (11.4 to 15.7 in) in length. In Lake Edward, Uganda, the average weight of 52 males was found to 11.45 kg (25.2 lb) and in 22 females it was 7.59 kg (16.7 lb). In South Africa, the average weight of males was 9.6 kg (21 lb) and of females was 6.9 kg (15 lb). Thus the sexual dimorphism is especially pronounced in this species (perhaps the greatest known in any extant pelican), as at times the male can average more than 30% more massive than the female. Among standard measurements, the wing chord is 60 to 73 cm (24 to 29 in), the tail 16 to 21 cm (6.3 to 8.3 in), and the tarsus 13 to 14.9 cm (5.1 to 5.9 in) long. Standard measurements from different areas indicate that pelicans from the Western Palaearctic are somewhat larger than those from Asia and Africa.
The male has a downward bend in the neck and the female has a shorter, straighter beak. The plumage is predominantly white except on remiges, with a faint pink tinge on the neck and a yellowish base on the foreneck. The primary feathers are black, with white shafts at the bases, occasionally with paler tips and narrow fringes. The secondary feathers are also black, but with a whitish fringe. The upperwing coverts, underwing coverts, and tertials are white. The forehead is swollen and pinkish skin surrounds the bare, dark eyes having brown-red to dark brown irides. It has fleshy-yellow legs and pointed forehead-feathers where meeting the culmen. In breeding season, the male has pinkish skin while the female has orangey skin on its face. The bill is mostly bluish grey, with a red tip, reddish maxilla edges, and a cream-yellow to yolk-yellow gular pouch. The white plumage becomes tinged-pink with a yellow patch on the breast, and the body is tinged yellowish-rosy. It also has a short, shaggy crest on the nape. The white covert feathers contrast with the solid black primary and secondary feathers. The legs are yellow-flesh to pinkish orange. Both male and female are similar, but the female is smaller and has brighter orange facial skin in the breeding season.
The juvenile has darker, brownish underparts that are palest at the rump, center of the belly, and uppertail coverts. The underwing coverts are mostly dull-white, but the greater coverts are dark and there is a dark brownish bar over the lesser coverts. The rear tertials upperwing coverts mostly have paler tips with a silvery-grey tinge on the greater secondary coverts and tertials. It has dark flight feathers, and brown-edged wings. The head, neck, and upperparts, including the upperwing coverts, are mostly brown—this is the darkest part of the neck. The facial skin and the bill, including its gular pouch, are greyish to dusky greyish. The forehead, rump, and abdomen are white, and its legs and feet are grey. Its blackish tail occasionally has a silvery-grey tinge. Its underparts and back are initially browner and darker than those of the Dalmatian pelican, and the underwing is strongly patterned, similar to the juvenile brown pelican.
The great white pelican is distinguished from all other pelicans by its plumage. Its face is naked and the feathering on its forehead tapers to a fine point, whereas other species are completely feathered. In flight, the white underwing with black remiges of the adult are similar only to those of the American white pelican (P. erythrorhynchos), but the latter has white inner secondary feathers. It differs from the Dalmatian pelican in its pure white – rather than greyish-white – plumage, a bare pink facial patch around the eye, and pinkish legs. The spot-billed pelican (P. philippensis) of Asia is slightly smaller than the great white pelican, with greyish tinged white plumage, and a paler, duller-colored bill.[5] Similarly, the pink-backed pelican (P. rufescens) is smaller, with brownish-grey plumage, a light pink to off-grey bill, and a pinkish wash on the back.
The bird is mostly silent but has a variety of low-pitched lowing, grunting, and growling calls. The flight call is a deep, quiet croak., while at breeding colonies, it gives deep moooo calls.
The breeding range of the great white pelican extends to Ethiopia, Tanzania, Chad, northern Cameroons, and Nigeria in Africa, and has been observed or reported breeding in Zambia, Botswana, and South Africa. In the 1990s, 6,700 to 11,000 breeding pairs in 23 to 25 breeding sites, were found in the Palearctic region. A 1991 study noted about 3,070 to 4,300 pairs were present in the Soviet Union. Only two breeding colonies are located in the Mediterranean basin, one having 250 to 400 pairs in Turkey and the other having 50 to 100 pairs in northern Greece. The breeding colony at Lake Rukwa, Tanzania is the largest known breeding colony in Africa, followed by the Lake Shala, Ethiopia colony which is probably of crucial importance to the species in Africa.
The African population of about 75,000 pairs of the great white pelican is resident. The ones breeding in the Palearctic region are migrants, although it is possible that the majority of the western Palearctic populations stop-over in Israel during their autumn migration. The migration routes are only partially known. Migratory populations are found from Eastern Europe to Kazakhstan during the breeding season. More than 50% of Eurasian great white pelicans breed in the Danube Delta in Romania. They also prefer staying in the Lakes near Burgas, Bulgaria and in Srebarna Lake in Bulgaria. The pelicans arrive in the Danube in late March or early April and depart after breeding from September to late November. Wintering locations for European pelicans are not exactly known but wintering birds may occur in northeastern Africa through Iraq to north India, with a particularly large number of breeders from Asia wintering around Pakistan and Sri Lanka. Northern populations migrate to China, India, Myanmar, with stragglers reaching Java and Bali in Indonesia. These are birds that are found mostly in lowlands, though in East Africa and Nepal may be found living at elevations of up to 1,372 m (4,501 ft).
Overall, the great white pelican is one of the most widely distributed species. Although some areas still hold quite large colonies, it ranks behind the brown pelican and possibly the Australian pelican in overall abundance. Europe now holds an estimated 7,345–10,000 breeding pairs, with over 4,000 pairs that are known to nest in Russia. During migration, more than 75,000 have been observed in Israel and, in winter, over 45,000 may stay in Pakistan. In all its colonies combined, 75,000 pairs are estimated to nest in Africa. It is possibly extinct in Serbia and Montenegro, and regionally extinct in Hungary.
Great white pelicans usually prefer shallow, (seasonally or tropical) warm fresh water. Well scattered groups of breeding pelicans occur through Eurasia from the eastern Mediterranean to Vietnam. In Eurasia, fresh or brackish waters may be inhabited and the pelicans may be found in lakes, deltas, lagoons and marshes, usually with dense reed beds nearby for nesting purposes. Additionally, sedentary populations are found year-round in Africa, south of the Sahara Desert although these are patchy. In Africa, great white pelicans occur mainly around freshwater and alkaline lakes and may also be found in coastal, estuarine areas. Beyond reed beds, African pelicans have nested on inselbergs and flat inshore islands off of Banc d'Arguin National Park.
For more information, please visit en.wikipedia.org/wiki/Great_white_pelican
Smarter than the average bear.
The last time I saw seven class 14s together was on 21 February 1987 when I paid a final visit to NCB Ashington.
They were all stored by then, with D9500/02/13/18/21/25/31/55 in and around the shed, with much of the track lifted.
Apart from the ex Ashington D9525, all of the 14s at the 14s@60 event were preserved by February 1987, but it was great to see them all working again at the Ecclesbourne Valley Railway yesterday.
D9553 departs Wirksworth with 2D07, 14.12 to Duffield
The common raven or northern raven (Corvus corax) is a large all-black passerine bird. It is the most widely distributed of all corvids, found across the Northern Hemisphere.
There are 11 accepted subspecies with little variation in appearance, although recent research has demonstrated significant genetic differences among populations from various regions. It is one of the two largest corvids, alongside the thick-billed raven, and is the heaviest passerine bird; at maturity, the common raven averages 63 centimetres (25 inches) in length and 1.47 kilograms (3.2 pounds) in weight, though up to 2 kg (4.4 lb) in the heaviest individuals. Although their typical lifespan is considerably shorter, common ravens can live more than 23 years in the wild. Young birds may travel in flocks but later mate for life, with each mated pair defending a territory.
This image was taken in Nanortalik, Greenland
Just your average beach scene really ;-)
I was excited to see an advert on telly tonight for the
film I saw being made on Marloes sands in Pembrokeshire last year.
It's called Snow White and the huntsman.
I uploaded some shots last year and these can be seen in the set I've made for them.
Fort Lauderdale /ˌfɔərt ˈlɔːdərdeɪl/ (frequently abbreviated as Ft. Lauderdale) is a city in the U.S. state of Florida, 28 miles (45 km) north of Miami. It is the county seat of Broward County. As of the 2010 census, the city had a population of 165,521. It is a principal city of the Miami metropolitan area, which was home to an estimated 6,012,331 people at the 2015 census.
The city is a popular tourist destination, with an average year-round temperature of 75.5 °F (24.2 °C) and 3,000 hours of sunshine per year. Greater Fort Lauderdale which takes in all of Broward County hosted 12 million visitors in 2012, including 2.8 million international visitors. The city and county in 2012 collected $43.9 million from the 5% hotel tax it charges, after hotels in the area recorded an occupancy rate for the year of 72.7 percent and an average daily rate of $114.48. The district has 561 hotels and motels comprising nearly 35,000 rooms. Forty six cruise ships sailed from Port Everglades in 2012. Greater Fort Lauderdale has over 4,000 restaurants, 63 golf courses, 12 shopping malls, 16 museums, 132 nightclubs, 278 parkland campsites, and 100 marinas housing 45,000 resident yachts.
Fort Lauderdale is named after a series of forts built by the United States during the Second Seminole War. The forts took their name from Major William Lauderdale (1782–1838), younger brother of Lieutenant Colonel James Lauderdale. William Lauderdale was the commander of the detachment of soldiers who built the first fort. However, development of the city did not begin until 50 years after the forts were abandoned at the end of the conflict. Three forts named "Fort Lauderdale" were constructed; the first was at the fork of the New River, the second at Tarpon Bend on the New River between the Colee Hammock and Rio Vista neighborhoods, and the third near the site of the Bahia Mar Marina.
The area in which the city of Fort Lauderdale would later be founded was inhabited for more than two thousand years by the Tequesta Indians. Contact with Spanish explorers in the 16th century proved disastrous for the Tequesta, as the Europeans unwittingly brought with them diseases, such as smallpox, to which the native populations possessed no resistance. For the Tequesta, disease, coupled with continuing conflict with their Calusa neighbors, contributed greatly to their decline over the next two centuries. By 1763, there were only a few Tequesta left in Florida, and most of them were evacuated to Cuba when the Spanish ceded Florida to the British in 1763, under the terms of the Treaty of Paris (1763), which ended the Seven Years' War. Although control of the area changed between Spain, United Kingdom, the United States, and the Confederate States of America, it remained largely undeveloped until the 20th century.
The Fort Lauderdale area was known as the "New River Settlement" before the 20th century. In the 1830s there were approximately 70 settlers living along the New River. William Cooley, the local Justice of the Peace, was a farmer and wrecker, who traded with the Seminole Indians. On January 6, 1836, while Cooley was leading an attempt to salvage a wrecked ship, a band of Seminoles attacked his farm, killing his wife and children, and the children's tutor. The other farms in the settlement were not attacked, but all the white residents in the area abandoned the settlement, fleeing first to the Cape Florida Lighthouse on Key Biscayne, and then to Key West.
The first United States stockade named Fort Lauderdale was built in 1838, and subsequently was a site of fighting during the Second Seminole War. The fort was abandoned in 1842, after the end of the war, and the area remained virtually unpopulated until the 1890s. It was not until Frank Stranahan arrived in the area in 1893 to operate a ferry across the New River, and the Florida East Coast Railroad's completion of a route through the area in 1896, that any organized development began. The city was incorporated in 1911, and in 1915 was designated the county seat of newly formed Broward County.
Fort Lauderdale's first major development began in the 1920s, during the Florida land boom of the 1920s. The 1926 Miami Hurricane and the Great Depression of the 1930s caused a great deal of economic dislocation. In July 1935, an African-American man named Rubin Stacy was accused of robbing a white woman at knife point. He was arrested and being transported to a Miami jail when police were run off the road by a mob. A group of 100 white men proceeded to hang Stacy from a tree near the scene of his alleged robbery. His body was riddled with some twenty bullets. The murder was subsequently used by the press in Nazi Germany to discredit US critiques of its own persecution of Jews, Communists, and Catholics.
When World War II began, Fort Lauderdale became a major US base, with a Naval Air Station to train pilots, radar operators, and fire control operators. A Coast Guard base at Port Everglades was also established.
On July 4, 1961 African Americans started a series of protests, wade-ins, at beaches that were off-limits to them, to protest "the failure of the county to build a road to the Negro beach". On July 11, 1962 a verdict by Ted Cabot went against the city's policy of racial segregation of public beaches.
Today, Fort Lauderdale is a major yachting center, one of the nation's largest tourist destinations, and the center of a metropolitan division with 1.8 million people.
Credit for the data above is given to the following website:
The average achievement in NSW hospitals is 79.6%.
[Enhanced phone camera image]
Westmead Hospital, Sydney, Australia (Thursday 7 September 2017)
I like the some of the Outfits.
Denmark and Barcelona look like for old Ladys instead for an average Teenage Girl.
I wish there was a Picture on the site without the Jacket from the Denmark set. Maybe it would look younger without it.
We also see the problem with larger Dolls and Fabric.
It makes them look even larger.
Lammily turn from average to plus size cause the Fabric is to thick and stiff.
Its like we would make oure Clothes out of Carpet.
Thats the main reason Barbie and other Dols are so thin.
They look normal with Clothes on.
Also the Clothes are really expensive.
Now the quetion is why?
Is it because the production is so expensive and they use high quality ore do they take advantage of the fact Lammily can not wear Barbie Clothes?
Maybe Jem and Dusty Clothes would fit. At least Tops and Dresses.
When i order a Lammily i would buy the scotish and the London set. These look cool.
1968 Sunbeam Alpine 1725 GT.
Anglia Car Auctions, King's Lynn -
"Chassis number: B395016613GTDDHRC. 1,725cc. This GT Series V Alpine sports starts and runs well. It is described by the vendor as in average condition that would be a candidate for straight forward restoration or to be used as is. It was last MoT'd in 2014 when purchased by its last owner and has covered 100 miles since. It comes only with an HPI record and MoT history (2014 only) print out. The mileage is recorded at 24,066. Eight registered owners."
Sold for £6480 including premium (estimate: £5000 to £7000).
Current estimates of average nodule abundance in four major locations.
For any form of publication, please include the link to this page:
This photo has been graciously provided to be used in the GRID-Arendal resources library by: GRID-Arendal
The ex Erie Dundee Spur had sat dormant for almost six years before a flurry of activity reactivated this unusual line. Unfortunately this will be short lived, as the train seen above is helping to discard the rail being ripped up in the next town over.
Morristown & Erie train MO-1 slowly makes its way down Monroe Street. The SW1500 creates an almost surreal look next to the much smaller passenger vehicles parked along the street. In just a few weeks, this line will turn into just a memory.
Dated Southampton, December 7, 1930.
From Wikipedia, the free encyclopedia
History
United Kingdom
NameRMS Aquitania
NamesakeAquitania (Roman province in France)[3]
Owner
1914–1934: Cunard Line[1]
1934–1949: Cunard White Star Line
1949–1950: Cunard Line
OperatorCunard Line
Port of registryUnited Kingdom Liverpool, United Kingdom
RouteSouthampton-New York (1914) (1920–1939) (1945–1948) (1945–1950) Southampton-Halifax (1948–1950)
Ordered8 December 1910[1]
BuilderJohn Brown & Company, Clydebank, Scotland[1]
Yard number409[2]
Laid downDecember 1910
Launched21 April 1913[1]
Christened21 April 1913 by the Countess of Derby
Acquired24 May 1914
Maiden voyage30 May 1914[1]
In service30 May 1914
Out of service1950
FateScrapped in 1950 at Faslane, Scotland.[1]
General characteristics
TypeOcean liner
Tonnage45,647 GRT[4]
Length901 ft (274.6 m)[4]
Beam97 ft (29.6 m)[4]
Draught36 ft (11.0 m)[1]
Decks10
Installed power
Direct drive Parsons steam turbines;[4]
59,000 shp (44,000 kW)
PropulsionFour shafts[4]
Speed
24 knots (44 km/h; 28 mph) (service)
25 knots (46 km/h; 29 mph) (max)[4]
Capacity
1914: 3,230[1]
618 1st class passengers
614 2nd class passengers
2,004 3rd class passengers
1926: 2,200[1]
610 1st class passengers
950 2nd class passengers
640 tourist class passengers
Crew972[1]
RMS Aquitania was a British ocean liner of the Cunard Line in service from 1914 to 1950. She was designed by Leonard Peskett and built by John Brown & Company in Clydebank, Scotland. She was launched on 21 April 1913[5] and sailed on her maiden voyage from Liverpool to New York on 30 May 1914. Aquitania was the third in Cunard Line's grand trio of express liners, preceded by RMS Mauretania and RMS Lusitania, and was the last surviving four-funnelled ocean liner.[6] Shortly after Aquitania entered service, World War I broke out, during which she was first converted into an auxiliary cruiser before being used as a troop transport and a hospital ship, notably as part of the Dardanelles Campaign.
Returned to transatlantic passenger service in 1920, she served alongside the Mauretania and the Berengaria. Considered during this period of time as one of the most attractive ships, Aquitania earned the nickname "the Ship Beautiful" from her passengers.[4] She continued in service after the merger of Cunard Line with White Star Line in 1934. The company planned to retire her and replace her with RMS Queen Elizabeth in 1940.
However, the outbreak of World War II allowed the ship to remain in service for ten more years. During the war and until 1947, she served as a troop transport. She was used in particular to take home Canadian soldiers from Europe. After the war, she transported migrants to Canada before the Board of Trade found her unfit for further commercial service. Aquitania was retired from service in 1949 and was sold for scrapping the following year. Having served as a passenger ship for 36 years, Aquitania ended her career as the longest-serving Cunard vessel, a record which stood for six years until overtaken by RMS Scythia's service record of 37 years. In 2004 Aquitania's service record was pushed into third place when Queen Elizabeth 2 became the longest-serving Cunard vessel.
Conception
The origins of Aquitania lay in the rivalry between the White Star Line and Cunard Line, Britain's two leading shipping companies. The White Star Line's Olympic, Titanic and the upcoming Britannic were larger than the latest Cunard ships, Mauretania and Lusitania, by 15,000 gross register tons. The Cunard duo were significantly faster than the White Star ships, while White Star's ships were seen as more luxurious. Cunard needed another liner for its weekly transatlantic express service, and elected to copy the White Star Line's Olympic-class model with a slower but larger and more luxurious ship.[4][7][8] The plan for the building of that liner began in 1910. Several draft plans were conceived in order to determine the main axes of what should be the ship for which an average speed of 23 knots was planned. In July of that year, the company launched the construction offers to several shipyards before choosing John Brown and Company, the builder of the Lusitania. The company chose Aquitania as the name for its new ship in continuity with those of its two previous duo. The three ships were named respectively after the Ancient Roman provinces Lusitania, Mauretania, and Gallia Aquitania.[9]
Aquitania was designed by Cunard naval architect Leonard Peskett.[4] Peskett drew up plans for a larger and wider vessel than Lusitania and Mauretania (about 130 feet (40 m) longer). With four large funnels the ship would resemble the famous speed duo, but Peskett also designed the superstructure with "glassed in" touches from the smaller Carmania, a ship he also designed. Another design feature from Carmania was the addition of two tall forward deck ventilator cowlings. Although the ship's outward dimensions were greater than that of Olympic, her displacement and tonnage were lower.[10] With Aquitania's keel being laid at the end of 1910, the experienced Peskett took a voyage on Olympic in 1911 so as to experience the feel of a ship reaching nearly 50,000 tonnes as well as to copy pointers for his company's new vessel.[10] Though Aquitania was built solely with Cunard funds, Peskett designed her according to strict British Admiralty specifications.[citation needed] Aquitania was built in the John Brown and Company yards in Clydebank, Scotland, where the majority of the Cunard ships were built.[5] The keel was laid in the same plot where Lusitania had been built, and would later be used to construct Queen Mary, Queen Elizabeth, and Queen Elizabeth 2.[11] Just like with Mauretania, for the launch the hull was painted in a light grey colour for photographic purposes; a common practice of the day for the first ship in a new class, as it made the lines of the ship clearer in the black-and-white photographs. Her hull was repainted to black in dry dock.[12]
In the wake of the Titanic sinking, Aquitania was one of the first new ships to carry enough lifeboats for all passengers and crew.[4] Eighty lifeboats, including two motorised launches with Marconi wireless equipment, were carried in both swan-neck and newer Welin type davits.[13] There was also a double hull and watertight compartments that were designed to allow the ship to float with five compartments flooded.[14] As required by the British Admiralty, she was designed to be converted into an armed merchant cruiser, and was reinforced to mount guns for service in that role. The ship displaced approximately 49,430 tons, of which the hull accounted for 29,150 tons, machinery 9,000 and bunkers 6,000 tons.[15]
Aquitania was launched on 21 April 1913 after being christened by Alice Stanley, the Countess of Derby, and fitted out over the next thirteen months. Notable installations were electrical wiring and decorations. The fitting out was led by Arthur Joseph Davis and his associate Charles Mewès.[10] On 10 May 1914, she was tested in her sea trials and steamed at one full knot over the expected speed. On 14 May, she reached Mersey and stayed at a port there for fifteen days, during which she underwent a final major cleaning and finishing in preparation for her maiden voyage.[16]
Technical aspects
Aquitania was the first Cunard liner to have a length in excess of 900 feet.[10] Unlike some four-funneled ships, such as White Star Line's Olympic-class ocean liners, Aquitania did not have a dummy funnel; each funnel was utilised in venting smoke from the ship's boilers.[17][18]
Steam was provided by twenty-one forced-draft, double-ended Scotch boilers, having eight furnaces each, that were 22 feet (6.7 m) long with diameter of 17 feet 8 inches (5.4 m) arranged in four boiler rooms.[19] Each boiler room had seven ash expellers with pump capacity of approximately 4,500 tons per hour that could also be used as emergency bilge pumps.[19]
Steam drove Parsons turbines in three separate engine rooms in a triple expansion system for four shafts.[19] The port engine room contained the high pressure ahead (240 tons, 40 feet 2 inches (12.2 m) long with four stage expansion) and astern turbine (120 tons, 22 feet 11 inches (7.0 m) long) for the port shaft, the centre room contained two low pressure turbines with ahead and astern capability within single casings (54 feet 3 inches (16.5 m) long, nine expansion stages in ahead turbine, four in astern turbine) for the two centre shafts and the starboard room contained the intermediate pressure ahead turbine (41 feet 6.5 inches (12.7 m) long) and a high pressure astern turbine (twin of the port high pressure turbine) for the starboard shaft.[19][20]
The electrical plant, located on G deck below the waterline, consisted of four 400 kW British Westinghouse generator sets generating 225 volt direct current, with emergency power provided by a diesel driven 30 kW generator up on the promenade deck.[21] Power was provided for about 10,000 lamps and about 180 electric motors.[21] She also had brass triple chambered 3 chime steam whistles on the 1st funnel and 2nd funnel.
In 1914, Aquitania had the capacity to carry 3,220 passengers (618 First Class, 614 Second Class, 2,004 Third Class). After a refit in 1926, the figure was reduced to 610 in first class, 950 in second class, and 640 in tourist class. Although the original specification mentioned a capacity of 972 crew members, the ship sometimes carried around 1,100.[9]
Although Aquitania lacked the lean, yacht-like appearance of running mates Mauretania and Lusitania, the greater length and wider beam allowed for grander and more spacious public rooms. Her public spaces were designed by the British architect Arthur Joseph Davis of the interior decorating firm Mewès and Davis. This firm had overseen the construction and decoration of the Ritz Hotel in London and Davis himself had designed several banks in that city. His partner in the firm, Charles Mewès, had designed the interiors of the Paris Ritz, and had been commissioned by Albert Ballin, head of Germany's Hamburg America Line (HAPAG), to decorate the interiors of the company's new liner Amerika in 1905.[10]
In the years prior to the First World War, Mewès was charged with the decoration of HAPAG's trio of giant new ships, Imperator, Vaterland, and Bismarck, while Davis was awarded the contract for Aquitania.[10] In a curious arrangement between the rival Cunard and Hamburg-Amerika Lines, Mewès and Davis worked apart—in Germany and England respectively and exclusively—with neither partner being able to disclose details of his work to the other. Although this arrangement was almost certainly violated, Aquitania's first-class interiors were largely the work of Davis. The Louis XVI dining saloon owed much to Mewès' work on the HAPAG liners, but it is likely that having worked so closely together for many years the two designers' work had become almost interchangeable. Indeed, Davis must be given credit for the Carolean smoking room and the Palladian lounge; a faithful interpretation of the style of architect John Webb.[22]
The second class had a dining room, several lounges, a smoking room, a veranda café, and a gymnasium; many being unique facilities for this class on British liners. The third class had several common areas, a promenade, and three shared bathrooms.[22] The cabins offered great comfort. The first class included eight luxury suites, named after famous painters. A large number of first-class cabins had bathrooms, although not all did. The second-class cabins were larger than average, most being capable of accommodating three people as opposed to the standard four. Her Third Class accommodations were a great expansion in facilities compared to her running mates. While most Cunard liners had their Third Class areas confined forward, aboard Aquitania such spaces spanned the full length of the ship, and included several large open areas, three large dining rooms and both open and enclosed promenades.[23]
Over her thirty-five years career, her facilities changed. Examples of this were the addition of a cinema during her refit from 1932 to 1933[24] and the reorganisation of the tourist class during the 1920s for giving greater comfort to poor passengers.[25]
Early career and World War I
Aquitania's maiden voyage was under the command of Captain William Turner on 30 May 1914 with arrival in New York on 5 June.[1][15] The voyage and arrival in New York received great attention.[26] Fifteen days later, the German liner SS Vaterland, being the largest ship in the world at the time, was put into service. In the eye of the press, this maiden voyage was a matter of national prestige.[27] However, this event was overshadowed by the sinking of RMS Empress of Ireland in Quebec the previous day with over a thousand drowned.[28] However, no passenger cancelled their voyage aboard the Aquitania, despite the strong emotion aroused by this sinking.[16] During her maiden voyage, the ship carried around 1,055 passengers, which was about a third of her total capacity. This was because a superstition pushed some people away from travelling on a ship's maiden voyage.[citation needed] The crossing fully satisfied the crew and the company. Average speed for the voyage, a distance of 3,181 nautical miles (5,891 km; 3,661 mi) measured from Liverpool to the Ambrose Channel lightship, was 23.1 knots (42.8 km/h; 26.6 mph),[15] taking into account a five-hour stop due to fog and the proximity of icebergs. The ship briefly managed to exceed 25 knots. Also, her coal consumption was significantly lower than that of Lusitania and Mauretania. Many passengers enjoyed the voyage. On the return trip, the success was renewed; she carried a total of 2,649 passengers, which was a record for a British liner leaving New York.[29]
Upon arrival at her home port, she underwent minor modifications, which took into account observations made during the two first crossings (this was typical for a liner after its first round trip).[29] Two more round trips took place in the second half of June and the whole of July of that year. Her architect Leonard Peskett was on board during those trips to note any defect and room for improvement. In total, 11,208 passengers travelled on the ship during her first six crossings. Her career was abruptly interrupted by the outbreak of World War I, which removed her from passenger service for six years.[30]
The following month Archduke Franz Ferdinand of Austria was assassinated, and the world was plunged into World War I. Aquitania was converted into an armed merchant cruiser on 5 August 1914, for which provision had been made in her design. On 8 August, having been rid of decorative elements and armed with guns, she was sent on patrol. On 22 August, she collided with a liner named Canadian. Shortly after, the Admiralty found that large liners were too expensive to operate as cruisers. On 30 September, she was repaired, disarmed, and returned to Cunard Line.[31][4]
After being idle for a time, in the spring of 1915 she was recalled by the Admiralty and converted into a troopship, and made voyages to the Dardanelles, sometimes running alongside Britannic or Mauretania. Around 30,000 men were transported on the ship to the battlefield between May and August of that year.[31] Aquitania then was converted into a hospital ship, and acted in that role during the Dardanelles campaign.[1][32] In 1916, the year that White Star's flagship, and one of Aquitania's main rivals, Britannic, was sunk, Aquitania was returned to the trooping front, and then in 1917 was laid up in the Solent.[1][33] In 1918, now under the command of James Charles, the ship was back on the high seas in troopship service, conveying North American troops to Britain. Many of these departures were from the port of Halifax, Nova Scotia where the ship's dazzle paint scheme was captured by artists and photographers, including Antonio Jacobsen. On one occasion Aquitania transported over 8,000 men. During her nine voyages, she transported approximately a total of 60,000 men. During this period, she collided with USS Shaw and tore apart its bow. The accident killed a dozen members of the American ship's crew.[34]
After the end of the war, in December 1918, Aquitania was dismissed from military service. She collided with the British cargo ship Lord Dufferin at New York in the United States on 28 February 1919. Lord Dufferin sank and Aquitania rescued her crew.[35] Lord Dufferin was later refloated and beached.[36]
Interwar career
In June 1919, Aquitania ran a Cunard "austerity service" between Southampton and New York. In December of that year Aquitania was docked at the Armstrong Whitworth yards in Newcastle to be refitted for post-war service. The ship was converted from coal burner to oil-fired, which greatly reduced the number of engine room crew required.[1][37] The original fittings and art pieces, removed when refitted for military use, were brought out of storage and re-installed. At some point during this time, a new wheelhouse was constructed above the original one as the officers had complained about the visibility over the ship's bow. The second wheelhouse can be seen in later pictures of the era and the original wheelhouse area below had the windows plated in.[38]
1920s
Aquitania resumed her commercial service on 17 July 1920, leaving from Liverpool with 2,433 passengers on board. The crossing was a success; the ship maintained good speed while showing that now being oil-fuelled was much cheaper than coal-fuelled propulsion.[39] The ship's arrival in New York Harbor was filmed as part of the pioneering 1921 documentary Manhatta, in which she is seen being pushed to her destination by tugboats. The months that followed were just as promising, despite a stewards' strike in May 1921.[40] At the beginning of the decade, Aquitania was the only large liner in the service of Cunard Line as the Mauretania was undergoing repair after a fire. The year 1921 was thus an exceptional year for her; she broke a record by transporting around 60,000 passengers that year.[41] In the following year, the Mauretania rejoined her in Cunard service. Aquitania operated in service with the Mauretania and Berengaria (formerly the German liner Imperator) in a trio known as "The Big Three."[4][42]
In 1924, a new restriction on immigration was passed in the United States, causing the number of third-class passengers to decline significantly. From about 26,000 third-class passengers transported by Aquitania in 1921, the figure fell to about 8,200 third-class passengers in 1925. The number of crew was thus reduced to around 850 people from the original 1,200.[42] The third class was no longer the key to the profitability of the liner, and so the company had to adapt. The third-class gradually became a tourist class, which offered decent service at a low price. In 1926, the ship underwent a major overhaul, which reduced the passenger capacity from around 3,300 to around 2,200.[43]
Still, the Cunard Line benefited from prohibition in the United States, which started in 1919. American liners were legally part of the territory of the United States, and thus alcoholic beverages could not be served on them. Passengers who wanted to drink therefore travelled on British liners in order to do so.[44] Aquitania enjoyed great success, making much profit for her company. In 1929, she underwent a major refit. A bathroom was added to many first-class cabins, and the tourist class was renovated. While new competitors, such as the German liner SS Bremen, entered service, Aquitania remained particularly popular after fifteen years of service.[45]
Crisis of 1929 and its consequences
Following the stock market crash of 1929, many ships were affected by the economic downturn and reduced traffic. Aquitania found herself in a tough position. Only a few could afford expensive passage on her now, so Cunard sent Aquitania on cheap cruises to the Mediterranean. These were successful, especially for Americans who went on "booze cruises," tired of their country's prohibition.[46] Another problem also arose: the two liners of the Norddeutscher Lloyd, SS Bremen and SS Europa, successfully captured the Blue Riband and many customers.[47] In 1934, the number of passengers Aquitania carried declined to around 13,000 from 30,000 in 1929.[48] The ship, however, remained popular and she was the third busiest in the early 1930s behind those two German liners.[46]
To keep the ship up to date, she underwent a refit, which added a cinema, between 1932 and 1933. At the same time, in order to modernise its fleet, the company ordered the Queen Mary. The Great Depression, however, prevented the company from being able to fully finance the construction, and the company merged with its rival, the White Star Line, in 1934 in order to do so. The Queen Mary entered service in 1936.[49] Author C. R. Bonsor writing in 1963 states, from 1936 on it became necessary to squeeze the maximum speed out of Aquitania in order to make her a suitable running mate for Queen Mary thus 24 knot passages became regular.[50] Aquitania ran aground in the Solent on 24 January 1934 but was refloated later the same day.[51] The merger of the two companies into Cunard-White Star Line resulted in a large surplus of liners being owned by a single company. Thus, very old ships, such as the Mauretania and the Olympic, were removed from service immediately and sent to the scrapyard. However, the Aquitania was not, despite her age.[52] On 10 April 1935, Aquitania went hard aground on Thorne Knoll in the Solent near Southampton, England, but with the aid of ten tugboats, on the next high tide the ship was freed.[1] When the new liner RMS Queen Elizabeth was due to enter service in 1940, newspapers speculated that Aquitania would be scrapped that year. However, during that period, her performance continued to satisfy her company. The year 1939 saw an increase in the number of wealthy passengers on board. The ship was then already 26 years old.[53]
World War II service
Aquitania, with a normal troop capacity of 7,400, was among the select group of large, fast former passenger ships capable of sailing independently without escort transporting large numbers of troops that were assigned worldwide as needed.[54] These ships, often termed "Monsters" until London requested the term be dropped, were Aquitania, Queen Mary, Queen Elizabeth, Mauretania (II), Île de France and Nieuw Amsterdam with "lesser monsters" being other large ex-liners capable of independent sailing with large troop capacity that accounted for much of the troop capacity and deployment, particularly in the early days of the war.[55][56]
Plans to replace Aquitania with the newer Queen Elizabeth in 1940 had been forestalled by outbreak of World War II in 1939.[4] On 16 September 1939 Aquitania, awaiting initial refit as a troop ship, was at pier 90 in New York along with Queen Mary while nearby, at pier 88, were the French ships Île de France and Normandie.[1][4] She returned to Southampton and was requisitioned on 18 November.[57]
Aquitania's initial troop transport operation was taking Canadian troops to Scotland, Convoy TC1 in company with Empress of Britain, Empress of Australia, Duchess of Bedford, Monarch of Bermuda, HMS Hood, HMS Warspite, HMS Barham, HMS Resolution, HMS Repulse, HMS Furious, December 1939.[1] Meanwhile, a massive transport of Australian and New Zealand troops to Suez and North Africa, with possible diversion to the United Kingdom if events required, was in planning with the numbered convoys to be designated as "US" with the large Atlantic liners assigned a role.[58] The fast convoy designated as US.3 was composed of Aquitania and the liners Queen Mary, Mauretania, Empress of Britain, Empress of Canada, Empress of Japan and Andes.[59] Aquitania, Empress of Britain and Empress of Japan, after embarking New Zealand troops at Wellington in May, sailed escorted by HMAS Canberra, HMAS Australia, and HMNZS Leander to join the Australian component off Sydney on 5 May 1940.[60] Joined off Sydney by Queen Mary and Mauretania the convoy sailed the same day to be joined the next by Empress of Canada from Melbourne for a stop at Fremantle 10–12 May before the voyage intended to be for Colombo.[60] About midway to Colombo, on 15 May, the convoy was rerouted due to the rapid German penetrations into France with the ultimate destination of Gourock, Scotland via Cape Town, South Africa and Freetown, Sierra Leone where the escort strengthened by various ships including the aircraft carriers HMS Hermes and HMS Argus and the battlecruiser HMS Hood.[61] The convoy arrived in the Clyde and anchored off Gourock on 16 June 1940.[62]
Now repainted battleship grey, in November 1941 Aquitania was in the British colony of Singapore, from which she sailed to take part indirectly in the loss of the Australian cruiser HMAS Sydney. Sydney had engaged in battle with the German auxiliary cruiser Kormoran. There has been much unsubstantiated speculation that Kormoran was expecting Aquitania, after spies in Singapore had notified Kormoran's crew of the liner's sailing, and planned to ambush her in the Indian Ocean west of Perth but instead encountered Sydney on 19 November. Both ships were lost after a fierce battle. On the morning of 24 November Aquitania en route to Sydney from Singapore spotted and picked up twenty-six survivors of the German ship but maintained radio silence and did not pass word until in visual range of Wilson's Promontory on 27 November.[63] The captain had gone against orders not to stop for survivors of sinkings.[1] There were no survivors from Sydney.
December saw the outbreak of war in the Pacific, then Japanese advances throughout Southeast Asia and toward Australia, necessitating the redeployment of defensive forces.[64] On 28 December Aquitania and two smaller transports departed Sydney with 4,150 Australian troops and 10,000 tons of equipment for Port Moresby, New Guinea. (On the same date, USS Houston and other U.S. ships evacuating from the north reached Darwin, with USS Pensacola, and elements of her diverted Philippine convoy some 300 miles (480 km) ahead.) Aquitania was back in Sydney on 8 January 1942.[65] The next effort was reinforcement of Singapore and the Netherlands East Indies with Aquitania transporting Australian troops (whose equipment was in Convoy MS.1) as the single ship MS.2 convoy, under escort of HMAS Canberra.[66] The ship had been the only suitable transport for such a large movement. Originally, transport directly to Singapore was considered, but the danger from aircraft to such a valuable asset and so many troops caused a change of plans. Instead, Aquitania departed Sydney on 10 January, reaching Ratai Bay at the Sunda Strait on 20 January, where 3,456 personnel (including some Navy, Air Force and civilians) were transhipped[66] under a covering naval force to seven smaller vessels (six of them Dutch KPM ships) that would continue to Singapore as convoy MS.2A.[66] Aquitania was returned to Sydney on 31 January.[66]
With the United States in the war, Aquitania (then with a troop capacity of 4,500) had been scheduled for transport duties from the United States to Australia in February, but necessary repairs delayed that. Because her deep draft was hazardous in Australian and intermediate ports in the Pacific Islands,[67] she spent March and April 1942 transporting troops from the west coast of the U.S. to Hawaii.[55][68] Then Aquitania was temporarily transferred from Pacific duties to support the movement of troops from the United States to Britain, sailing 30 April from New York in a large convoy that transported some 19,000 troops.[69] On 12 May 1942 Aquitania loaded troops at Gourock destined for the war in the Middle East, departing in convoy WS19P on 1 June with destroyers and heavy weather, she broke off independently on 7 June due to her greater speed with designation WS19Q.[70] The first port of call was 48 hours at Freetown (West Africa) on 11 June, then 3 days at Simonstown, South Africa 20 June 48 hours at Diego Suarez, Madagascar from 30 June 24 hours at Steamer Point, Aden on 3 July, and then disembarkation at Port Tewfik, Egypt from 8 July 1942.[71] The return journey was via Diego Suarez, Capetown, Freetown and then to Boston. By September Aquitania was engaged in a triangular troop deployment of United States-United Kingdom-Indian Ocean voyages.[72]
Pamphlet
As part of the major redeployment of Australian troops from North Africa to the defence of Australia and start of offensive operations in the Southwest Pacific Aquitania, Queen Mary, Île de France, Nieuw Amsterdam, and the armed merchant cruiser HMS Queen of Bermuda transported the Australian 9th Division to Sydney in Operation Pamphlet during January and February 1943.[73]
By the buildup for the invasion of Europe in 1944 troop deployments to Britain depended heavily on Aquitania and the other "Monsters" and no allowance could be made for interruption of their service for other transport requirements.[74]
Wartime embarkation at New York is described in some detail in the description of the departure of the Special Navy Advance Group 56 (SNAG 56) that was to become Navy Base Hospital Number 12 at the Royal Victoria Hospital, Netley, England, to receive casualties from Normandy. The unit was sent by "devious routes" by train to Jersey City where under cover of darkness they boarded a ferry crossing to the covered pier 86 in New York where a band played and the Red Cross served their last coffee and doughnuts as they boarded "N.Y. 40", the New York Port of Embarkation code designation for Aquitania, which got underway the morning of 29 January 1944 with some 1,000 Navy and 7,000 Army personnel for arrival at Gourock, Scotland 5 February.[75]
In eight years of military work, Aquitania sailed more than 500,000 miles, and carried nearly 400,000 soldiers,[1][76] to and from places as far afield as New Zealand, Australia, the South Pacific, Greece and the Indian Ocean.[77]
Postwar service and retirement
After completing troopship service, the vessel was handed back to Cunard-White Star in 1948. She underwent a refit for passenger service. She was then used to transport war brides and their children to Canada under charter from the Canadian government. This final service created a special fondness for Aquitania in Halifax, Nova Scotia, the port of disembarkation for these immigration voyages.[78][4]
On completion of that task in December 1949, Aquitania was taken out of service when the ship's Board of Trade certificate was not renewed as the condition of the ship had deteriorated, and it would have been cost-prohibitive to be brought up to new safety standards, namely fire code regulations. The decks leaked in foul weather, the bulkheads and funnels were corroded to a point that one could stick their finger through them. A piano had fallen through the roof of one of the dining rooms from the deck above during a corporate luncheon held on the ship. This signalled the end of Aquitania's operational life.[4][79]
The vessel was retired and sold to British Iron and Steel Corporation for scrap for £125,000 in 1950 at Faslane in Scotland.[1] Dismantling took almost a year to complete.[79] This ended a career which included steaming 3 million miles over 450 round voyages. Aquitania carried 1.2 million passengers through an active sea career that spanned nearly 36 years, making her the longest-serving Express Liner of the 20th century. Aquitania was the only major liner, and the largest commercial vessel, to serve in both World Wars. She was also the last four-funnelled passenger ship to be scrapped.[76] The ship's wheel and a detailed scale model of Aquitania may be seen in the Cunard exhibit at the Maritime Museum of the Atlantic in Halifax.
Maritime author N. R. P. Bonsor wrote of Aquitania in 1963: "Cunard had recovered possession of their veteran in 1948 but she was not worth reconditioning. In 35 years of service Aquitania had sailed more than 3 million miles and apart from one or two early Allan Line steamers no other ship served for as long in a single ownership."[80][81][82]
Average seeing, great experience :)
Skywatcher 10" dobson
Zwo ASI224MC colour camera
TeleVue 2.5x powermate
Baader IR-Pass filter
My favourite from a recent trip up to Moray. Not much of a sunset but I really like how punchy the colour is.
EXIF:
Focal Length (35mm) 16mm
Aperture f/16
Shutter Speed 7m7s IA: 19 frames @ 15s with variable delay
ISO 200
Metering Mode Pattern
Subject Distance Infinity & Beyond
White Balance Auto
Light Source Hidden Behind Clouds
Link:
Please, no images in the comments unless it's from a group I've posted the image to. Sorry but I import the comments into my website and the image ones look terrible.
Three Rondavels - Sunset
Three Rondavels - Sonnenuntergang
The Blyde River Canyon, officially the Motlatse Canyon is a significant natural feature of South Africa, located in Mpumalanga, and forming the northern part of the Drakensberg escarpment. Located in the Blyde River Canyon Nature Reserve, it is 25 kilometres (16 mi) in length and is, on average, around 750 metres (2,461 ft) deep. The Blyderivierpoort Dam, when full, is at an altitude of 665 metres (2,182 ft). The canyon consists mostly of red sandstone. The highest point of the canyon, Mariepskop, is 1,944 metres (6,378 ft) above sea level, whilst its lowest point where the river leaves the canyon is slightly less than 561 metres (1,841 ft) above sea level. This means that by some measure the canyon is 1,383 metres (4,537 ft) deep.
While it is difficult to compare canyons world-wide, Blyde River Canyon is one of the largest canyons on Earth, and it may be the largest 'green canyon' due to its lush subtropical foliage. It has some of the deepest precipitous cliffs of any canyon on the planet. It is the second largest canyon in Africa, after the Fish River Canyon, and is known as one of the great wonders of nature on the continent.
Possibly the best view in the whole of the Blyde River Canyon is of the "Three Rondavels", huge, round rocks, thought to be reminiscent of the houses or huts of the indigenous people, known as rondavels. This canyon is part of the Panorama Route. This route starts at the town Graskop and includes God's Window, the Pinnacle and Bourke's Luck Potholes.
Blyde means "glad" or "happy" in old Dutch, a name derived from a voortrekkers' expedition. The 'happy river' was thus named in 1844, when Hendrik Potgieter and others returned safely from Delagoa Bay to the rest of their party of trekkers who had considered them dead. While still under this misapprehension they had named the nearby river where they had been encamped, Treurrivier, or 'mourning river'.
In 2005, the Blyde River was renamed to the Motlatse River, and the Mpumalanga Provincial Government announced that the canyon would be renamed as well.
The Blyde River Canyon supports large diversity of life, including numerous fish and antelope species as well as hippos and crocodiles, and every primate species that may be seen in South Africa (including both greater and lesser bushbabies, vervet monkeys and Samango monkeys). The diversity of birdlife is similarly high, including the beautiful and much sought Narina trogon as well as species such as the Cape vulture, black eagle, crowned eagle, African fish eagle, gymnogene, jackal buzzard, white-rumped vulture, bald ibis, African finfoot, Knysna lourie, purple-crested lourie, Gurney's sugarbird, malachite sunbird, cinnamon dove, African emerald cuckoo, red-backed mannikin, golden-tailed woodpecker, olive bush shrike, green twinspot, Taita falcons (very rarely sighted, a breeding pair lives in the nearby Abel Erasmus Pass), Cape eagle owl, white-faced owl, wood owl, peregrine falcon, black-breasted snake eagle, Wahlberg's eagle, long-crested eagle, lanner falcon, red-breasted sparrowhawk, rock kestrel and others.
At 200 metres (660 ft), the Kadishi Tufa waterfall is the second tallest tufa waterfall on earth. A tufa waterfall is formed when water running over dolomite rock absorbs calcium, and deposits rock formations more rapidly than they erode the surrounding rock. In the case of the Kadishi Tufa fall, the formation that has been produced strikingly resembles a face which is crying profusely, and is thus sometimes known as 'the weeping face of nature'.
The canyon and the surrounding Drakensberg escarpment is a very popular tourist region with a well-developed tourism industry supported by good public infrastructure.
(Wikipedia)
The Three Rondavels are three round, grass-covered mountain tops with somewhat pointed peaks. They resemble the traditional round or oval rondavels or African homesteads quite closely, which are made with local materials. Sometimes they are also called the Three Sisters, though this may confuse them with a similar threesome visible from the N1 road in the Northern Cape, very far to the south.
The names of the peaks commemorate a 19th century chief, Maripi, and three of his wives. The flat-topped peak adjacent to the rondavels is Mapjaneng, "the chief", who is remembered for opposing invading Swazis in a memorable battle. The three rondavels are named for three of his more troublesome wives – Magabolle, Mogoladikwe and Maseroto. Behind the rondavels the distant high plateau of Mariepskop may be visible. Beside the dam, the isolated Thabaneng hill is known as the "sundial" or “mountain with a shadow that moves". It is said that the position of its shadow indicates the time of day.
On a clear day the lookout point provides extensive views. From here one looks over the canyon to the Three Rondavels on the other side, which is flanked on various sides by promontories of the northern Drakensberg range.
The formation of the attractive sedimentary formations are explained geologically as the slow erosion of underlying soft stone, leaving the exposed the more resistant quartzite and shale rondavels.
(Wikipedia)
Der Blyde River Canyon ist ein 26 Kilometer langer, bis 800 Meter tiefer und hauptsächlich aus rotem Sandstein bestehender Canyon. Er befindet sich an der Panorama Route nordöstlich von Johannesburg und gilt als eines der großen Naturwunder Afrikas.
Durch den Blyde River Canyon, der an den Bourke’s Luck Potholes beginnt, fließt der Fluss Blyde River, der bei 25° 4′ 15,9″ S, 30° 40′ 40,2″ O dem Thaba Chweu entspringt und bei 24° 15′ 18,6″ S, 30° 49′ 50″ O in den Olifantsriver fließt.
Ein von zahlreichen Touristen besuchter Punkt des Canyons sind die drei Rondavels, gewaltige, runde Felsen, die an die runden Hütten der Einheimischen erinnern. Wegen seines Ausblicks vielbesucht ist auch God’s Window.
(Wikipedia)
Hollywood is a city in Broward County, Florida, located between Fort Lauderdale and Miami. The average temperature is between 68 and 83 degrees. As of July 1, 2015 Hollywood has a population of 149,728. Founded in 1925, the city grew rapidly in the 1950s and 1960s, and is now the twelfth largest city in Florida. Hollywood is a principal city of the Miami metropolitan area, which was home to an estimated 6,012,331 people at the 2015 census.
Joseph W. Young founded the city in 1925. He dreamed of building a motion picture colony on the East Coast of the United States and named the town after Hollywood, California. Young bought up thousands of acres of land around 1920, and named his new town "Hollywood by the Sea" to distinguish it from his other real estate venture, "Hollywood in the Hills", in New York
Young had a vision of having lakes, golf courses, a luxury beach hotel, country clubs, and a main street, Hollywood Boulevard. After the 1926 Miami hurricane, Hollywood was severely damaged; local newspapers reported that Hollywood was second only to Miami in losses from the storm. Following upon Young's death in 1934, the city encountered more terrific hurricanes and not only that, but the stock market crashed with personal financial misfortunes. It felt as though the city was tumbling slowly piece by piece with all of those tragic events taking place.
Hollywood is a planned city. On Hollywood Boulevard is the Mediterranean-style Joseph Young Mansion, built around 1921, making it one of the oldest houses in Hollywood.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/Hollywood,_Florida
© All Rights Reserved - you may not use this image in any form without my prior permission.
Grind: Coarse (Average Circles & Effect: Saturate), Brew: Overprint (1/4 Pic & Full Blended Circles), Serve: Light & Sweet (Vignette Tone & Patio Texture)
The one thing that unites all human beings, regardless of age, gender, religion or ethnic background, is that we all believe we are above-average drivers. ~ Dave Barry
(yup, he's right.... except with me, it's true! ;-)
And I know it's super late to enter for Me Again Monday, but I'm throwin' it in there! Theme: Quotes
Ring-tailed lemurs are threatened, largely because the sparse, dry forests they love are quickly vanishing.
Average life span in the wild: up to 18 years
Ring-tailed lemurs live in groups known as troops. These groups may include 6 to 30 animals, but average about 17. Both sexes live in troops, but a dominant female presides over all.
Ring-tailed lemurs have powerful scent glands and use their unique odor as a communication tool and even as a kind of weapon. Lemurs mark their territory by scent, serving notice of their presence to all who can smell. During mating season, male lemurs battle for dominance by trying to outstink each other. They cover their long tails with smelly secretions and wave them in the air to determine which animal is more powerful.
Lemurs use their hands and feet to move nimbly through the trees, but cannot grip with their tails as some of their primate cousins do. Ring-tailed lemurs also spend a lot of time on the ground, which is unusual among lemur species. They forage for fruit, which makes up the greater part of their diet, but also eat leaves, flowers, tree bark, and sap.
Vänga Bog is a large and relatively untouched peat-filled bog. You can walk on footbridges across the bog.
The bog was once a glacier lake but has now been overgrown. The peat layer averages 4 m thick and there is a sand and gravel bed underneath.
For a long time, people harvested grass from meadows to get hay for their animals. A number of older ditches still remain. Peat has been extracted for household use.
The bog has changed a lot in the last hundred years. From having been a more or less open bog, it is now more or less overgrown with trees in different sizes. The trees are mainly pine, silver birch and alder. Trees and bushes will be cut down and transported away in the coming years, to recreate a more open wetland. Many species of birds have specialised in living on large open fens.
Bralorne is a compound name, as follows: The Lorne mineral claim was located here by William Young, 4 July 1897, and with other claims was developed into the Lorne mine. In 1931 the mine was acquired by Bralco Development and Investment Co., Austin Cottrell Taylor, Vancouver, president. (The name Bralco in turn having been made from the first two letters of British, Alberta and Columbia). Bralco formed a new company to operate the mine - Bralorne Mines Ltd, the name being made from "Bra" of Bralco and "Lorne". The town took its name from the company.
LORNE MINE - a Post Office and gold mining camp, 60 miles from Mission, 54 miles from Shalath on the P. G. E. Railway, in Lillooet Provincial Electoral District, at end of wagon road. This district produces free milling gold averaging 20 per cent. Part of the Bralorne Complex in the Bridge River.
- / LORNE MINE / JAN 24 / 17 / B.C. / - split ring cancel on piece - this split ring hammer (A1-1) was proofed - 20 September 1910 - (RF E / now is classified as RF E2).
LINK to a list of the Postmasters who served at the LORNE MINE Post Office - recherche-collection-search.bac-lac.gc.ca/eng/home/record...
The first Postmaster at LORNE MINE was Daniel Hurley - he served as Postmaster from - 1 April 1911 to - 11 August 1913.
Daniel McCurdy “Dan” Hurley
(b. 9 April 1867 in Truro, Colchester County, Nova Scotia, Canada - d. 17 October 1942 (aged 75) in Lillooet, Squamish-Lillooet Regional District, British Columbia, Canada) - LINK to his Find a Grave site - www.findagrave.com/memorial/198307473/daniel-mccurdy-hurley
His wife - Mary Marie (nee Miller) Hurley
(b. 31 July 1874 in Lillooet, Squamish-Lillooet Regional District, British Columbia, Canada - d. 7 September 1960 (aged 86) in Ladner, Greater Vancouver Regional District, British Columbia, Canada) - they were married - 2 April 1895 in Lillooet, British Columbia - LINK to their marriage certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/c7... LINK to her death certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/18...
Clipped from - The Province newspaper - Vancouver, British Columbia, Canada - 20 June 1900 - Mr. Daniel Hurley, a pioneer of seventeen years standing in the Llllooet district is in town. He is part owner of the Lome mine, Cadwallader creek, Bridge river. Mr. Hurley brought down on his present visit 182 ounces of gold running $16.70 per ounce, the result of a clean up of a six weeks' arrastra run. The arrastra an heirloom of primitive Mexican mining days - is capable of crushing about one ton of ore per day. The Lorne mine was discovered and located In 1897, but the commencement cf active operations dates from July of last year. The Lome is the property of three men, Daniel Hurley and Mersrs. Coughlan and Young. A seventy-two day run last summer netted the owners $5,800. The veins on the Lome claim average about three feet in width; the one being worked at present Is somewhat wider, varying from four to six feet.
Clipped from - The Province newspaper - Vancouver, British Columbia, Canada - 19 October 1942 - DANIEL HURLEY. Noted Lillooet Pioneer Passes LILLOOET, Oct. 19. 1942 - Daniel Hurley, 77, widely known in British Columbia's Cariboo country, died here. Born at Truro, Nova Scotia, he had lived in Lillooet for the past 59 years, arriving here in 1885. Shortly after his arrival he built the Hotel Victoria with his brother and the hostelry still serves the town. He grubstaked many a miner in the district and was one of the promoters of the Lome Mine, which was sold to Bralco in 1932. Mr. Hurley was liquor vendor for Lillooet from 1924 to 1928; and owned the 28-Mile Ranch on the Lytton road until the sale in 1933 to Neal Evans. Besides his wife he leaves eight children. A sister, Mrs. Mabel Abercrombie, lives in North Vancouver. Funeral services will be held Monday afternoon at St. Mary's Anglican Church.
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Charles C. Galloway was the second Postmaster at LORNE MINES - he served from - 1 March 1914 to early 1915 because of non residence of Postmaster.
Charles Campbell Galloway
(b. 20 January 1884 in New Zealand - d. 18 April 1916 at age 32 in Prestea, Gold Coast, Africa)
Clipped from - The Province - Vancouver, British Columbia, Canada - 13 May 1916 - SUCCUMBS TO FEVER - Charles C. Galloway Dies In Far Off West Africa. Information has just been received by Mrs. Charles Scott Galloway of Vancouver of the death of her son, Charles C. Galloway, in West Africa. Early last year he accepted a position with a company operating at Prestea, on the Gold Coast, where he had made rapid advances in mining engineering. No details have yet been received as to how he contracted tho disease which ended in his death - Blackwater fever. The late Mr. Galloway, who was a native of New Zealand came to British Columbia in 1895, the family settling at Greenwood. He received his education at Vancouver and McGill, Montreal, taking in both places a prominent part in athletics of all kinds. He spent four seasons with the geological survey, three of which were in this Province and one in Eastern Canada. Later he was on the staff of the Dominion Steel Company, Sydney, and then with the Anaconda Copper Company. In 1913 he was appointed superintendent of the Coronation Gold Mines Limited, Lillooet where ha remained until operations were suspended. He was extremely popular with everyone and his wide circle of friends will regret to hear of his demise at the early age of 32 years. Deceased's father is at present In the old country engaged in munitions work.
Clipped from - The Province - Vancouver, British Columbia, Canada - 16 June 1916 - Further particulars have been received by Mrs. Charles Scott Galloway of the death of her son, Charles Campbell Galloway, at Prestea, Gold Coast, Africa, on April 18. His death was sudden and quite unexpected, occurring after three days illness from blackwater fever. Mr. Galloway was about to resign the position he held with the Prestea-Gold Mining Company to join the Royal Engineers when death overtook him. He was buried with military honors as a member of the Prestea Volunteers.
His father - Charles Scott Galloway (see article at bottom of page)
(b. July 1854 in Scotland - d. 10 September 1932 at age 78 in Grand Forks, British Columbia)
CHARLES SCOTT GALLOWAY BURIED ON TUESDAY - C. Scott Galloway 78 a pioneer of the district died at his home here on Saturday afternoon. He was one of the early residents of Greenwood taking up a ranch there in the early nineties later moving to the coast. In recent years he has divided his time between Grand Forks and the Coast. The funeral took place Tuesday afternoon from the Presbyterian Church with Rev A W Fry officiating. He is survived by his wife residing here and by two sons, John D Galloway and James Galloway both residing at the coast.
His brother - John Davidson Galloway - see his biography at bottom of page...
(b. 14 October 1889 in Napier City, Hawkes Bay, New Zealand - d. 21 February 1942 at age 52 in Vancouver, British Columbia) - occupation - Provincial Mineralogist - LINK to his Find a Grave site - www.findagrave.com/memorial/151160259/john-davidson-galloway LINK to his newspaper obituary - www.newspapers.com/clip/107942697/obituary-for-john-d-gal...
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William "Will" Haylmore was the third Postmaster at LORNE MINE - he served from - 1 April 1915 to 13 December 1916.
William "Will" Haylmore
(b. 12 February 1874 in London, England - d. 21 January 1964 at age 89 in Kamloops, B.C. / Lillooet, B.C.) - occupations - Postmaster / Mining Recorder for the B.C. Government. LINK to his newspaper obituary - www.newspapers.com/clip/107883366/obituary-for-will-haylm... - LINK to his death certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/3c...
Clipped from - The Province newspaper - Vancouver, British Columbia, Canada - 23 January 1964 - Veteran mine recorder dies at 90 in Kamloops - Will Haylmore, 90, former mines recorder of the Bridge River Valley, has died in a nursing home here after a long illness. Haylmore came to Lillooet in 1896 as a boy from London, England, at the time the Golden Cache mine on Cayoosh Creek was booming. He forever called the Cayoosh Crek area "home" although he ranged as far off as Mexico and California between mining booms. Haylmore gained publicity when the Bridge River mines came into prominence In 1929. Three years ago his office at Haylmore, the junction of the Hurley and Bridge River, closed. He spent the last three years in Lillooet, moving to Kamloops for medical care last October. Family: His wife, Maude, and one daughter, Hilda.
His wife - Maude (nee Manson) Haylmore
(b. 2 June 1884 in The Grange, Pavilion, British Columbia - d. 14 July 1971 at age 87 in Lillooet, British Columbia) - They were married - 13 December 1909 in Lillooet, B.C. - LINK to their marriage certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/cb... - LINK to her newspaper obituary - www.newspapers.com/clip/107883378/obituary-for-maude-hayl... - LINK to her death certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/ca...
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Mrs. Deliina C. Noel was the fourth Postmistress at LORNE MINE and served from - 1 August 1917 - until the Post Office closed - 28 February 1927.
Delina Clara (nee Litalien) Noel
(b. 17 June 1881 in Lillooet, British Columbia - d. 15 October 1960 at age 79 in Vancouver, B.C.) - LINK to her newspaper obituary - www.newspapers.com/clip/107883193/obituary-for-noel-noel-... LINK to her death certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/23...
Her husband - Arthur Frank Noel
(b. 15 February 1869 in Merrill, Wisconsin, USA - d. 18 April 1946 at age 77 in Burnaby, British Columbia) - occupation - Miner until 1930. They were married - 24 December 1899 in Kamloops, British Columbia - LINK to their marriage certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/4a... - LINK to his death certificate - search-collections.royalbcmuseum.bc.ca/Image/Genealogy/c3...
Clipped from - The Province newspaper - Vancouver, British Columbia, Canada - 22 April 1946 - PIONEER B.C. MINER PASSES - Arthur Frank Noel, 77, well known pioneer B.C. prospector and gold miner, died Thursday of a heart attack at 4141 Yale. Mr. Noel developed and expanded the famous Bralorne and Pioneer gold claims in their early stages, and for over 50 years was prominent in Canadian mining news. Coming to Lillooet in 1894, he prospected and brought into production the famous Golden Cache mine. Buying the Little Joe mineral claim, he then formed the Bend 'Or Co., brought in a mill, and operated the claim until 1911 when he sold to Collier Mines. In 1899 he married Delina C. Litalien of Lillooet. Pioneer mineral claim interested Mr. Noel and in 1911 he bought it. In 1916 he also obtained interests and developed the Lorne property, later to become holding of the Bralorne Co. These two claims are leading Canadian gold producers. SURVIVORS Mr. Noel is survived by his wife, a brother, Charles of Lillooet, a second brother, Octave of Merrill, Wis., and a sister, Mrs. Anna Okaneski of Minnesota. Funeral services will be held Tuesday at 2 p.m., in the Nunn & Thomson chapel, with Rev. H. Wright officiating. Burial will be in Ocean View Burial Park.
Clipped from - The Vancouver Sun newspaper - Vancouver, British Columbia, Canada - 20 April 1946 - Arthur Noel, Discoverer of Pioneer, Dies - A man who discovered, worked and expanded some of British Columbia's largest gold mines, is dead. He is Arthur F. Noel, 77 year-old veteran gold prospector, who discovered such famous mines as the Golden Cache on Cayoose Creek and the Coronation richest of the Bralorne group. He died at his home, 4141 Yale, Thursday, of a heart attack. Born in Merrill, Wisconsin, he started out in the mining business early in life taking a job in placer mines in Montana. Soon word reached him of money which could be made in British Columbia if rich veins could be found. He decided to try his luck. He reached the Fraser River at Lillooet in 1894, and several years later, in partnership with the late Joe Copeland, another oldtlmer, started the famous Golden Cache mine. He once owned the Copeland Hoey and Santini ranch near Fountain, B.C. Funeral service will be held Tuesday at 2 p.m., in the Nunn and Thomson Chapel. Rev. J. H. Wright, Nanaimo, will omuate, and burial will follow In Ocean View Burial Park. He is survived by his wife, a brother, Charles; a sister in Merrill, and a cousin, Joe Russell of Lillooet.
The damage to his left eye didn't seem to be affecting his ability to hunt or reproduce. Such amazing and fascinating creatures.
Me, sporting covid hair, wearing mask by Joe Average.
WIKI - "Joe Average (born October 10, 1957) is a Canadian artist who resides in Vancouver, British Columbia. Diagnosed HIV+ at age 27, Average made the decision to commit the rest of his life to art."
Joe is a beloved national icon, philanthropist and humanitarian. joeaverageart.com/
Darian
This week the girls had to show that they know every angle of their face. With lightning like this, it's important that their face looks flawless.
Give all the girls a score from 1-10. I appreciate comments and critique to the girls if you want so they know what to improve to next week. You also have to comment on ALL the girls photos to have your scores counted! The girls will get an average score and the girl with the highest score will receive top photo. The 2 girls with the lowest scores will face the bottom 2. From there, I will choose the girl that gets to stay and and which one of them will be going home.
Its in average condition but overall very nice the paint hasn't lifted on the rear its all complete this one cleaned up really well!
Grind: Extra Fine (Average Circles & Effect: Auto Adjust), Brew: Rings (No Pic & Full Blended Circles), Serve: Black (Flash Burn Tone & Smooth Texture)
My client (I really made her stretch that neck!) and I. notice that only I stand "on" the furniture.
More about the room we are standing in here
First of the year for me. Taken at Sandy while I was looking for the hawfinch. It was worth getting cold and muddy knees for.
Backwater Reservoir.
One taken as a conventional long exposure, and the other in live composite mode.
With an average daily flow of 286 million gallons of water, Big Spring is generally considered to be tied for the title of the biggest spring in America. The three contenders for the title are Big Spring, Idaho's Snake River Spring Complex and Florida's Silver Spring. Underground passages carry water from as far as 45 miles away, which roil to the surface at the base of a limestone bluff on the west side of the Current River valley in the Missouri Ozarks in Carter County. The spring is estimated to dissolve and remove 175 tons of limestone during an average day. This dissolved rock gives the water its aqua-blue color, which rises to the surface with great force creating white caps, and then calms to a crystal clear channel.
Big Spring was a Missouri state park from 1924 until 1969, when the people of Missouri donated it to the National Park Service. It is now a part of the Ozark National Scenic Riverways.
© All rights reserved - - No Usage Allowed in Any Form Without the Written Consent of the photographer.
The best way to view my photostream is on Flickriver: Nikon66's photos on Flickriver
Engineer Michael Pyle (aka The Pyle Driver) is at the controls of NS 708 as seen here crossing the Tallapoosa River. While this may be another coal drag to the average viewer, for us foamers in North Georgia, this was possibly the last chance to catch one of these runs up Dugdown Mountain.
The former Central of Georgia line between Griffin, GA & Chattanooga, TN via a short stint on the Southern between Brice Station & Rome, was always a glorified branch line, even back in the CofG days. After being absorbed by the Southern & eventually NS, the line only saw its status diminish even more, especially with the line now only going as far "east" per the old CofG timetables as Senoia since the 90s after having the portion between there & Griffin disconnected. With that, the only road trains that would venture on here were the coal drags that would serve Plant Wansley & Plant Yates. After the two remaining units at Yates were converted to Natural Gas in 2015 & Units 1 & 2 at Wansley being idled a couple of years ago, Many thought that would be it & that the line would only see the local traffic for its fairly small customer base from here on out. Out of nowhere last summer though, some limestone trains ran to Wansley in preparation for the units to be brought back online. After a few coal drags had already ran, I finally got my first chance to get one of these runs on December 23rd, 2021. With clear skies & lots of friends trackside to also catch this run, it was without a doubt a great day to get my first run up the dreaded Dugdown grade.
While this was a joyous moment for the railfan me, the realist was also having to deal with the reality of the situation as well. Georgia Power has shared its ambitious goals to shut down all but 4 of its coal fired units by 2028 (all 4 are at Plant Bowen). The first ones on the chopping block you may ask are units 1 & 2 at Wansley. With their hopes of shutting down units 1 & 2 by the end of this year (2022) being known, I do hope that I get at least one more chance to catch this run before it happens, but at least I'll be able to say I did get one. Now we just gotta hope the customer base will help keep the C-Line alive & thriving, especially on the "west" end between Bremen & Cedartown. 12-23-21
Savage and Average in SL opt out 30/60 - Group Cover
Thank you so much for this honour! I am thrilled you saw my work as cover worthy for your group!
See it here: www.flickr.com/groups/14769191@N23/
We were looking forward to a good hike with mild temperatures and little wind. The winds were much higher than predicted, but manageable. There was much less snow than we would have thought, considering we've above average snowfalls for this year. While the wind was annoying, the fact that wet snow would often clump to our boots was very frustrating... With all the ups and downs, we gained just over 800 m's on this very undulating 10.3 km return distance hike, but took 6 and a half hours to complete. The loveliest surprise was herd of Rocky Mountain Sheep near the true summit.
Fort Lauderdale is a city in the U.S. state of Florida, 25 miles (40 km) north of Miami. It is the county seat of Broward County. As of the 2019 census, the city has an estimated population of 182,437. Fort Lauderdale is a principal city of the Miami metropolitan area, which was home to an estimated 6,198,782 people in 2018.
The city is a popular tourist destination, with an average year-round temperature of 75.5 °F (24.2 °C) and 3,000 hours of sunshine per year. Greater Fort Lauderdale which takes in all of Broward County hosted 12 million visitors in 2012, including 2.8 million international visitors. The city and county in 2012 collected $43.9 million from the 5% hotel tax it charges, after hotels in the area recorded an occupancy rate for the year of 72.7 percent and an average daily rate of $114.48. The district has 561 hotels and motels comprising nearly 35,000 rooms. Forty six cruise ships sailed from Port Everglades in 2012. Greater Fort Lauderdale has over 4,000 restaurants, 63 golf courses, 12 shopping malls, 16 museums, 132 nightclubs, 278 parkland campsites, and 100 marinas housing 45,000 resident yachts.
Fort Lauderdale is named after a series of forts built by the United States during the Second Seminole War. The forts took their name from Major William Lauderdale (1782–1838), younger brother of Lieutenant Colonel James Lauderdale. William Lauderdale was the commander of the detachment of soldiers who built the first fort. However, development of the city did not begin until 50 years after the forts were abandoned at the end of the conflict. Three forts named "Fort Lauderdale" were constructed; the first was at the fork of the New River, the second at Tarpon Bend on the New River between the Colee Hammock and Rio Vista neighborhoods, and the third near the site of the Bahia Mar Marina.
The area in which the city of Fort Lauderdale would later be founded was inhabited for more than two thousand years by the Tequesta Indians. Contact with Spanish explorers in the 16th century proved disastrous for the Tequesta, as the Europeans unwittingly brought with them diseases, such as smallpox, to which the native populations possessed no resistance. For the Tequesta, disease, coupled with continuing conflict with their Calusa neighbors, contributed greatly to their decline over the next two centuries. By 1763, there were only a few Tequesta left in Florida, and most of them were evacuated to Cuba when the Spanish ceded Florida to the British in 1763, under the terms of the Treaty of Paris (1763), which ended the Seven Years' War. Although control of the area changed between Spain, the United Kingdom, the United States, and the Confederate States of America, it remained largely undeveloped until the 20th century.
The Fort Lauderdale area was known as the "New River Settlement" before the 20th century. In the 1830s there were approximately 70 settlers living along the New River. William Cooley, the local Justice of the Peace, was a farmer and wrecker, who traded with the Seminole Indians. On January 6, 1836, while Cooley was leading an attempt to salvage a wrecked ship, a band of Seminoles attacked his farm, killing his wife and children, and the children's tutor. The other farms in the settlement were not attacked, but all the white residents in the area abandoned the settlement, fleeing first to the Cape Florida Lighthouse on Key Biscayne, and then to Key West.
The first United States stockade named Fort Lauderdale was built in 1838, and subsequently was a site of fighting during the Second Seminole War. The fort was abandoned in 1842, after the end of the war, and the area remained virtually unpopulated until the 1890s. It was not until Frank Stranahan arrived in the area in 1893 to operate a ferry across the New River, and the Florida East Coast Railroad's completion of a route through the area in 1896, that any organized development began. The city was incorporated in 1911, and in 1915 was designated the county seat of newly formed Broward County.
Fort Lauderdale's first major development began in the 1920s, during the Florida land boom of the 1920s. The 1926 Miami Hurricane and the Great Depression of the 1930s caused a great deal of economic dislocation. In July 1935, an African-American man named Rubin Stacy was accused of robbing a white woman at knife point. He was arrested and being transported to a Miami jail when police were run off the road by a mob. A group of 100 white men proceeded to hang Stacy from a tree near the scene of his alleged robbery. His body was riddled with some twenty bullets. The murder was subsequently used by the press in Nazi Germany to discredit US critiques of its own persecution of Jews, Communists, and Catholics.
When World War II began, Fort Lauderdale became a major US base, with a Naval Air Station to train pilots, radar operators, and fire control, operators. A Coast Guard base at Port Everglades was also established.
On July 4, 1961, African Americans started a series of protests, wade-ins, at beaches that were off-limits to them, to protest "the failure of the county to build a road to the Negro beach". On July 11, 1962, a verdict by Ted Cabot went against the city's policy of racial segregation of public beaches.
Today, Fort Lauderdale is a major yachting center, one of the nation's largest tourist destinations, and the center of a metropolitan division with 1.8 million people.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/Fort_Lauderdale,_Florida
© All Rights Reserved - you may not use this image in any form without my prior permission.
(Brunnich 1771)
Family: Mustelidae
Sub family: Lutrinae
Length averaging: 1 to 1.3 metres in length and can weigh up to 9kg. (Males are larger than females)
Otters are found in most countries except Australia and the Antarctica.
The Otter being in the Mustelidae family is related to weasels, stoats, badgers, mink, polecats, ferrets and Pine Martins. Arguably most of these animals have been here for millions of years.
Otters being the only water lovers of the weasel family as they are naturally semi-aquatic predators. Main diet being fish, frogs and crustaceans, but will also prey on birds (mainly water birds and bird eggs) and mammals, if fish are scarce.
Breeding will take place over most of the months of the year but mainly in the early spring months. Two to three pups are born with eyes closed for up to 5 weeks, weighing no more than 40g. The gestation (pregnancy) is around nine weeks. The pups are unable to swim at first, but will soon take to the water goaded by the parents. They soon become very strong swimmers but will remain with their parents for up to 15 months. Once matured they develop a very long muscular tail, sensitive whiskers and sharp claws enabling them to detect and catch their slippery prey. Otter’s fur is very dense and waterproof, this helps to keep the body warm, in colder waters.
Otters live in underground holes close to the water’s edge called “Holts”, Usually having more than one entrance/exit, although at least one entrance/exit will be above the water level.
Habitat: Always near water, rivers, lakes, canals, wetlands, coastlines.
Otters are now recorded in most of United Kingdom’s counties. They are very vulnerable to water qualities and food stocks, unfortunately in some counties the rivers are not kept up to a healthy standard where good management is always required. The otter being top of the food chain will always be the most vulnerable to water conditions and fish stocks in our rivers, if this is fails then the otter may venture more to still water lakes that are preserved for stocking fish, for food or sporting events such as angling; which has undoubtingly led to the otters decline in the past.
Otters are native to the UK and have no known true predators.
A group of European otters are called a “romp”
For more detailed information regarding otters, please visit the “Wild Otter Trust” website.