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வெயில் தாங்கமுடியலடா கொய்யால / S u m m e r s p e c i a l
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Clicked this in my hometown during my Pongal trip, this elephant lives in the near by temple and every evening it comes out for a walk. Every time when it crosses our home it will visit our home, play in our portico and will spend some time with us, it never misses a single day. Its a pet to us, it wont go if we don't give anything for it to eat. It will react like a kid, its part of our family to be precised. This shot was taken on a day when it was so tired after playing with us and my aunt was drinking water and it was trying take that away from her, so we opened the tap to get some water but it casually came straight to the tap and started taking it straight from the tap, it happened in a split second and I clicked it luckily as I had the camera in my hand. But my grandfather and aunt were not really surprised and they said its regular. Will try to get a better shot when I go there next time.
Taken some time back, this was a pic which I almost forgot and it was there on my external hard disk, I felt the lack of sharpness in some parts was a minus and so was worried about that. Thanks to my friend Gayathri for encouraging and reminding me to post this pic. I dedicate this to her, thanks again Gayathri. Thanks for all your visits, comments and favs
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MAGNIFICENT, when viewed in large size. Just getting to the point of what we would call dusk, it was so quiet, no birds tweeting, twitting, or bird song. Absolute calm! Waiting, like something is inevitable, something is going to happen any moment. Like standing at attention for the Remembrance Day Memorial. And then- nothing,complete darkness, it's as if you could visualize all the little critters and bugs scurrying to find a secure seat for the evening performance of Nature's Orchestra. Before the orchestration begins it's usual harmonious moonlight sonata.
Sometimes when you stop to smell the flowers, you get mud on your nose! This white squirrel must have been digging around in the dirt because his nose sure is messy!
This is Dean, my little white squirrel mascot. I'm going through files and found this from spring and it made me smile.
Cela Peut Arriver à Agen.
En observant ce qui se passe le long des voies, on comprend.
La situation doit-être traumatisante pour les conducteurs de trains!
WPC 2018, Rabat, October 27 - Hubert Védrine, former French Minister of Foreign Affairs ; Igor Yurgens, Chairman of the Management Board of the Institute of Contemporary Development, Russia
Let no one say when he is tempted, “I am being tempted by God,” for God cannot be tempted with evil, and he himself tempts no one. But each person is tempted when he is lured and enticed by his own desire. Then desire when it has conceived gives birth to sin, and sin when it is fully grown brings forth death (James 1:13-15)
We think of sin as a single act, but God sees it as a process. Adam committed one act of sin, and yet that one act brought sin, death, and judgment on the whole human race. James described this process of sin in four stages.
Desire (v. 14). The word lust means any kind of desire, and not necessarily sexual passions. The normal desires of life were given to us by God and, of themselves, are not sinful. Without these desires, we could not function. Unless we felt hunger and thirst, we would never eat and drink, and we would die. Without fatigue, the body would never rest and would eventually wear out. Sex is a normal desire; without it the human race could not continue.
It is when we want to satisfy these desires in ways outside God’s will that we get into trouble. Eating is normal; gluttony is sin. Sleep is normal; laziness is sin. “Marriage is honorable in all, and the bed undefiled; but whoremongers and adulterers God will judge” (Heb. 13:4).
Some people try to become “spiritual” by denying these normal desires, or by seeking to suppress them; but this only makes them less than human. These fundamental desires of life are the steam in the boiler that makes the machinery go. Turn off the steam and you have no power. Let the steam go its own way and you have destruction. The secret is in constant control. These desires must be our servants and not our masters; and this we can do through Jesus Christ.
Deception (v. 14). No temptation appears as temptation; it always seems more alluring than it really is. James used two illustrations from the world of sports to prove his point. Drawn away carries with it the idea of the baiting of a trap; and enticed in the original Greek means “to bait a hook.” The hunter and the fisherman have to use bait to attract and catch their prey. No animal is deliberately going to step into a trap and no fish will knowingly bite at a naked hook. The idea is to hide the trap and the hook.
Temptation always carries with it some bait that appeals to our natural desires. The bait not only attracts us, but it also hides the fact that yielding to the desire will eventually bring sorrow and punishment. It is the bait that is the exciting thing. Lot would never have moved toward Sodom had he not seen the “well-watered plains of Jordan” (Gen. 13:10ff). When David looked on his neighbor’s wife, he would never have committed adultery had he seen the tragic consequences: the death of a baby (Bathsheba’s son), the murder of a brave soldier (Uriah), the violation of a daughter (Tamar). The bait keeps us from seeing the consequences of sin.
V 2, p 343 When Jesus was tempted by Satan, He always dealt with the temptation on the basis of the Word of God. Three times He said, “It is written.” From the human point of view, turning stones into bread to satisfy hunger is a sensible thing to do; but not from God’s point of view. When you know the Bible, you can detect the bait and deal with it decisively. This is what it means to walk by faith and not by sight.
Disobedience (v. 15). We have moved from the emotions (desire) and the intellect (deception) to the will. James changed the picture from hunting and fishing to the birth of a baby. Desire conceives a method for taking the bait. The will approves and acts; and the result is sin. Whether we feel it or not, we are hooked and trapped. The baby is born, and just wait until it matures!
Christian living is a matter of the will, not the feelings. I often hear believers say, “I don’t feel like reading the Bible.” Or, “I don’t feel like attending prayer meeting.” Children operate on the basis of feeling, but adults operate on the basis of will. They act because it is right, no matter how they feel. This explains why immature Christians easily fall into temptation: they let their feelings make the decisions. The more you exercise your will in saying a decisive no to temptation, the more God will take control of your life. “For it is God which worketh in you both to will and to do of His good pleasure” (Phil. 2:13).
Death (v. 15). Disobedience gives birth to death, not life. It may take years for the sin to mature, but when it does, the result will be death. If we will only believe God’s Word and see this final tragedy, it will encourage us not to yield to temptation. God has erected this barrier because He loves us. “Have I any pleasure at all that the wicked should die?” (Ezek. 18:23)
These four stages in temptation and sin are perfectly depicted in the first sin recorded in the Bible in Genesis 3.
Warren W. Wiersbe, The Bible Exposition Commentary (vol. 2; Wheaton, IL: Victor Books, 1996), 342–343.
Watching Donald Trump’s pandemic briefings is insufferable. The President is often argumentative and dispenses information that is superfluous and often dangerous. During his March 19 briefing, he first promoted the antimalarial drug hydroxychlorquine as a potential cure for COVID-19. By the next week, over 101,000 posts about the drug had appeared on Facebook, and by late March, there were hundreds of thousands of tweets about it per hour. Donald Trump is effective when using his bully pulpit.
There is no scientific evidence that hydroxychlorquine, a medication used by those with lupus and rheumatoid arthritis, is effective against the coronavirus. In fact, scientists in Brazil cut short a trial when it showed this drug and its close relative, chloroquine, could adversely affect the heart. Hospitals in Sweden and American cardiology groups cautioned doctors these drugs could be harmful to those with existing heart problems.
Despite those warnings, in his April 4 briefing, the President was cavalier when he said, “What do you have to lose? I’ll say it again: What do you have to lose? Take it. I really think they should take it.” An Arizona man, heeding Trump’s advice, died when he ingested chloroquine phosphate, a drug that sounds like chloroquine, but is used to clean fish tanks. Lives are lost when people take the advice of someone with no medical background, including the President of the United States.
At his April 23 briefing, the President came up with another cure: injecting ourselves with disinfectants. These are effective in destroying COVID-19 on surfaces and countertops. But taken internally, they are toxic. His suggestion stunned the scientific community. Given the weight of his office, doctors and the makers of Lysol and Clorox warned the public against consuming bleach and other cleaning agents. The Maryland Emergency Management Agency received over 100 calls about this in the hours and days after Trump’s statement. Even more alarming, the New York Daily News reported the city’s Poison Control Center fielded over 30 calls the day after Trump’s comments from people who had taken Lysol, bleach, or other household cleaners.
The outcry was so great, Trump walked back his recommendations the next day: “I was asking a question sarcastically to reporters like you just to see what would happen.” For the record, he offered his remedy with no prompting by reporters. But, what can one expect from a man who believes he has an innate understanding of medical science. The President has become the 21st century version of our 19th century snake oil salesman.
Mistrust of science and rational thought have always been part of the American zeitgeist. Scientific facts are often suspect, even when friends and relatives are sick and dying. Anti-intellectualism places education below the self-made man or woman. Donald Trump’s election is only the latest example of its resilience. Unquestioning followers reject any serious analysis of Trump’s temperament and beliefs, including their effects on social and scientific questions such as income inequality and climate change. Bias and emotion take precedence over inquisitive and unbiased reasoning. We often associate these positions with the under-educated and with religious groups, the historical base of the Republican Party. But they can also come from the left as with anti-vaxxers who claim vaccines cause autism.
Their interpretation of our Constitutional rights reinforce their belief that individual choice is more important than the greater good: “I don’t have to self-quarantine if I don’t want to. If you chose to, that’s up to you.” They see no connection between their actions as silent virus carriers and spreading disease to others. And they fail to see the hypocrisy between demanding their right to choose how to act during this pandemic and their objections to others’ right to choose, whether it’s to have an abortion or to marry your same-sex partner. There is no critical thinking.
Like the fervor of partisan politics, the coronavirus pandemic has once again revealed these fissures in American society. Self-interest is at odds with a communal one. To fix this, it’s important to remember Americans share a collective purpose and future. From this shared purpose, questioning our own needs with those of others can lead to discourse. But we must be curious enough to begin this process. Doing so engenders tolerance and respect for others’ beliefs. These are the seeds of the greater good.
I hate Donald Trump’s indifference and arrogance. But, he is not entirely to blame for the present state of our union. Both the Democrat and Republican Parties have ignored the poor and the working class for years. Yes, the GOP has been the most egregious of late. But if we are to survive this, all of this, together, our leaders must put their personal agendas aside for our greater good. I’d like to think this pandemic, affecting all of us whether we are rich or poor, men or women, gay or straight, young or old, or white or brown, will make us see not just our shared experiences as Americans, but as humans. But it won’t be easy to erase the differences that divide us. Our history is proof of that.
Peddling unproven cures for the coronavirus is reckless. Thinking critically might mean the difference between life and death. After three and a half years of the Trump presidency, Donald Trump’s principal motivation is clear: his self-interest. I have no hope he will change. While I’m often shocked by his behavior, I’m never surprised. I’m fighting for the greater good now. But I’m also preparing for the worst until Trump’s circus is cancelled.
See the rest of the posters from the Chamomile Tea Party! Digital high res downloads are free here (click the down arrow on the lower right side of the image). Other options are available. And join our Facebook group.
Follow the history of our country's political intransigence from 2010-2018 through a six-part exhibit of these posters on Google Arts & Culture.
The phased introduction of the Public Service Vehicles Accessibility Regulations 2000 means that whilst single-deck buses over 7.5 tonnes must be fully compliant from 1st January 2016, double deckers have a further 12 months grace. Therefore, Olympians can still be legally used on registered local bus services until January 2017. Not that I'm complaining. However a less able-bodied bus passenger who could until now easily board an elderly low-floor Dart may have a different opinion.
First South West (Devon & Cornwall as was) still operates a diminishing number of Volvo Olympians in Cornwall. However, their days appear to be numbered as more replacement Volvo B7TLs are due to be cascaded from South Yorkshire.
Surprisingly, one of the Olympians still giving sterling service in Cornwall is former First Cymru Palatine II-bodied 34162, which was new to the Bristol fleet and arrived in South Wales with her three sisters in 2008. She transferred to the South West in August 2014 after being replaced at Pontardawe depot by a former Hampshire & Dorset Alexander ALX400-bodied Volvo B7TL, bowing out after operating on the Llanelli Eisteddfod Park & Ride contract in the first week of the month.
In this late May 2014 shot, she is leaving Neath's Victoria Gardens on Service 903 (Neath-Pontardawe-Ystalyfera-Ystradgynlais-Abercraf), which caters for Neath Port Talbot College students.
Instead of a Christmas tree... On New Year's Eve, I want to congratulate everyone with this photo.
Bellow I wrote a short (actually not...) congratulation for everybody in Russian. It would be quite hard for me to make it in English with all meaning I want to share, so feel free to use translation services you prefer to get the ideas...
Искренне желаю всем (в том числе и себе) плодотворного нового года. Для тех, кто использует празднование нового года в качестве точки отсчета, желаю преуспеть в том, чтобы всегда и везде фокусироваться на том, на что можно повлиять, как-то изменить. Остальным же желаю получить прекрасные плоды вашего труда (в том числе и над собой). Пусть всё, что вы посадили в этом году, во всех предыдущих годах прорастет в этом году и даст свои плоды. Но также желаю вам помнить о том, что нужно ещё и регулярно поливать и ухаживать за растениями… Желаю всем принятия того, что вы можете повлиять лишь на малую часть от того, что вас окружает. И вдохновения для того, чтобы продолжать свой путь, продолжать сотворять свою жизнь, делать ваш внутренний и окружающий мир лучше, добрее, наполнять радостью. Пусть всё способствует вашему росту и слиянию с Природой, своим чистым Сознанием.
В эти дни непременно стоит отметить для себя и поблагодарить себе и окружающему миру за все пройденные уроки, приобретения, провалы, ошибки. За то, что ни смотря ни на что мы продолжаем наше космическое путешествие. А если нам до сих пор трудно понять кто мы такие и что мы делаем в этом мире - то это повод начать предпринимать маленькие, пусть даже крошечные действия… Стоит фокусироваться на действиях, а потом уже на размышлениях или рефлексии…
Пусть в Новом году будут только благостные последствия наших действий (или бездействия). Пусть окружающие вас люди и обстоятельства всячески помогают вам, а вы в свою очередь инвестируйте в них. Что стоит наша жизнь, если в ней отсутствуют другие люди?…
Мира, Гармонии и Целостности в Новом году!
Happy Holidays everyone!
Copyright © Susana Mulé
© All rights reserved.
© Please don't use this image on websites, blogs or other media without my explicit permission
A breach of copyright has legal consequences
If you are interested in this picture, please contact me:
susanamul@yahoo.com.ar
Thanks
Articles of No Consequence (Possibly a still life series?) . . “If most of us are ashamed of shabby clothes and shoddy furniture let us be more ashamed of shabby ideas and shoddy philosophies.... It would be a sad situation if the wrapper were better than the meat wrapped inside it.” ― Albert Einstein
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
During the 1950s Douglas Aircraft studied a short- to medium-range airliner to complement their higher capacity, long range DC-8 (DC stands for “Douglas Commercial”). A medium-range four-engine Model 2067 was studied, but it did not receive enough interest from airlines and was subsequently abandoned. The idea was not dead, though, and, in 1960, Douglas signed a two-year contract with Sud Aviation for technical cooperation. Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if airlines ordered large numbers. None were ordered and Douglas returned to its own design studies after the cooperation deal expired.
Towards late 1961, several design studies were already underway and various layouts considered. Initial plans envisioned a compact aircraft, powered by two engines, a gross weight of 69,000 lb (31,300 kg) and a capacity of 60-80 passengers. The aircraft was to be considerably smaller than Boeing’s 727, which was under development at that time, too, so that it would fill a different market niche. However, Douglas did not want to be late again, just as with the DC-8 versus the 707, so the development of the “small airliner” was soon pushed into two directions.
One of the development lines exploited the recent experience gathered through the cooperation with Sud Aviation, and the resulting aircraft shared the Caravelle’s general layout with a pair of the new and more economical Pratt & Whitney JT8D turbofan engines mounted to the rear fuselage and high-set horizontal stabilizers. Unlike the competing but larger Boeing 727 trijet, which used as many 707 components as possible, this aircraft, which should become the highly successful DC-9, was an all-new design with a potentially long development time.
This was a major business risk, and in order to avoid the market gap and loss of market shares to Boeing, a second design was driven forward, too. It copied Boeing’s approach for the 727: take a proven design and re-use as many proven and existing components as possible to create a new airliner. This aircraft became the DC-8/2, better known as the “Dash Two” or just “Dasher”. This aircraft heavily relied on DC-8 components – primarily the fuselage and the complete tail section, as well as structures and elements of the quad-airliner’s wings, landing gear and propulsion system. Even the engines, a pair of JT3D turbofans in underwing nacelles, were taken over from the DC-8-50 which currently came from Douglas’ production line.
The DC-8’s fuselage was relatively wide for such a compact airliner, and its inside width of 138.25 in (351.2 cm) allowed a six-abreast seating, making the passenger cabin relatively comfortable (the DC-9 developed in parallel had a narrower fuselage and offered only five-abreast seating). In fact, the Dash Two’s cabin layout initially copied many DC-8 elements like a spacious 1st class section with 12 seats, eight of them with wide benches facing each other in a kind of lounge space instead of single seats. The standard coach section comprised 66 seats with a luxurious 38” pitch. This together with the relatively large windows from the DC-8, created a roomy atmosphere.
Douglas decided to tailor the Dash Two primarily to the domestic market: in late 1962, market research had revealed that the original 60-80 seat design was too small to be attractive for North American airlines. In consequence, the Dash Two’s cabin layout was redesigned into a more conventional layout with 12 single 1st class seat in the first three rows (four abreast) plus 84 2nd class seats in fifteen rows (the last row with only four seats), so that the Dash Two’s standard passenger capacity grew to 100 seats in this standard layout and a maximum of 148 seats in a tight, pure economy seating. The needs of airlines from around the world, esp. from smaller airlines, were expected to be covered by the more sophisticated and economical DC-9.
Douglas gave approval to produce the DC-8 Dash Two in January 1963, followed by the decision to work seriously on the DC-9 in April of the same year. While this was a double burden, the Dash Two was regarded as a low risk project and somewhat as a stopgap solution until the new DC-9 would be ready. Until 1964, when the first prototype made its maiden flight, Douglas expected orders for as many as 250 aircraft from American and Canadian airlines. Launch customers included Delta Airlines and Braniff International (10 each with options for 20 and 6 more, respectively) and Bonanza Air Lines (4). Despite this limited number, production was started, since no completely new production line had to be built up – most of the Dash Two’s assembly took place in the DC-8 plant and with the same jigs and tools.
Two versions of the DC-8/2 were offered from the start. Both were powered by JT3D-1 engines, but differed in details. The basic version without water injection was designated DC-8/2-10 (or “Dash Two-Ten”). A second version featured the same engines with water injection for additional thrust and a slightly (3 ft/91 cm) extended wing span. This was offered in parallel as the -20 for operations in “hot and high” environments and for a slightly higher starting weight. Unlike the DC-8, no freight version was offered.
However, even though the Dash Two was designed for short to medium routes, its origins from a big, international airliner resulted in some weak points. For instance, the aircraft did not feature useful details like built-in airstairs or an APU that allowed operations from smaller airports with less ground infrastructure than the major airports. In fact, the Dash Two was operationally more or less confined to routes between major airports, also because it relied heavily on DC-8 maintenance infrastructure and ground crews.
Even though the Dash Two had a good timing upon market entry, many smaller airlines from the American continent remained hesitant, so that further sales quickly stalled. Things got even worse when the smaller, lighter and brand-new DC-9 entered the short-haul market and almost completely cannibalized Douglas’ Dash Two sales. Boeing’s new 737 was another direct competitor, and foreign players like the British BAC One-Eleven had entered the American market, too, despite political influence to support domestic products.
Even though the Dash Two was quite popular among its passengers and crews (it was, for its class, comfortable and handled well), the Dash Two turned out to be relatively expensive to operate, despite the many similarities with the DC-8. By 1970, only 62 aircraft had been sold. In an attempt to modernize the Dash Two’s design and make it more attractive, an upgraded version was presented in May 1971. It featured a slightly stretched fuselage for a passenger capacity of 124 (vs. 100 in the standard layout, total maximum of 162) and was powered by a pair of Pratt & Whitney JT8D-11 turbofan engines, capable of generating up to 6800 kg of thrust. This version was designated -30, but it did not find any takers in the crowded mid-range market. The DC-8/2 was already outdated.
Therefore, a half-hearted plan to replace the Dash Two -10 and -20’s JT3D engines as -40 series with more fuel-efficient 22,000 lb (98.5 kN) CFM56-2 high-bypass turbofans, together with new nacelles and pylons built by Grumman Aerospace as well as new fairings of the air intakes below the nose, never left the drawing board, despite a similar update for the DC-8 was developed and offered. Douglas had given up on the DC-8/2 and now concentrated on the DC-9 family.
Another blow against the aircraft came in the early 1970s: legislation for aircraft noise standards was being introduced in many countries. This seriously affected the Dash Two with its relatively loud JT3D engines, too, and several airlines approached Douglas (by then merged with McDonnell into McDonnell Douglas) for noise reduction modifications, but nothing was done. Third parties had developed aftermarket hushkits for the Dash Two, actually adapted from DC-8 upgrades, but beyond this measure there was no real move to keep the relatively small DC-8/2 fleet in service. In consequence, Dash Two production was stopped in 1974, with 77 aircraft having been ordered, but only 66 were ever delivered (most open orders were switched to DC-9s). By 1984 all machines had been retired.
General characteristics:
Crew: 3 (+ 3 flight attendants)
Length: 125 ft (38.16 m)
Wingspan: 105 ft 5 in (32.18 m)
Height: 42 ft 4 in (12.92 m)
Wing area: 1,970 sq ft (183 m2), 30° sweep
Empty weight: 96,562 lb (43,800 kg)
Gross weight: 172,181 lb (78,100 kg)
Fuel capacity: 46,297 lb (21,000 kg) normal; 58,422 lb (26,500 kg) maximum
Cabin width: 138.25 in (351.2 cm)
Two-class seats: 100 (12F@38" + 88Y@34")
Single-class seats: 128@34", maximum of 148 in pure economy setup
Powerplant:
2× Pratt & Whitney JT3D-1 turbofan engines, delivering 17,000 lb (76.1 kN) each
Performance:
Maximum speed: 590 mph (950 km/h; 510 kn)
Cruising speed: 470–530 mph (750–850 km/h; 400–460 kn) at 32,808–39,370 ft (10,000–12,000 m)
Range: 1,320 mi (2,120 km; 1,140 nmi) with 26,455 lb (12,000 kg) payload
and 12,456 lb (5,650 kg) fuel reserve
1,709 mi (2,750 km) with 17,968 lb (8,150 kg) payload
and 12,456 lb (5,650 kg) fuel reserve
Service ceiling: 39,000 ft (12,000 m)
Rate of climb: 2,000 ft/min (10 m/s)
Take-off run at MTOW: 7,218 ft (2,200 m)
Landing run at normal landing weight: 4,757–6,070 ft (1,450–1,850 m)
The kit and its assembly:
This model was originally intended to be my final contribution to the “More or less engines” group build at whatifmodelers.com in October 2019, but procurement problems and general lack of time towards the GB’s deadline made me postpone the build, so that I could take more time for a proper build and paintjob.
The idea behind it was simple: since the original DC-8 was stretched (considerably) in order to expand its passenger capacity from 177 to 289(!) passengers, why not go the other way around and reduce its dimensions for a short/medium range airliner with just two engines, as a kind of alternative to the Boeing 737?
The basis is the Minicraft 1:144 DC-8 kit, in this case the late release which comes only in a bag without a box or any decals and which depicts a late -60/70 series aircraft with the maximum fuselage length. Inside of the fuselage halves, markings show where these parts should be cut in order to take the plugs out for shorter, earlier variants. However, my plan would be more radical!
Shortening the fuselage sound simple, but several indirect aspects have to be taken into account. For instance, wingspan has to be reduced accordingly and the aircraft’s overall proportions as well as its potential center of gravity have to be plausible, too. Furthermore, landing gear and engines will have to be modified, too.
Several measures were taken in order to find good points where the fuselage could be cut for a maximum length reduction - after all, a LOT of material had to disappear for the twin-engine variant!
First, the fuselage was completed for a solid cutting base. I decided to take out a total of three plugs, with the plan to achieve a length somewhere near a late Boeing 737, even though this turned out to be more complicated and challenging than expected. All in all, the fuselage length was reduced from ~39cm to ~26.5cm. Less than I hoped for, but anything more would have ended in a total reconstruction of the wing root sections.
Two plugs are logical, the third one in the middle, only 1.5cm long, is less obvious. But since the wing span would be reduced, too, the wings' depth at the (new) roots was also reduced, so that the original DC-8 wing roots/fuselage intersections would not match anymore. The wings themselves were, also based on late Boeing 737 and Dassault Mercure measures, were cut at a position slightly inside of the inner engine pylon positions.
Re-construction started with the rear fuselage; I initially worked separately on the cockpit section, because I filled it with as much lead as possible, and it was connected with the rest of the hull when its three segments were already completed.
The Minicraft DC-8 is basically nice and has good fit, but I found a weak spot: the fin's leading edge. Like on Minicarft’s 727's wings, which I recently built, it's virtually flat. It just looks weird if not awful, so I sculpted a more rounded edge with putty. Since the small air intakes under the radome are open, I added an internal visual block in the form of black foamed styrene.
The JT3D nacelles were taken OOB from the Minicraft kit, I used the inner pair because of the shorter pylons. They were attached under the wings in a new position, slightly outside of the original inner engine pair and of the main landing gear. The latter was modified, too: instead of the DC-8’s four-wheel bogies I used a pair of Boeing 727 struts and twin wheels, left over from the recent build. These were attached to 1.5 mm high consoles, so that the stance on the ground became level and mounted into newly cut well openings in the inner wings. The front wheel was taken OOB from the DC-8. I was a little skeptical concerning the main landing gear’s relative position (due to the wing sweep, it might have ended up too far forward), but IMHO the new arrangement looks quite fine, esp. with the engines in place, which visually shift the model’s center of gravity forward. I just had to shorten the engine pylons by maybe 2mm, because the lack of dihedral on the DC-8’s outer wing sections considerably reduce ground clearance for the engines, despite the added consoles to the landing gear. However, all in all the arrangement looks acceptable.
For the model’s in-flight pics, and also for the application of the final varnish coat, I added a ventral, vertical styrene tube in the model’s center of gravity as a display holder/adapter. Due to the massive lead weight in the nose, the adapter’s position ended up in front of the wing roots!
Painting and markings:
I usually do not build civil airliners, so I took the occasion to represent a design icon: the “flying Colors” livery of Braniff International Airlines from the early Seventies. Braniff featured several bright liveries, but my personal favorite is the simple one with uniform fuselages in varying bold colors, mated with simple, white fins, engine nacelles and wing areas.
This choice was also influenced by the fact that 26decals offers a 1:144 sheet for Braniff DC-8s of this era (remember: the bagged Minicraft kit comes without any decal sheet at all). Choosing a color was a long process. Bright red or orange were initial favorites, but the recent 727 already had orange markings, so I rather favored blue, green or even purple. I eventually settled on a light lime green, which has a high shock value and also offers a good contrast to the Braniff markings and the windows. A tone called “Lime Green” was actually an official Braniff tone (check this great overview: web.archive.org/web/20050711080200/http://www.geocities.c..., a great source provided by 26decals in the context oft he decal sheet I used, see below). But my intention was not to authentically replicate it – I rather just wanted a bright color for the model, and I like green.
The basic color I used is simple Humbrol 38 (Lime), which was applied with a brush after the wing areas had been painted in white (Humbrol 22) and aluminum (various shades, including Humbrol 11 and Revell 99). The characteristic black area around the cockpit glazing was created with mix of decals and paint, the silver ventral areas were painted with Humbrol’s Polished Aluminum Metallizer. The fin’s and the stabilizers’ leading edges were created with silver decal sheet material (TL Modellbau), grey and silver bits of similar material were used for some small details on the wings.
As already mentioned, the decals, including all windows, come from a 26decals sheet. Due to the reduced length, the windows’ and doors’ position and numbers had to be improvised. But thanks to the relatively simple livery design without cheatlines or other decorative elements, this was an easy task. Finally, the model received an overall coat of gloss acrylic varnish from the rattle can.
Just like my recent Boeing 727 with four engines, this conversion appears simple at first sight, but the execution caused some headaches. The biggest problem was the reduced depth of the shortened wings and how to mount then to the fuselage – but the attempt to take an additional fuselage plug away was an effective move that also helped to reduce overall length.
I am astonished how modern and plausible this shortened DC-8 looks. While building, the aircraft constantly reminded me of the Tupolev Tu-104 airliner, until the engines were added and it now resembled an Airbus A320!
New England is laced with thousands of miles of abandoned railroads. Some were never of much consequence and should never have been built while others were once heavy duty signaled mainlines.
This is one of the latter types and arguably this structure was the most famous on the line. This is Joslin Arch on the former Boston and Maine Cheshire Branch that provided the Fitchburg Railroad and later the B&M a connection from the east west mainline at South Ashburn, MA northwest 54 miles to Bellows Falls, VT. Organized by businessmen in the important town of Keene, NH the Cheshire Railroat opened its thru route in 1849 and was independent for its first 40 years until being absorbed by the FRR.
Engineered and built to a gold standard it featured some 20 stone arch bridges but none more impressive than this one at MP 89.4 (measured from Boston) crossing the East Branch of the Ashuelot River in South Keene. The largest on the line it is 45 ft above the river and has an inside diameter of 60 ft with a total length including the wing walls of 186 ft. Built in 1847 of locally cut granite it served for over 120 years until the last train ran in late 1971 or early 1972, I don't know exactly. In its glory days however countless milk trains fro. the Rutland connection passed on their way to Boston as well as glamorous passenger trains such as the Green Mountain Flyer and the Mount Royal. But none were more famous than The Cheshire that from 1944 to 1952 used the famous number 6000, the pioneering 1935 Budd Built 'Flying Yankee' articulated streamlimer modeled after the Burlington's famed Pioneer Zephyr. To see a picture of the fluted stainless steel speedster on this very structure check out this link: blog.nhstateparks.org/from-railroad-to-rail-trail-a-histo...
If you care to learn more about the Cheshire I HIGHLY recommend the book Iron Roads of the Monadnock Region by Blodget and Richard's.
Keene, New Hampshire
Friday August 19, 2022
Melle is a small town of about 6,000 inhabitants in the département of Deux-Sèvres in the old province of Poitou, a few kilometers southwest of Poitiers in France.
I drove there one day during the four days I was based in Poitiers in June 2022 because Melle boasts not one remarkable Romanesque church, but two! Melle is located on the Path to Compostela, more precisely the Via Turonensis which initially began in Tours (as the name indicates), but is today considered to be starting in Paris, and going then through Orléans, Blois, Tours and Poitiers before reaching Melle. As a consequence of this, the first of the two churches in Melle, Saint-Hilaire, is listed by UNESCO as a World Heritage site since 1998. It is also, of course, a French Historic Landmark, having been listed in 1914.
The church was erected during the first half of the 1100s. It is overall a lean and elegant structure, as the often ungracious buttresses have been replaced along the nave walls by columns and blind arches that absorb the thrust and weight of the vaulting: an extremely clever device!
As announced yesterday, I upload more photos of the modern choir “installation” created in 2011 by French artist Mathieu Lehanneur. This large decorative and functional piece is made of white Namibian marble and incorporates in a manner as seamless as possible everything that is needed for the performing of liturgy, including a baptismal font.
This photo shows the altar and the lectern, designed on the same model, only with different proportions. I am not entirely convinced by those pieces, æsthetically speaking, I find them very stark and forbidding, and the natural coldness of marble adds to that impression —which is strictly personal, of course.
As a consequence of London Euston being closed over the August bank holiday weekend, for engineering work to be undertaken, an enhanced service operated over Chiltern lines between Marylebone and Birmingham on 26th & 27th August. Included in a recast Chiltern timetable was the hire-in of an additional coaching set to operate three return workings on each day. The trains were top and tailed by Rail Operations Group (ROG) Class 47/8s, and No. 47812 is seen passing Bordesley Junction with No. 47813 at the rear, having just departed from Birmingham Moor Street with service 1Z18 0940 to London Marylebone on 27th August 2017. Copyright Photograph John Whitehouse - all rights reserved
Another freight running late and as a consequence finds itself off-route.
DB Cargo 60100 'Midland Railway - Butterley' with the 6E01 Bescot Down Side - Boston Sleaford Sidings empty steel is seen heading from Water Orton on the approach to Whitacre Junction and the branch to reach Kingsbury Junction.
This working is 'booked' to be routed from Water Orton via Lea Marston to reach Kingsbury Junction.
Russian postcard by 'Goznak', Moscow, series 2, no. A 1725, 1927. The card was issued in an edition of 15.000 copies.
Danish silent film actress Asta Nielsen (1881-1972), was one of the most popular leading ladies of the 1910s and one of the first international film stars. Of her 74 films between 1910 and 1932, seventy were made in Germany where she was known simply as 'Die Asta'. Noted for her large dark eyes, mask-like face, and boyish figure, Nielsen most often portrayed strong-willed passionate women trapped by tragic consequences.
Asta Sofie Amalie Nielsen was born in the Copenhagen suburb of Vesterbro, Denmark, in 1881. She was the daughter of an often unemployed blacksmith and a washerwoman. Nielsen's family moved several times during her childhood while her father sought employment. When she was fourteen years old, her father died. Asta's stage debut came as a child in the chorus of the Kongelige Teater's production of Boito's opera 'Mephistopheles'. At the age of eighteen, Nielsen was accepted into the drama school of the Royal Danish Theatre. During her time there, she studied with the Royal Danish actor Peter Jerndorff. In 1901, twenty years old, she became pregnant and gave birth to her daughter, Jesta. Nielsen never revealed the identity of the father, and chose to raise her child alone with the help of her mother and older sister. In 1902, she graduated from drama school. For the next three years, she worked at the Dagmar Theatre, then toured in Norway and Sweden from 1905 to 1907 with De Otte and the Peter Fjelstrup companies. Returning to Denmark, she was employed at Det Ny Theater (The New Theatre) from 1907 to 1910. Although she worked steadily as a stage actress, her performances remained unremarkable. Danish historian Robert Neiiedam wrote that Nielsen's unique physical attraction, which was of great value on the screen, was limited on stage by her deep and uneven speaking voice.
In 1909, set designer and director Urban Gad encouraged Asta Nielsen to become a film actress and she starred in his Danish silent film Afgrunden/The Abyss (Urban Gad, 1910). Gary Morris observes in Bright Lights Film Journal: "this film established from the beginning key components of her legend: scandalous eroticism and a uniquely minimalist acting style." Asta plays a music teacher lured away from her stolid fiancee (Robert Dinesen) by a sexy but faithless circus cowboy (Poul Reumert). In a startling sequence of sexual intensity, she lassos her boyfriend and does a lewd dance, bumping and grinding against him. Morris: "This vulgar ‘gaucho-dance’ was what most viewers remembered, but critics of the time also applauded Asta's naturalistic acting." The film was a huge success so she was encouraged to continue. The following year Balletdanserinden/The Ballet Dancer (August Blom, 1911) proved to be another success. Nielsen and Gad soon married. A German distributor, Paul Davidson, invited Nielsen to Germany, where he was building a new studio. Eventually, this would become Europe's largest film studio - the Universum Film Union A.-G. (or Ufa). Asta signed a contract for $80,000 a year, then the highest salary for a film actress. In 1911, she moved to Berlin with Urban Gad. In a Russian popularity poll of that year, she was voted world's top female film star, behind French comedian Max Linder and ahead of her Danish compatriot Valdemar Psilander.
In the next six years, Asta Nielsen played every conceivable kind of character in both tragedies and comedies. In Die Suffragette/The Militant Suffragette (Urban Gad, 1913), she is an English female liberationist whose beliefs force her to become violent, placing a bomb in Parliament. In Zapatas Bande/Zapata's Gang (Urban Gad, 1916), she plays a highway robber. In the comedy Das Liebes-ABC/The ABCs of Love (Magnus Stifter, 1916), she pretends to be a man and takes her wimpy boyfriend out on the town in order to "bring out the man in him." Nielsen was so famous that the name Asta became a trademark for cigarettes and perfumes. In the Dutch city The Hague, a cinema was named after her. Her beauty was praised by the poet Guillaume Apollinaire as "the drunkard's vision and the lonely man's dream". One of Asta's most interesting productions was Hamlet (Sven Gade, Heinz Schall, 1921). Gary Morris: "Asta brings a subtle twist to her version not by playing a man, but by playing a woman disguised as a man, adding another level of gender complexity. Hamlet was based less on William Shakespeare than on a popular book of the time that said Hamlet was actually a girl forcibly raised as a boy in order to provide an heir to the Danish throne. At first, the effect is more puzzling than effective, but the actress's strategy becomes evident in sexually charged scenes between Asta/Hamlet and Horatio, who caress and coddle each other in what surely appeared to viewers of the time (as it does to modern audiences) as a gay tryst. Asta brilliantly imparts the gender-unstable nature of the character in these scenes with Horatio and others with Fortinbras, whose encounters with Hamlet are also clearly coded as gay. The actress's effortless creation of these subtle, sympathetic homosexual tableaux gives a tremendous vitality to this production. The fact that the film was truly hers — being the first film she made with her own production company — shows just how daring and modern she was."
Nowadays Asta Nielsen is best known for Die Freudlose Gasse/The Joyless Street (G.W. Pabst, 1925). Asta plays in this film an impoverished woman who resorts to prostitution and murder. In the original prints there were two equal-time female leads: Nielsen and a young actress from Sweden, Greta Garbo. Ruthlessly cut for American release, the film suddenly became a Garbo vehicle. Fortunately, the print has been restored recently and Asta triumphs in it as the increasingly unbalanced Marie. Nielsen continued to be a screen legend in Germany, and appeared in films like Dirnentragödie/Tragedy of the Street (Bruno Rahn, 1927) and in her only sound film Unmögliche Liebe/Crown of Thorns (Erich Waschneck, 1932). After the Nazis came to power she was rumoured to be offered her own studio by propaganda minister Joseph Goebbels. Understanding the implications well, she left Germany for good in 1936, settling in Denmark where she returned to stage acting and became a private figure. In her later years, Asta Nielsen wrote articles on art and politics and a two-volume autobiography, 'Den tiende Muse' (The Silent Muse) in 1946. She also became an acclaimed collage artist. In 1964, Nielsen had to come to terms with the most severe blow of her life: her daughter Jesta committed suicide following the death of her husband. At 86, Asta directed her first film. Luise F. Pusch writes in FemBio: "After a film about her life did not meet with her approval, she set to work on the project herself. The result was a work of art." At 88, Asta Nielsen married her third husband, Christian Theede, an art dealer 18 years her junior and the great love of her life. The two enjoyed their travels together so much that they decided to leave their fortune to a foundation to fund trips for the elderly. In 1972, Asta Nielsen died in Copenhagen after a leg fracture. She was 90.
Sources: Gary Morris (Bright Lights Film Journal), Luise F. Pusch (FemBio), Jim Beaver (IMDb), Wikipedia, and IMDb.
And, please check out our blog European Film Star Postcards.
Berlin boasts two zoological gardens, a consequence of decades of political and administrative division of the city. The older one, called Zoo Berlin, founded in 1844, is situated in what is now called the "City West". It is the most species-rich zoo worldwide. The other one, called Tierpark Berlin ("Animal Park"), was established on the long abandoned premises of Friedrichsfelde Manor Park in the eastern borough of Lichtenberg, in 1954. Covering 160 ha, it is the largest landcape zoo in Europe.
Rund 15 Prozent der Erdoberfläche werden von Savannen bedeckt. Damit gehören sie zu den größten und wichtigsten Lebensräumen des Planeten. Seit dem 26. Mai 2023 wird Besucher*innen im Tierpark Berlin ein Einblick in diese faszinierende Landschaft gewährt und sie können mehr über die unterschiedlichen Bewohner der ostafrikanischen Savanne und ihren natürlichen Lebensraum erfahren.
Ein wahrer Höhepunkt der neuen Tierpark-Savanne ist der 120 Meter lange Giraffenpfad: Hier werden die Gäste den bis zu fünf Meter hohen Grazien der Savanne zukünftig auf Augenhöhe begegnen können – wer sich traut, bahnt sich den Weg durch den Wald bis zu den Aussichtsplattformen über eine abenteuerliche Hängebrücke. Der Tierpark Berlin erreicht mit der Eröffnung der Afrikanischen Savannenlandschaft ein neues Etappenziel auf seinem Weg zu einem Zoo der Zukunft. Seit knapp neun Jahren wird der 1955 gegründete und 160 Hektar große Tierpark Berlin zu einem naturnahen Geozoo umgebaut. Um einen Einblick in den Lebensraum der einzelnen Tierarten und deren Interaktionen, Besonderheiten und Problematiken zu ermöglichen, werden die Tiere im Tierpark größtenteils nach geografischen Gesichtspunkten zu sehen sein.
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Around 15 per cent of the earth's surface is covered by savannahs. This makes them one of the largest and most important habitats on the planet. Since 26 May 2023, visitors to Tierpark Berlin have been given an insight into this fascinating landscape and can learn more about the different inhabitants of the East African savannah and their natural habitat.
A true highlight of the new zoo savannah is the 120-metre-long giraffe trail: here, guests will be able to meet the up to five-metre-high graces of the savannah at eye level in future - those who dare will make their way through the forest to the viewing platforms via an adventurous suspension bridge. With the opening of the African Savannah Landscape, Tierpark Berlin has reached a new milestone on its way to becoming a zoo of the future. For almost nine years, the 160-hectare Tierpark Berlin, which was founded in 1955, has been transformed into a near-natural geozoo. In order to provide an insight into the habitat of the individual animal species and their interactions, peculiarities and problems, the animals in the zoo will largely be seen according to geographical aspects.
Bad Nenndorf interrogation centre
The Bad Nenndorf interrogation centre was a British Combined Services Detailed Interrogation Centre in the town of Bad Nenndorf, Germany, which operated from June 1945 to July 1947. Allegations of mistreatment of detainees by British troops resulted in a police investigation, a public controversy in both Britain and Germany and the camp's eventual closure. Four of the camp's officers were brought before courts-martial in 1948 and one of the four was convicted on charges of neglect.
The British authorities opened No. 74 Combined Services Detailed Interrogation Centre (CSDIC) in June 1945. The camp was based in the Schlammbad (mud bath) complex in Bad Nenndorf, with the former bathing chambers being converted into prison cells. It was the successor to an earlier camp at Diest in Belgium and was run by a combination of military and intelligence officers under War Office authority. Several other CSDIC camps had existed during the war, in the UK at Ham in London and Huntercombe near Henley-on-Thames and in the Mediterranean [CMF]:Rome at Cinecittà, Middle East [MEF] Camp Ma'adi near Cairo, and South Asia, but these had closed by the time No. 74 CSDIC had opened.
The camp was originally intended to hold former Nazis for interrogation, but its remit was expanded to include a number of people suspected of carrying out espionage for the Soviet Union. As well as Germans, these included Russians, Czechs and Hungarians. During the camp's two years of operation, a total of 372 men and 44 women were held there. From the outset, the camp appears to have had organisational problems. The commanding officer, Lt Col Robin Stephens, noted that its staffing "was generous, but in practice was never filled. Later there was a reduction to the bone. That was inevitable owing to Treasury requirements. Then trouble began. Work was on the increase, demobilisation took [a] heavy toll and replacements were inexperienced."
In January and February 1947, a number of prisoners from No. 74 CSDIC were taken to a civilian hospital in Rotenburg, near Bremen, suffering from frostbite, malnutrition and a variety of physical injuries. Two of the prisoners subsequently died. British medical and military personnel at the hospital were shocked at the poor condition of the prisoners and complained to their superiors, prompting senior Army officers to commission an investigation by Inspector Thomas Hayward of the Metropolitan Police.
In March 1947, the British Labour Party Member of Parliament Richard Stokes visited the camp to perform an apparently ad hoc inspection as part of a long-running effort on his part to promote the welfare of prisoners of war and other post-war detainees. He told the House of Commons that "in cross-examining some of these [prisoners] it may be necessary to indulge in forms of verbal persecution which we do not like, but there is no physical torture, starvation or ill-treatment of that kind." However, he criticised the poor conditions at the camp. The 65 men and four women being held there were mostly in solitary confinement, in unheated cells at temperatures of -10°C; the camp had no coal for heating, so the prisoners had instead been given seven blankets each.
The report caused dismay among British government officials, who recognised the serious damage that the case could do to Britain's international image. The Chancellor of the Duchy of Lancaster, Frank Pakenham, noted that "we are alleged to have treated internees in a manner reminiscent of the German concentration camps." The junior Foreign Office minister, Hector McNeil, told Foreign Secretary Ernest Bevin: "I doubt if I can put too strongly the parliamentary consequences of publicity. Whenever we have any allegations to make about the political police methods in Eastern European states it will be enough to call out in the House 'Bad Nenndorf', and no reply is left to us."
The camp's highly secret nature was another complicating factor. The Army cautioned against allowing the Soviets to discover "how we apprehended and treated their agents", not least because it might deter future defectors. However, the affair was still brought before Army courts-martial, though some of the evidence was heard behind closed doors to ensure that security was safeguarded. The camp was closed down in July 1947.
Three months after the closure of the camp at Bad Nenndorf, a new custom-built interrogation centre with cells for 30 men and 10 women was opened at Gütersloh. Most of the interrogators were said to have served at Bad Nenndorf, causing disquiet in the Government. Foreign Office Minister Frank Pakenham demanded that "drastic methods" should not be employed. However, the Army insisted that the standards applied in British prisons should not be applied to Army interrogation centres in Germany. According to the German newspaper Die Zeit, the failings exposed at Bad Nenndorf resulted in the conditions of prisoners elsewhere in Germany being improved to the point that they were better treated than the civilian population.
***Deutsche Beschreibung***
Das Verhörzentrum Bad Nenndorf wurde unmittelbar nach dem Zweiten Weltkrieg von Juni 1945 bis Juli 1947 im Wincklerbad in Bad Nenndorf innerhalb der britischen Besatzungszone von der britischen Rheinarmee betrieben.
Das Internierungslager richtete der britische militärische Geheimdienst als streng abgeschirmtes Geheimgefängnis unter der Bezeichnung No. 74 Combined Services Detailed Interrogation Centre ein. Es befand sich im Badehaus von Bad Nenndorf, dem Wincklerbad, und angrenzenden Gebäuden. Das Badehaus ist nach Axel Winckler, einem führenden Balneologen und Dirigierenden Brunnenarzt in Bad Nenndorf benannt. Das Gefängnis unterstand dem Geheimdienst, der britischen Rheinarmee und der britischen Militärregierung gemeinsam. Vorwiegend solche Personen wurden hier interniert und verhört, die als höchste Sicherheitsgefahr angesehen wurden. Neben hohen und höchsten Funktionären der NSDAP, Diplomaten, Offizieren der Abwehr und aller Wehrmachtteile saßen auch „kleine Fische“ ein, Grenzgänger, die der Spionage für die Sowjetunion bezichtigt wurden. Insgesamt wurden im Internierungslager Bad Nenndorf 372 Männer und 44 Frauen inhaftiert und verhört, oft unter Folter. Opfer waren zunächst meist ehemalige Angehörige der SS, der SA, der Gestapo oder der Abwehr sowie Funktionäre der NSDAP oder der Hitlerjugend. Die Briten befürchteten Aufstände gegen die Besatzungsherrschaft sowie Terroranschläge des Werwolfs. Sie versuchten mit brutalen Befragungsmethoden Informationen über bevorstehende und geplante Aktionen zu bekommen. In mindestens einem Fall sollen sie auch Folterwerkzeuge der Gestapo (wie Daumen- und Schienbeinschrauben) benutzt haben, die sie sich aus dem Hamburger KZ Neuengamme beschafft hatten. Als Internierte im Frühjahr 1947 in das Internierungslager Fallingbostel verlegt wurden, sickerte durch, dass in Bad Nenndorf katastrophale Zustände herrschten. Nach Interventionen der katholischen Kirche, eines britischen Kardinals und des Labour-Abgeordneten Richard Stokes wurde das Internierungslager geschlossen.
Als im Jahr 2005 bekannt wurde, dass britische Soldaten im Irak folterten, wurde das Thema von englischen und deutschen Medien wieder aufgegriffen. Nach diesen Reportagen sei zumindest ein Teil der in Bad Nenndorf Internierten von britischen Truppen systematisch misshandelt worden, einige zu Tode gefoltert worden. Ursprüngliches Ziel des Lagers sei die Inhaftierung von Mitgliedern der Waffen-SS gewesen. Später seien allerdings auch Industrielle, Waldbesitzer oder selbst Mitglieder linker Gruppierungen in diesem Lager interniert worden. Der englische Journalist Ian Cobain berichtete, dass sogar ein deutscher Jude, der Buchenwald überlebt hatte, in diesem Internierungslager inhaftiert wurde. Dem letzten Überlebenden Gerhard Menzel zufolge handelte es sich dabei um Hans Habermann.
Das Internierungslager Bad Nenndorf ist wie beispielsweise auch die Rheinwiesenlager in Deutschland ein politisches Thema. <b<Laut dem Historiker Heiner Wember „behaupten Neonazis [heute noch], die Briten hätten in den regulären Internierungslagern für Nazis nach dem Krieg Methoden angewandt wie die Nazis selber… Doch das ist reiner Quatsch.“ Er wertete als erster Historiker die englischen Internierungsakten aus und beschrieb die britische Internierungspolitik und die Prozesse gegen 19.000 Internierte.
Seit dem Jahre 2006 führen sogenannte „Freie Kräfte“ der <b<Neonaziszene jährlich jeweils im August in Bad Nenndorf sogenannte Trauermärsche zum Wincklerbad durch, die später in Marsch der Ehre umbenannt wurden. Tenor dabei ist das Gedenken an die „Opfer des alliierten Folterlagers im Wincklerbad“. Bis zum Jahre 2030 sind derartige Veranstaltungen jährlich in Bad Nenndorf angekündigt worden. Bürger in Bad Nenndorf gründeten aus Besorgnis, dass sich Bad Nenndorf zu einem Treffpunkt der rechten Szene entwickelt, das Bündnis Bad Nenndorf ist bunt. Die Vereinigung organisiert zu den jährlichen Demonstrationen der rechten Szene jeweils Gegendemonstrationen, an denen sich bis zu 1000 Personen beteiligen. Da zum Schutze der Versammlungen mehrere tausend Polizeibeamte eingesetzt werden, herrscht an zwei Tagen Ausnahmezustand im Ort.
Quelle: Wikipedia
Berlin boasts two zoological gardens, a consequence of decades of political and administrative division of the city. The older one, called Zoo Berlin, founded in 1844, is situated in what is now called "City West". It is the most species-rich zoo worldwide. The other one, called Tierpark Berlin ("Animal Park"), was established on the long abandoned premises of Friedrichsfelde Palace Park in the eastern borough of Lichtenberg, in 1954. Covering 160 ha, it is the largest landcape zoo in Europe. And honouring its past as landscape park, it still has large gardened areas.
Museo de Bellos Artes / Museo Julio Romero de Torres - Plaza de Potro - Córdoba
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This painting is a typical example of Bossuet large production of 'vedute' paintings he executed mostly in Spain and Italy. This composition belongs to a group of several 'vedute' ispired by the southern Spanish countryside, especially Seville and Cordoba.
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©2013 All rights reserved.
© Please don't use this image on websites, blogs or other media without my explicit permission
A breach of copyright has legal consequences
It has been 1,067 days since Russia invaded Ukraine – the war continues – normality does not settle in – yet life goes on amidst the war, its consequences, and its losses.
A crossover story where after her adventures with Grim and company Serana receives an invitation to a party from one of her team mates from her mission with Grim while Dannee encourages her to get out of her cold and grumpy shell and Selina meets the consequences of her recent rash move - www.nexusmods.com/skyrim/images/515035/?
Went through one of the worst shit in my life because of this fuckin place. I'll never ever forget this place and the mother fuckin cops who dont give a fuck about people and fuck around for money. Have I used the word 'fuck' too much? Well...I dont give a fuck.
A bus with unforeseen consequences....
Lothian Buses is seen as one of the best bus operators in the country and its only natural with an extensive and modern fleet - which included one if the biggest fleets of Hybrid double deckers outside London - that they would be in the vanguard of electric buses.
For their first such buses they turned to their established supplier, Wrightbus, and as such Lothian became the first customer of Wright’s StreetAir range of single-deckers. Basically, this is a single-decker based on the Eclipse design mounted on a StreetDeck chassis with an electric drivetrain. The batteries to power the bus sit in a extension to the roof as seen here on 286 (SK67FLE). It’s not the prettiest of designs to be fair but electric buses rarely are, as the batteries have to go somewhere and that ruins the design.
However, these StreetAir buses haven’t been as successful as hoped. Range and reliability seems to have been problems and these issues have meant no more have followed. Indeed, it’s been suggested that the issues are a major reason why Lothian placed its next orders with ADL.
is a medieval castle located on a hill near the center of Zvolen, in central Slovakia.
The original seat of the region was above the confluence of Slatina and Hron rivers on a steep cliff in a castle from the 12th century, known today as Pustý hrad (meaning "Deserted castle"). Its difficult access had consequence in relocation of the seat to the new-built Zvolen castle, which was ordered by Louis I the Great as a hunting residence of Hungarian kings. The future queen regnant Mary of Hungary and emperor Sigismund celebrated their wedding there in 1385.
Gothic architecture of the castle built between 1360 and 1382 was inspired by Italian castles of the fourteenth century. Italian masons also contributed to a Renaissance reconstruction in 1548. The last major reconstruction occurred in 1784, when the chapel was rebuilt into the Baroque style.
Zvolen Castle hosts a regional branch of the Slovak National Gallery with an exposition of old European masters, including works by P. P. Rubens, Paolo Veronese, and William Hogarth. There is also a popular tea room located in the castle.
A personal consequence of BREXIT?
Haus Lange in Krefeld is an address of pilgrimage for architectural studies and those people interested in Ludwig Mies von der Rohe’s style setting early work. Splendid and ageless architecture and garden environment.
Most recently this building became a new home for BREXIT refugee family that felt no longer welcome in England. Has it really become ‘a home’? If you watch the series of photos I took you might feel shocked as I was when I first lingered thru the stylish rooms. The car was still packed. The door was open… I entered as invited, saw valuable furniture, most goods still in boxes, piles of books. The pantechnicon obviously just left. Also very obvious: The landlady, mother and wife also left and will stay absent: ‘You will never see me again’ written on the mirror. That wasn’t a good sign. I felt sorry.
Then to my utmost horror I found the host floating dead in the pool… A husband, a father: dead! And nobody seems to care!
Even more desperate the boy hiding in the dining room – his distressed body language seems to ask: Can this my home? Where is my mother? Who is my mother? Where are my roots?
You may form your own opinion on this photo story – but being uprooted is the worst prerequisite for a new and positive start. Reasons are manifold. But if it comes to politics as a cause: Think before you vote, choose well whom you elect. It might affect your families’ life, too.
The artists Michael Elgreen and Ingar Dragset make us think with their fictive story and installation of an unhappy start in Haus Lange, Krefeld.
I as a photographer tried to transfer this mood and the atmosphre into 17 picture series ‘Die Zugezogenen’.
Krefeld, February 2017
Thomas Kopf