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because i love her i really, really do not like little dogs. really. except her. she lives near me. i may steal her.
because in her inventions, nothing is lacking and nothing is superfluous :-) Leonardo da Vinci
HPPS!!
cyclamen, j c raulston arboretum, ncsu, raleigh, north carolina
(more details later, as time permits)
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Because I work and live in Manhattan, I don’t often visit the four other boroughs of New York City … but there’s a magical place in Brooklyn that I want to tell you about, located in Brooklyn Bridge Park at the edge of the East River. It’s right on the water, framed by the Manhattan Bridge on the north and the Brooklyn Bridge on the south. A few NYC residents and perhaps even a few visitors are already nodding their heads as they read this, but I suspect that most readers of these Flickr notes are as oblivious as I was, and have never heard of Jane’s Carousel.
“Jane” is, as I’ve now learned, Jane Walentas, an artist who spent 20 years overseeing the restoration of a magnificent 48-horse carousel, created by the Philadelphia Toboggan Company, and first installed in a park in Youngstown, Ohio in 1922. Ms. Walentas and her husband, David, bought the carousel and the wooden horses at an auction in 1984 for $385,000; I have no idea what inspired them to do so, or what could possibly have inspired Jane to spend the next 20 years scraping off layers of paint and restoring the original design and colors, the pin-striping and the gold leaf as the carousel sat in a studio in Dumbo (for the non-New Yorkers who might have stumbled onto this page of notes, “DUMBO” is an acronym that means “Down Under the Manhattan Bridge Overpass).
Anyway, the carousel was opened in mid-September 2011, and for reasons unknown, I was completely oblivious as to its existence for the next three years. It’s located in a $9 million transparent acrylic “jewel box” that was designed by the French architect Jean Novel, and it’s absolutely stunning to see. My wife coaxed me into taking the somewhat laborious subway ride from the Upper West Side (via the “C” and the “F” trains) over to Brooklyn a couple days ago, and we were lucky to have chosen a brilliantly sunny Saturday afternoon, arriving just at the beginning of the “golden hour” when the light was perfect for photography.
In the three years since it opened, Jane’s Carousel has apparently attracted a lot of attention: there were some New Yorkers like me wandering around, and some visitors from nearby New Jersey and Long Island … but I also heard and saw evidence of visitors from France, Germany, Russia, Japan, Korea, and a lot of other places which would normally have great difficulty distinguishing Brooklyn from the Bronx or Staten Island. You can arrange birthday parties at the carousel; and there were heavily-costumed bridal parties along with the dog-walkers, the photographers, and the tour boats (including the venerable Circle Line) cruising up and down the East River.
And speaking of the East River, one of the most dazzling aspects of this place is the view that you get, with the two mammoth bridges spanning the river, along with the Wall Street skyline, the South Street Seaport, and the massive Freedom Tower in the background. Even if you didn’t spend a minute looking at the brightly painted carousel horses, and listening to the hypnotic music of the carousel, you could easily spend the afternoon watching the tugboats and sailboats and barges and ferries, the cruise boats and the motorboats chugging up and down the river. One can only imagine what it must have been like a century ago, before the railroads and jet planes had eliminated the bulk of water travel.
I’m embarrassed that it took me so long to visit this place, and I hope that you’ll take the hint and go see it yourself, at your first opportunity. If you would like to see some more details about the place, you might want to start with the official website for Jane’s Carousel, located here:
A New York Times article, written shortly before the official opening of the carousel in mid-September 2011, can be found here
www.nytimes.com/2011/09/02/arts/design/janes-carousel-at-...
and an October 2012 New Yorker article about the impact of Hurricane Sandy on the carousel can be found here:
www.newyorker.com/culture/culture-desk/the-carousel-survives
Because the system absolutely, positively, must be compatible across the board.
A fairly snug, non-stressed fit.
One of my most favorite cartoons from "The Far Side" by Gary Larson. Made for Schinders in the Phat Quarter swap, I dedicate this to the brilliant and warped Gary Larson, whose humor made a stressed-out grad student smile every day in the late 80's and early 90's.
Another night learning the ropes in the studio. Make-up is by Luke Stephens and i would like to thank him and the models for their time and enthusiasm and to Paul for organizing everything
Signature: TmR8pJZIrz3jB8egflnSTUuWD+5uBf2Jag1dPupIUlVMncp1V2drqdE2+0lD8KIDQUOy8O8VfM4d3krUmKswwFV2smHze7kdNPZ5EBJ9RfzJVpCb6oH0CdnhBgD9n9z7ixuP5VP/XcSWogQfbJnq1yiMHSIzrm07D8XcduVc5DUEH2ucYhWzzwOuYzpOqE+HJpnM7tkeQZZ/zP6JKhAtXg8j01byzgppeyBpNyzOkfQ=
Because everyone needs a reliable man who serves them wine on command! Available also as a Santa version. 2 Prims - for November 20 Cosmopolitan Event!
This shot is dedicated to my dear Flickr pals hms_chic and MPObrien because their love of church photos rivals my own. :)
I shot all the standard angles of this ornate, baroque spectacle in marble, gold leaf and gesso known as the Chiesa del Sacro Nome di Gesù but in keeping with my less-than-usual photo theme for the trip, I decided to post this viewpoint shot wide and wonky. I think seeing it at 10mm helps make this place feel a little less somber plus I like the way the barrel distortion worked out on the marble figures in the lower left. :)
Happy Thursday!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
Following good performance from the pioneering diesel-hydraulic locomotive the DB Class V 80, the Deutsche Bundesbahn planned in 1953 to build several types of new diesel locomotive, primarily to replace steam powered locomotives.These were: V 60, and V 65, both shunters, the V 65.2, also for shunting as well as light freight trains, the heavy DB Class V 200, for express passenger trains, and the universal V 160 for both freight and passenger work on the main network.
The new V 160 class was a central piece in this line-up, because it would replace important steam-powered engines such as the BR 03, BR 23, BR 38.10 (former Prussian P 8 class), BR 39 (ex P 10), BR 50, BR 57 (ex G 10) and BR 78 (ex T 18). Steam heating for passenger coaches was necessary, and a top speed of 120 km/h was specified. Initially, a 1,600 hp powerplant, consisting of two engines of the same type as in the light V 80 was planned, the first newly developed diesel locomotive built for main line service by the Deutsche Bundesbahn (but only built in 10 examples). This dual engine arrangement had already been successfully introduced in the heavy V 200, which was initially powered by two 1,000 hp diesel engines. However, it was soon realized, that, if a single, high-powered engine could be used, weight, complexity and therefore maintenance and other costs would be considerably reduced. The V 160’s design was modified accordingly and a single MTU V16 four-stroke diesel engine was chosen. Both two-axle bogies were powered via drive shafts from a two speed hydraulic drive from Voith, which offered a compromise between the requested high speed for light passenger trains and the alternative reduced second gear with lower top speed, but much higher torque, for freight train service. Gears could only be switched when the locomotive was standing still, though.
In the spring of 1956, V 160 development began at Krupp. Welded steel components along with other lightweight materials were used to keep the axle load well below 20t, so that the V 160 could be safely operated on secondary lines. However, in the main production series of locomotives, some of the lighter weight welded construction was abandoned in favor of less expensively produced components - leading to an increase in axle weight from ~18.5 to ~20t, which was still acceptable but lowered overall production costs. This was furthermore not regarded as a major problem since the DB perspectively started to abandon branch lines, switching to more economical diesel multiple units or giving them up altogether towards the Seventies.
The first V 160 unit was delivered on 6 August 1960, with eight more following by 1962 from both Krupp and Henschel. These prototype units, due to their rounded, “busty” front end, were later to become unusual amongst the entire V 160 family and earned them the nickname “Lollo” (in allusion to Gina Lollobrigida). A final prototype V 160 010, the tenth, was manufactured by Henschel in 1963 and the first to feature the serial locomotives’ angled front end, which was inspired by the design of the super-heavy V 320 Henschel prototype.
Despite the single main engine, the V 160 was still a complex locomotive. In addition to the main engine, the V 160 featured a small, independent auxiliary diesel engine, driving a generator providing the 110 V electrical supply for lighting as well as driving an electric air compressor for the brakes. The steam heating apparatus, sourced from Hagenuk and powered by fuel oil, took up one end of the locomotive, between the engine and drivers cabin. It had the capacity to satisfactorily heat 10 coaches when the outside temperature was -10°C. For passenger train service, most V 160 locomotives were also equipped for push-pull operation, as well as for multiple working, controlled via a 36 pin control cable and respective sockets on the locomotives front ends.
The prototypes performed well, and volume production began, numbers V 160 011 to V 160 224 being built between 1964 and 1968 by Krupp, Henschel, KHD, Krauss-Maffei and MaK. The first V 160/216 locomotives entered service on the Hamburg to Lübeck line, working push-pull double decked passenger trains, replacing the BR 38.10 and BR 78 steam engines. The engines were also used on freight workings as well. On push-pull passenger working, the locomotives were sometimes found in the middle of the train - which facilitated easier separation of carriages en route.
By the time the 156th example was under completion, the Deutsche Bundesbahn changed its numbering system. From then on, the V 160 class were re-designated as Class (Baureihe = BR) 216, with the individual unit numbering continuing as before. Over the next decade, because of changing requirements – mostly in terms of increased power, speed as well as the requirement for electrical passenger heating – a number of related classes sprang up, the BR 210, 215, 217, 218 and 219. Although some were a little longer and carried additional components (e.g. an auxiliary jet engine), all of them were essentially based on the original V 160 and more than 800 machines of all types were eventually built.
Since the 1990s, the Bundesbahn’s BR 216 locomotives scope of work started to shift more on freight than on passenger trains because of the lack of steam-heated passenger stock. From 2000 onwards, the Deutsche Bahn AG’s BR 216 fleet was phased out, with the last locomotive being decommissioned in 2004.
Several locomotives were sold to private operators like rail construction companies and remained in frequent use, and some retired BR 216s were re-built and offered for sale, too. The first in the series of rebuilt Class 216s was called type “DH 1504” and created in 1998 by the firm 'On Rail'. Despite only little external changes, the result was an almost completely new locomotive, only the transmission, bogies and frame were saved from the original locomotive. The original V16 diesel engine with 1,370 kW (1.900 hp), was replaced with a lighter but more powerful 1500 kW (2,085 hp) V12 four-stroke diesel engine, also from MTU. On customer demand, a new electric Webasto heating system could be installed instead of the original steam heating system, making the DH 1504 capable of operating modern passenger trains, and for this purpose the units were also fitted for multiple working as well as for remote control operation (e.g. for shunting). Another option was additional ballast, so that the axle load could be kept at 20 tons for better traction. Otherwise, 18 t axle load was standard for the revamped DH 1504.
Since 1998, 6 of these locomotives were re-built for private operators in Germany. By late 2019, three DH 1504 locomotives were in the use of the Osthannoversche Eisenbahnen (OHE), two work for the Niederrheinische Verkehrsbetriebe (NIAG) and one for the Mindener Kreisbahnen (MKB). However, the biggest sales success for OnRail’s modernized BR 216 was the export to Poland, where the PKP (Polskie Koleje Państwowe, Polish State Railways). After its privatization in 2001, the PKP was looking for a low-cost replacement for its last ST-43 Class diesel electric freight locomotives of Romanian origin, which dated back to the 1960ies. Twenty DH 1504 locomotives for mixed duties were built by OnRail between 2001 and 2005 and entered PKP service as Class SU-29 (spalinowa uniwersalna = mixed-traffic diesel locomotive with hydraulic transmission and multiple-unit control). Their initial primary field of duty was the cross-border freight traffic on the east-west relation on the PKP “Polskie line Kolejowe”, the so-called “Niederschlesische Gütermagistrale”. Since 2005, this route had been expanded, electrified and became double-railed, so that the SU-29s gradually took over more and more passenger train duties on non-electrified major lines. The SU-29 machines are expected to remain in PKP service beyond 2030.
General characteristics:
Gauge: 1,435 mm (4 ft 8½ in) standard gauge
UIC axle arrangement: B´B´
Overall length: 16,800 mm (52 ft 57⁄8 in)
Pivot distance: 8,600 mm
Bogie distance: 2,800 mm
Wheel diameter (when new): 1000 mm
Fuel supply: 3,800 l
Service weight: 80 t
Engine:
MTU 4000R20 V12diesel engine with 1500 kW (2,085 hp) at 1,800 RPM
Gearbox:
Voith L821rs 2-speed gearbox
Performance:
Maximum speed: 120 km/h (75 mph) or 80 km/h (50 mph)
Torque: 235,2 kN
The kit and its assembly:
Well, this is a rather unusual what-if “build”, since this not a model kit as such but rather the conversion of a readymade H0 gauge model railway locomotive for the “Back into service” group build at whatifmodelers.com in late 2019.
The inspiration was not original, though: some time ago I stumbled across a gift set from the former East-German manufacturer Piko, apparently for the Polish market. It contained a set of double deck passenger wagons, and a (highly simplified, toy-like) German BR 216 in PKP markings. It was called SU-29 and carried a very crude and garish green livery with yellow front ends – inspired by real world PKP diesel locomotives, but… wrong. I found this so bizarre that it stuck in my mind. When I dug a little further, my surprise even grew when I found out that there were other national adaptations of this simple Piko BR 216 (e .g. for Denmark) and that Piko’s competitor Roco offered a similar BR 215 in PKP colors, too! This time, the fictional locomotive was designated SU-47 (which cannot be since this would indicate a locomotive with electric power transmission – poor job!), and it also wore a bright green livery with yellow front markings. Bizarre… And the PKP does NOT operate any BR 216 at all?!
However, with the GB topic in mind, I decided to create my own interpretation of this interesting topic – apparently, there’s a market for whiffy model locomotives? The basis became a 2nd hand Märklin 3075 (a BR 216 in the original red DB livery), not a big investment since this is a very common item.
In order to easy painting, the locomotive was disassembled into its major sections and the body stripped of any paint in a one-week bath in oven cleaner foam, a very mild and effective method.
The heavy metal chassis was not modified, it just received a visual update (see below).
The upper body underwent some cosmetic surgery, though, but nothing dramatic or structural, since the DH 1504 described above only differs in minor external details from the original BR 216. I decided to modify the front ends, especially the lights: Locomotives in PKP service tend to have VERY large lamps, and I tried to incorporate this characteristic feature through masks that were added over the original light conductors, scratched from styrene tube material.
In the course of this facial surgery, the molded handles at the lower front corners were lost. They were later replaced with three-dimensional silver wire, mounted into small holes that were drilled into the hull at the appropriate positions. Fiddly stuff, but I think the effort was worth it.
The original vent grills between the lower lamps were sanded away and covers for the multiple working cable adapters on the front ends added – scratched with small styrene profile bits.
For a cleaner, modern look, I removed the original decorative aluminum profile frame around the upper row of cooling louvers. The roof was modified, too: beyond the bigger headlight fairing, the exhaust for the auxiliary diesel engine was removed, as well as the chimney for the old steam heating system. The diesel engine’s exhaust pipes were lengthened (inspired by similar devices carried by DB BR 218), so that the fumes would be deviated away from the locomotive’s hull and the following wagons. Horns and a blade antenna for each driver’s cabin were added, too.
Painting and markings:
Both Piko and Roco V 160s in PKP markings look garish – righteously, though, since PKP locomotives used to carry for many years very striking colors, primarily a dark green body with a light green/teal contrast area on the flanks and yellow quick recognition front markings. However, I did not find any of the two model designs convincing, since they rather looked like a simple toy (Piko) or just wrong (Roco, with a surreal grass green contrast tone instead of the pale teal).
I rather went for something inspired by real world locomotives, like the PKP’s SU- and SP-45s. The basic design is an upper body with a dark green base (Humbrol 76, Uniform Green) and a pale green-grey area around the upper row of louvres (an individual mix of Humbrol 96 and 78). The kink under the front windows was used for waterline reference, the front section under the windows (in the dark green base) was painted in bright yellow (Humbrol 69) as a high-viz contrast, a typical feature of PKP locomotives. The chassis received a grey-green frame (somewhat visually stretching the locomotive) with bright red (Humbrol 19) headstocks, a nice color contrast to the green body and the yellow bib.
Silver 1.5mm decal stripes (TL Modellbau) were used to create a thin cheatline along and around the whole lower section. At some time I considered another cheatline between the light and dark green, but eventually ignored this idea because it would have looked too retro. The locomotive’s roof became medium grey (Revell 47).
The running gear and the tanks between the bogies were painted in very dark grey (Humbrol 67, similar to the original DB livery in RAL 7021) and weathered with a light black ink wash, some thinned Burnt Umbra (simulating dust and rust) plus some light dry-brushing with dark grey that emphasized the surface details. This used look was also taken to the upper body of the locomotive with watercolours (Grey, Black and some Sienna and Burnt Umbra) for a more natural look of daily service – rather subtle, and I emphasized the louvres, esp. on the light background, where they tended to disappear.
Individual markings consist of single decal letters in silver and white in various sizes (also TL Modellbau) for the locomotive’s registration code as well as of H0 scale catenary warnings from Nothaft Hobbybedarf, plus some generic stencils from various model decal sheets (incl. Cyrillic stencils from an 1:72 MiG-21 decal sheet…).
For a uniform finish I gave the locomotive an overall coat of matt acrylic varnish from the rattle can – it still has a slightly sheen finish and matches well the look of Märklin’s standard rolling stock.
A different kind of what-if project, but this has not been my first H0 scale locomotive conversion. The fictional PKP SU-29 looks a bit weird, with the garish paint scheme and the oversized headlights, but this strangeness makes this model IMHO quite convincing. The model is fully functional, even the light works well in the enlarged headlight fairings. Maybe I’ll sell it, since I do not have the appropriate model railway set at hand to effectively use it (which is also the reason for the rather limited scope of pictures of the finished item). And I am curious what people might be willing to pay for such a unique, fictional item?
Because of some very contrasty areas I bracketed this shot, and then used a lot of layering from the different exposures. When I was finished I realized that I had done sort of a manual HDR image.
Because of the great fire wall of Chinese policy, it's so hard to cross the limit to visit flickr, so I could not reply my dear friends, I'm so sorry about that and please forgive me,thank you so much and hope my friends can still hit on me！由于中国网络原因，访问flickr很困难，速度很慢，所有暂时没有办法一一回应各位好友，请朋友们见谅！还请各位好友继续关注我！
My pro account is out of time，thank you my friends here for supporting me what a long time！！May I have a pleasure to receive a pro gift from you？我的pro账号到期了，感谢朋友们长期以来的热心支持！！有好心人能赞助一个pro账号给我吗，在此先表感谢！！
If you want to use or buy this image，please contact me. 版权所有，转载请联系本人。
Because.Of.You♥
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Lune.&&.Elzlaaa5.Fil.Shtee:P
Kil 3am w entoo B5aaiir 7baiibiii :****** ,
Lune*Iam so Freakin Sorry 4 Being late x'( bs i swear i ddnt 4got :*
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جمعه مباركــه :*
The Rochdale Canal in Todmorden, Calderdale, West Yorkshire.
The Rochdale is a broad canal because its locks are wide enough to allow vessels of 14 feet width. The canal runs for 32 miles (51 km) across the Pennines from the Bridgewater Canal at Castlefield Basin in Manchester to join the Calder and Hebble Navigation at Sowerby Bridge in West Yorkshire. As built, the canal had 92 locks. Whilst the traditional lock numbering has been retained on all restored locks, and on the relocated locks, the canal now has 91. Locks 3 and 4 have been replaced with a single deep lock, Tuel Lane Lock, which is numbered 3/4.
The Rochdale Canal was conceived in 1776, when a group of 48 men from Rochdale raised £237 and commissioned James Brindley to conduct a survey of possible routes between Sowerby Bridge and Manchester. Brindley proposed a route similar to the one built, and another more expensive route via Bury. Further progress was not made until 1791, when John Rennie was asked to make a new survey in June, and two months later to make surveys for branches to Rochdale, Oldham and to a limeworks near Todmorden. Rennie at the time had no experience of building canals.
The promoters, unsure as to whether to build a wide or a narrow canal, postponed the decision until an Act of Parliament had been obtained. The first attempt to obtain an act was made in 1792, but was opposed by mill owners, concerned about water supply. Rennie proposed using steam pumping engines, three in Yorkshire, eight in Lancashire, and one on the Burnley Branch, but the mill owners argued that 59 mills would be affected by the scheme, resulting in unemployment, and the bill was defeated. In September 1792, William Crosley and John Longbotham surveyed the area in an attempt to find locations for reservoirs which would not affect water supplies to the mills. A second bill was presented to Parliament, for a canal which would have a 3,000-yard (2,700 m) tunnel and 11 reservoirs. Again the bill was defeated, this time by one vote. The promoters, in an attempt to understand the mill owners' position, asked William Jessop to survey the parts of the proposed canal that were causing most concern. Jessop gave evidence to the Parliamentary committee, and on 4 April 1794 an act was obtained which created the Rochdale Canal Company and authorised construction.
Rennie's estimated cost in the second bill was £291,000, and the company was empowered to raise the money by issuing shares, with powers to raise a further £100,000 if required. The estimate was for a narrow canal, whereas the act authorised a broad canal, and so the capital was never going to be adequate. The summit tunnel was abandoned in favour of 14 additional locks saving £20,000. Jessop proposed constructing each lock with a drop of 10 feet (3.0 m), resulting in efficient use of water and the need to manufacture only one size of lock gate.
The canal opened in stages as sections were completed, with the Rochdale Branch the first in 1798 and further sections in 1799. The bottom nine locks opened in 1800 and boats using the Ashton Canal could reach Manchester. Officially, the canal opened in 1804, but construction work continued for more three years. A 1.5-mile (2.4 km) branch from Heywood to Castleton opened in 1834.
Apart from a short profitable section in Manchester linking the Bridgewater and Ashton Canals, most of the length was closed in 1952 when an act of parliament was obtained to ban public navigation. The last complete journey had taken place in 1937, and by the mid 1960s the remainder was almost unusable. Construction of the M62 motorway in the late 1960s took no account of the canal, cutting it in two.
When an Act of Parliament was sought in 1965, to authorise the abandonment of the canal, the Inland Waterways Association petitioned against it, and when it was finally passed, it contained a clause that ensured the owners would maintain it until the adjacent Ashton Canal was abandoned. Discussion of the relative merits of restoring the canal or the Huddersfield Narrow Canal in 1973 led the formation of societies to promote both schemes in 1974. The Rochdale Canal Society wanted to see the canal fully re-opened, as part of a proposed Pennine Park
The Rochdale Canal Society worked hard both to protect the line of the canal and to begin the process of refurbishing it. A new organisational structure was created in 1984, with the formation of the Rochdale Canal Trust Ltd, who leased the canal from the owning company. The MSC-funded restoration was approaching Sowerby Bridge, where planners were proposing a tunnel and deep lock to negotiate a difficult road junction at Tuel Lane, so that a connection could be made with the Calder and Hebble Navigation. The entire eastern section from Sowerby Bridge to the summit at Longlees was open by 1990, although it remained isolated from the canal network.
In 1997, the Rochdale Canal Trust was restructured, in response to announcements that there might be large grants available as part of the millennium celebrations. The canal was still at this point owned by a private company, and the Millennium Commission would not make grants to a scheme which was for private profit, rather than public benefit. The restructuring would allow the Trust to take over responsibility for the canal from the Rochdale Canal Company. However, the plan was rejected by the Commission, and in order to access the grant of £11.3 million, the Waterways Trust took over ownership of the canal. As restoration proceeded, boats could travel further and further west, and the restoration of the sections through Failsworth and Ancoats were a significant part of the re-development of the north Manchester districts. The restored sections joined up with the section in Manchester below the Ashton Canal junction, which had never been closed, and on 1 July 2002 the canal was open for navigation along its entire length.
Because I enjoy a PRIVATE forest as part of my backyard with a rivulet running through it www.flickr.com/photos/oscarromulus/30295343092/in/datepos... I am visited by a wide variety of wild animals, e.g. rabbits, skunks, porcupines & deer PLUS birds that come to bath in it and drink of it.
Within this series are 13 images of a Magpie that had finished "BATHING" & was "DRYING" itself out.
Cut-paper collage postcard created for Kollage Kit theme "Tales of Mystery and Imagination"
iron —> heme —> hemoglobin —> blood
Top: Still from "Bram Stoker's Dracula" (1992)
Middle: Still from "Don't Look Now" (1973)
Bottom: from Vlad the Impaler: The Man Who Was Dracula
...Because after all I am Dutch :)
And Dutch like orange, right? Well, I do not. I only wore this dress once on Queensday a couple of years ago.
Starting to love my new hair <3
“I love cats because I enjoy my home; and little by little, they become its visible soul.” - Jean Cocteau
Watch videos of Zeus & Phoebe and their kittens here: www.youtube.com/user/utahactor
Every view helps us earn money.
Because of the proximity of East Midlands Airport (the circuit is just across the road from one end of the runway) aircraft taking off or landing are a familiar sight during meetings at Donington Park. Most of the meetings I've attended there have also included a short flying display during the lunch break, and the SeeRed meeting in September 2007 was no exception. This is a Supermarine Spitfire PR Mk XIX which was a photo reconnaissance version of the aircraft, and this one bears the black and white stripes that were painted on allied aircraft to reduce the chances that they would be fired on by friendly forces during and after the Normandy Landings. It is now registered G-RRGN. A note in the programme of the event says: ‘Thanks to Rolls-Royce and Sir Ralph Robins who have organised not only for their WW2 Spitfire, flown by John Allison, to be demonstrated on Saturday, but also for a fly-by from the Red Arrows at Saturday lunchtime.’ I don’t remember the Red Arrows fly-by and I’ve certainly got no photos of it.
Gear flower... because I do not know if it is more similar to a gear or to a flower. Made rotocombining 1216 of my "boring unit" (diag on the way). I wish it was folded in single sheet but this is not the case. The "boring unit" is named after the terrible boredom that causes... terrible boredom... really...
While folding I kept thinking how incredibly boring it is as a sequence, I struggled to finish ... I thought that a so boring unit could not produce a result so interesting!
Anyway...
12 to 16 to 18 boring units
12 to 16 to 18 copy paper sheets (A6 format was used here)
No glue
The model is rather stable and very useful ... it can be used as an apple holder (as I saw that some famous folders do ;-D) or as a frisbee for your dog ... in flight it will not open but you have to throw it quite strongly.
Better with 12 16 units: first because it is more stable, second because there are fewer boring units to fold.
Perfect for sleepless folders: effect guaranteed!
I wish you this week not to underestimate the boring parts because then, maybe, the whole set could be enjoyable. As they say in the gestalt theory: (thankfully) "the whole is more than the sum of its parts. "
Happy feast to those who will celebrate these days :-)
Many thanks to Hans-Werner Guth for having inspired me about modular flowers (stars, pinwheels ... however you want to define these "rotorigami")
Diagram available
Because most of the time my local Target store sucks and never puts out anything new, I found these at a Target store where my parents live.
This new line is actually very sweet and pretty!
Because of course, whenever there's something new in the house, Jasper must try it on. :P
She suits everything!
Because that my friend is choice of your fashion for you.. always.. Don't go by what's in the trend but make your own trend.
Canon 50mm f/1.4,1/400s f/2.5 ISO500 50mm
Model : Rafaelly 'Rafa' Xavier
Ps : Intentional high key B&W
A railroad crossing sign on Andrews Road in Columbia, South Carolina is being overtaken by kudzu. Kudzu is an invasive weed that was originally introduced to America by Japan at the 1876 Centennial Exposition in Philadelphia. By the 1940s, American farmers were planting it to stop soil erosion, a decision many of them no doubt soon regretted. Kudzu notoriously grows quickly like rabbits overtaking and killing other plant life and old houses.
Kudzu's environmental and ecological damage results from its out dueling other species for needed resources. Kudzu competes with native flora for light, and acts to block their access to this vital resource by growing over them and shading them with its leaves. Native plants then die as a result.
Scientists predict kudzu will kill us all by 2050.