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+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
Although the performance increases of jet-powered aircraft introduced towards the end of World War II over their piston-powered ancestors were breathtaking, there were those at the time who believed that much more was possible. As far back as 1943, the British Ministry of Aircraft Production had issued a specification designated "E.24/43" for a supersonic experimental jet aircraft that would be able to achieve 1,600 KPH (1,000 MPH).
Beginning in 1946, a design team at English Electric (EE) under W.E.W. "Teddy" Petter began design studies for a supersonic fighter, leading to award of a Ministry of Supply (MoS) contract in 1947 under specification "ER.103" for a design study on an experimental aircraft that could achieve Mach 1.2.
The MoS liked the EE concepts, and in early 1949 awarded the company a contract under specification "F.23/49" for two flying prototypes and one ground-test prototype of the "P.1".
The P.1 was defined as a supersonic research aircraft, though the design had provisions for armament and a radar gunsight. It incorporate advanced and unusual design features, such as twin turbojet engines mounted one above the other to reduce aircraft frontal area; and strongly swept wings, with the wingtip edges at a right angle to the fuselage, giving a wing configuration like that of a delta wing with the rear inner corners cut out. The aircraft featured an elliptical intake in the nose.
The P.1's performance was so outstanding that the decision was quickly made to proceed on an operational version that would be capable of Mach 2. In fact, the second P.1 prototype featured items such as a bulged belly tank and fit of twin Aden Mark 4 30 millimeter revolver-type cannon, bringing it closer to operational specification.
Orders were placed for three "P.1B" prototypes for a production interceptor and the original P.1 was retroactively designated "P.1A". The P.1B featured twin Rolls-Royce Avon afterburning engines and a larger tailfin. An airborne intercept (AI) radar was carried in the air intake shock cone, which was changed from elliptical to circular. The cockpit was raised for a better field of view and the P.1B was armed with two Aden cannon in the upper nose, plus a pack under the cockpit that could either support two De Havilland Blue Jay (later Firestreak) heat-seeking AAMs or 44 Microcell 5 centimeter (2 inch) unguided rockets.
The initial P.1B prototype performed its first flight on 4 April 1957 and the type entered RAF service as EE Lightning F.1. RAF Number 74 Squadron at Coltishall was the first full service unit, with the pilots acquiring familiarization with the type during late 1960 and the squadron declared operational in 1961.
However, while the Lightning was developed further into more and more advanced versions. Its concept was also the basis for another research aircraft that would also be developed into a high performance interceptor: the P.6/1, which later became the “Levin” fighter.
P.6 encompassed a total of four different layouts for a Mach 2+ research aircraft, tendering to ER.134T from 1952. P.6/1 was the most conservative design and it relied heavily on existing (and already proven) P.1 Lightning components, primarily the aerodynamic surfaces. The most obvious difference was a new fuselage of circular diameter, housing a single Rolls Royce RB.106 engine.
The RB.106 was a two-shaft design with two axial flow compressors each driven by its own single stage turbine and reheat. It was of similar size to the Rolls-Royce Avon, but it produced about twice the thrust at 21,750 lbf (96.7 kN) in the initial version. The two-shaft layout was relatively advanced for the era; the single-shaft de Havilland Gyron matched it in power terms, while the two-spool Bristol Olympus was much less powerful at the then-current state of development. Apart from being expected to power other British aircraft such as those competing for Operational Requirement F.155, it was also selected to be the powerplant for the Avro Canada CF-105 Arrow and led to the Orenda Iroquois engine, which even reach 30.000 lbf (130 kN).
The P.6/1 was eventually chosen by the MoS for further development because it was regarded as the least risky and costly alternative. Beyond its test bed role for the RB.106 the P.6/1 was also seen as a potential basis for a supersonic strategic air-to-ground missile (similar to the massive Soviet AS-3 ‘Kangaroo’ cruise missile) and the starting point for an operational interceptor that would be less complex than the Lightning, but with a comparable if not improved performance but a better range.
In 1955 English Electric received a go ahead for two P.6/1 research aircraft prototypes. Despite a superficial similarity to the Lightning, the P.6/1’s internal structure was very different. The air duct, for instance, was bifurcated and led around on both sides of the cockpit tub and the front wheel well instead of below it. Further down, the duct ran below the wing main spar and directly fed the RB.106.
The rear fuselage was area-ruled, the main landing gear retracted, just like the Lightning’s, outwards into the wings, while the front wheel retracted backwards into a well that was placed further aft than on the Lightning. The upper fuselage behind the main wings spar carried fuel tanks, more fuel was carried in wing tanks.
Both research machines were ready in 1958 and immediately started with aerodynamic and material tests for the MoS, reaching top speeds of Mach 2.5 and altitudes of 60.000 ft. and more.
In parallel, work on the fighter version, now called “Levin”, had started. The airframe was basically the same as the P.6/1’s. Biggest visible changes were a wider air intake with a bigger central shock cone (primarily for a radar dish), a shorter afterburner section and an enlarged fin with area increased by 15% that had become necessary in order to compensate instability through the new nose layout and the potential carriage of external ordnance, esp. under the fuselage. This bigger fin was taken over to the Lightning F.3 that also initially suffered from longitudal instability due to the new Red Top missiles.
The Levin carried armament and avionics similar to the Lightning, including the Ferranti-developed AI.23 monopulse radar. The aircraft was to be fully integrated into a new automatic intercept system developed by Ferranti, Elliot, and BAC. It would have turned the fighters into something like a "manned missile" and greatly simplified intercepts.
Anyway, the Levin’s weapon arrangement was slightly different from the Lightning: the Levin’s armament comprised theoretically a mix of up to four 30mm Aden cannons and/or up to four of the new Red Top AAMs, or alternatively the older Firestreak. The guns were mounted in the upper nose flanks (similar to the early Lightning arrangement, but set further back), right under the cockpit hatch, while a pair of AAMs was carried on wing tip launch rails. Two more AAMs could be carried on pylons under the lower front fuselage, similar to the Lightning’s standard configuration, even though there was no interchangeable module. Since this four-missile arrangement would not allow any cannon to be carried anymore and caused excessive drag, the typical payload was limited to two Aden cannons and the single pair of wing-tip missiles.
Despite its proven Lightning ancestry, the development of the Levin went through various troubles. While the RB.106 worked fine in the research P.6/1, it took until 1962 that a fully reliable variant for the interceptor could be cleared for service. Meanwhile the Lightning had already evolved into the F.3 variant and political discussions circled around the end of manned military aircraft. To make matters even worse, the RAF refused to buy the completely automatic intercept system, despite the fact that it had been fully engineered at a cost of 1.4 million pounds and trialed in one of the P.1Bs.
Eventually, the Levin F.1 finally entered service in 1964, together with the Lightning F.3. While the Lightning was rather seen as a point defense interceptor, due to the type’s limited range: If a Lightning F.3 missed its target on its first pass, it almost never had enough fuel to make a second attempt without topping off from a tanker, which would give an intruder plenty of time to get to its target and then depart… The Lightning’s flight endurance was less than 2 hours (in the F.2A, other variants even less), and it was hoped that the Levin had more potential through a longer range. Anyway, in service, the Levin’s range in clean configuration was only about 8% better than the Lightning’s. The Levin F.1’s flight endurance was about 2 ½ hours – an improvement, but not as substantial as expected.
In order to improve the range on both fighters, English Electric developed a new, stiffened wing for the carriage of a pair of jettisonable overwing ferry tanks with a capacity of 1,182 liters (312 US gallons / 260 Imperial gallons, so-called “Overburgers”). The new wing also featured a kinked leading edge, providing better low-speed handling. From mid 1965 onwards, all Levins were directly produced in this F.2 standard, and during regular overhauls the simpler F.1 machines were successively updated. The Lightning introduced the kinked wing with the F.3A variant and it was later introduced with the F.2A and F.6A variants.
Levin production comprised 21 original F.1 airframes, plus 34 F.2 fighters, and production was stopped in 1967. A trainer version was not produced, the Lightning trainers were deemed sufficient for conversion since the Levin and the Lightning shared similar handling characteristics.
The Levin served only with RAF 29 and 65 Squadron, the latter re-instated in 1970 as a dedicated fighter squadron. When in November 1984 the Tornado squadrons began to form, the Levin was gradually phased out and replaced until April 1987 by the Tornado F.3.
General characteristics:
Crew: 1
Length w/o pitot: 51 ft 5 in (15,70 m), 55 ft 8 in (16.99 m) overall
Wingspan incl. wingtip launch rails: 34 ft 9 in (10.54 m)
Height: 19 ft 7 in (5.97 m)
Wing area: 474.5 ft² (44.08 m²)
Empty weight: 8937 kg (lb)
Loaded weight: 13,570 kg (29,915)
Max. takeoff weight: 15,210 kg (33,530 lb)
Powerplant:
1× Rolls-Royce RB.106-10S afterburning turbojet,
rated at 20,000 lbf (89 kN) dry and 26,000 lbf (116 kN) with afterburning
Performance:
Maximum speed:
- 1,150 km/h (620 kn, 715 mph, Mach 0.94) at sea level
- 2,230 km/h (1.202 kn, 1,386 mph, Mach 2.1;), clean with 2× Red Top AAMs at high altitude
- Mach 2.4 absolute top speed in clean configuration at 50.000 ft.
Range: 1,650 km (890 nmi, 1,025 mi) on internal fuel
Combat radius: 500 km (312 mi); clean, with a pair of wing tip Red Top AAMs
Ferry range: 1,270 mi (1.100 NM/ 2.040 km) with overwing tanks
Service ceiling: 16,760 m (55,000 ft)
Rate of climb: 136.7 m/s (27,000 ft/min)
Wing loading: 76 lb/ft² (370 kg/m²)
Thrust/weight: 0.78
Takeoff roll: 950 m (3,120 ft)
Landing roll: 700 m (2,300 ft)
Armament:
2× 30 mm (1.18 in) ADEN cannons with 120 RPG in the upper front fuselage
2× wing tip hardpoints for mounting air-to-air missiles (2 Red Top of Firestreak AAMs)
2× overwing pylon stations for 260 gal ferry tanks
Optional, but rarely used: 2× hardpoints under the front fuselage for mounting air-to-air missiles
(2 Red Top of Firestreak AAMs)
The kit and its assembly:
Another contribution to the Cold War GB at whatifmodelers.com, and the realization of a project I had on the agenda for long. The EE P.6/1 was a real project for a Mach 2+ research aircraft, as described above, but it never went off the drawing board. Its engine, the RB.106, also never saw the light of day, even though its later career as the Canadian Orenda Iroquois for the stillborn CF-105.
Building this aircraft as a model appears simple, because it’s a classic Lightning (actually a F.1 with the un-kinked wing and the small fin), just with a single engine and a rather tubular fuselage. But creating this is not easy at all…
I did not want to replicate the original P.6/1, but rather a service aircraft based on the research aircraft. Therefore I used parts from a Lightning F.6 (a vintage NOVO/Frog kit). For the fuselage I settled for a Su-17, from a MasterCraft kit. The kit’s selling point was its small price tag and the fuselage construction: the VG mechanism is hidden under a separate spine piece, and I wanted to transplant the Lightning’s spine and cockpit frame, so I thought that this would make things easier.
Nope.
Putting the parts from the VERY different kits/aircraft together was a major surgery feat, with several multiple PSR sessions on the fuselage, the air intake section (opened and fitted with both an internal splitter and a bulkhead to the cockpit section), the wings, the stabilizers, the fin… This model deserves the title “kitbash” like no other, because no major sections had ever been intended to be glued together, and in the intended position!
The landing gear was more or less taken OOB, but the main struts had to be elongated by 2mm – somehow the model turned out to be a low-riding tail sitter! The cockpit interior was improvised, too, consisting of a Su-17 cockpit tub, a scratched dashboard and a Martin Baker ejection seat from an Italeri Bae Hawk trainer.
Since most of the fuselage surface consists of various materials (styrene and two kinds of putty), I did not dare to engrave panel lines – after all the PSR work almost any surface detail was gone. I rather went for a graphic solution (see below). Some antennae and air scoops were added, though.
The overwing tanks come OOB from the NOVO kit, as well as the Red Top missiles, which ended up on improvised wing tip launch rails, based on design sketches for Lightning derivatives with this layout.
Colors and markings:
There are several “classic” RAF options, but I settled for a low-viz Eighties livery taken from BAC Lightnings. There’s a surprising variety of styles, and my version is a mix of several real world aircraft.
I settled for Dark Sea Grey upper surfaces (Modelmaster Authentic) with a high waterline, a fuselage completely in Medium Sea Grey (Humbrol 165 – had to be applied twice because the first tin I used was obviously old and the paint ended up in a tone not unlike PRU Blue!) and Light aircraft Grey underwing surfaces (Humbrol 166). The leading edges under the wings are Dark Sea Grey, too.
The cockpit interior was painted in dark grey (Humbrol 32 with some dry-brushing), while the landing gear is Aluminum (Humbrol 56).
Once the basic painting was done I had to deal with the missing panel lines on the fuselage and those raised lines that were sanded away during the building process. I decided to simulate these with a soft pencil, after the whole kit was buffed with a soft cotton cloth and some grinded graphite. This way, the remaining raised panel lines were emphasized, and from these the rest was drawn up. A ruler and masking tape were used as guidance for straight lines, and this worked better than expected, with good results.
As a next step, the newly created panels were highlighted with dry-brushed lighter tones of the basic paints (FS 36492 and WWII Italian Blue Grey from Modelmaster, and Humbrol 126), more for a dramatic than a weathered effect. The gun ports and the exhaust section were painted with Modelmaster Metallizer (Titanium and Magnesium).
The decals come from several Xtradecal aftermarket sheets, including a dedicated Lightning stencils sheet, another Lightning sheet with various squadron markings and a sheet for RAF Tornado ADVs.
The code number “XS970” was earmarked to a TSR.2, AFAIK, but since it was never used on a service aircraft it would be a good option for the Levin.
The kit received a coat of matt acrylic varnish from the rattle can – jn this case the finish was intended to bear a slight shine.
This was a project with LOTS of effort, but you hardly recognize it – it’s a single engine Lightning, so what? But welding the Lightning and Su-17 parts together for something that comes close to the P.6/1 necessitated LOTS of body work and improvisation, carving it from wood would probably have been the next complicated option. Except for the surprisingly long tail I am very happy with the result, despite the model’s shaggy origins, and the low-viz livery suits the sleek aircraft IMHO very well.
Every day we check the scoreboard
And the numbers overwhelm
Who has left and who is struggling
Who has won or left this realm
Sometimes its so unnerving
To see the numbers rise so fast
We contract and feel emotions
For the ones whose lives have passed
We think about and honor
The ones who show up yet again
As they stand in fear and duty
While their patients are in pain
As we sit in shock and safety
Staring at the lighted screens
We have the luxury to contribute
Far beyond our current means
For the ones who didn’t make it
For the ones who who risk it all
For the ones who suffer all alone
And no one comes to call
For them let’s rise and promise
Make the world a better place
See beyond the scorecard
And embrace the human race
We’re all in this together
And our bodies all will die
But now we have a chance to find
A deeper how and why
To honor all the suffering
and those who could not stay
Let’s make a promise to ourselves
To really LIVE each day
GF 4/15/2020
It is not an "us" and "them" in this intense time of Covid-19. We each have a part to play and to recognize the gifts that come in the most unexpected places. We are in a phenomenal time of change and that brings a certain amount of pain because the old is falling away. Make a promise to yourself that you will take a step towards mankind and enrich your own destiny in recognition that we are all one human race - one family on this planet.
Stay brave.
One breath at a time.
Sending you all lots of love wherever you are.
* I borrowed the covid chart from Avi Schiffmann, a high school student from Washington who sets the example here because he created this page to help people follow what is happening He found a way to contribute.
Read his amazing story here: www.geekwire.com/2020/viral-sensation-seattle-kid-built-c...
Miami International airport.....29 September 2019.Delivered to CONTINENTAL AIRLINES on 23/2/1956 with registration N90861.
This card was also included as well as the Joker.
When I was in the Army I played a huge amount of Bridge, I have not played now for about 40 years.
For many years independent operators have taken school children to the swimming baths providing a useful source of off peak income. The firm with whom I started my working life in the bus industry was no exception and Stoniers of Goldenhill ... later Tunstall, had several such contracts. Here 'our' penultimate new Leyland Leopard TVT 863R awaits the returning rabble outside Tunstall's elderly Public Baths in Greengate Street circa 1980. Bodywork was by Plaxton to their Supreme III 'Express' design seating 53.
I gather Tunstall's baths are now earmarked for closure along with several other council run facilities as the authority strives to make cuts. I'm not sure how or where the kids will learn to swim if it is indeed still a legal requirement (?)
twitter.com/KeltruckLtd/status/990148390930481152
New #Scania XT G410 joins the Scania only #Prichards fleet #TomPrichard #TomPrichardContacting #Llantrisant #Wales #SouthWales #Cymru #CF72 #ScaniaXT prichardholdings.co.uk
Cracking job, Peter Harris!
#SuppliedByKeltruck keltruckscania.com/suppliedbykeltruck
Sea Haven - Introduced into Aberdeen Harbour in March 2008.
The 15.25 metre steel, twin screw Sea Haven was constructed by Pembroke-based, Mustang Marine (Wales) under a contract valued at almost £800,000.
In addition to her pilotage and general-purpose roles, she is also specially designed for hydrographical surveys and for use as a Harbour Master's launch. A maritime pilot, also known as a marine pilot or harbor pilot and sometimes simply called a pilot, is a sailor who manoeuvres ships through dangerous or congested waters, such as harbors or river mouths. He or she is normally an ex ship captain and a highly experienced shiphandler who possess detailed knowledge of the particular waterway, e.g. actual depth, direction and strength of the wind, current and tide at any time of the day. The pilot is a navigational expert for the port of call.
Maneuvering a ship through the shallow water to berth / unberth in a port requires teamwork which involves, apart from the port pilot, the ship's captain (jointly responsible), ship's crew, port tugs, and shore linesmen. Since the pilot is on board the ship, he controls the tugs and linesmen through a radio and the ship directly. The ship's captain ensures his crew carry out the pilot's orders.
High skill is required to be a pilot as the channels through which the ships move towards the port is normally too narrow and shallow for the size of the ships, stopping distance of the ships being a few nautical miles and the fact that ships do not steer at slow speed. Even if a ship captain is a regular visitor to a certain port, he can not match the expertise and experience of the Pilot.
In an unfortunate case of an accident, high pollution is a risk as the ships carry thousands of tonnes of fuel for her own consumption.(Clean up cost and other damages of the Exxon Valdez disaster was around $ 5 billion). Also if a ship is wrecked in the channel, the channel and the port could be closed for months until the shipwreck is removed.
Most ports have compulsory pilotage.
Legally, the master has full responsibility for safe navigation of his vessel, even if a pilot is on board. If he has clear grounds that the pilot may jeopardize the safety of navigation, he can relieve him from his duties and ask for another pilot or, if not compulsory to have a pilot on board, navigate the vessel without one. Only in transit of the Panama Canal and in Canada does the pilot have the full responsibility for the navigation of the vessel.
In English law, Section 742 of the Merchant Shipping Act 1894 defines a pilot as "any person not belonging to a ship who has the conduct thereof." In other words, someone other than a member of the crew who has control over the speed, direction, and movement of the ship. The current United Kingdom legislation governing pilotage is the Pilotage Act 1987.
Pilotage is one of the oldest professions, as old as sea travel, and it is one of the most important in maritime safety. The oldest recorded history dates back to about the 7th century BC.[1] The economic and environmental risk from today's large cargo ships makes the role of the pilot essential[citation needed].
1201 went for renovation on 4th November & is due to start a new 4 year contract on route 7A no later than December - 5 buses remain to be renovated - 1200 1201 1203 1204 1205
Welcome Ladies to your 7th panel for this cycle!
Today I am here with our judges,
Lian Sun: www.flickr.com/photos/bratzzebra/sets/72157644651639852/
Past contestant in TMI, Model and Frenemy of Me [Ruby]!
And Bella Smith: www.flickr.com/photos/bratzrlife13/sets/72157642710766255/
Top Model, Competition Host, TV Personality and Model.
As you know, these are your prizes...
Cover of MOOD Magazine + 6 page spread
3 Year Contract with QX Model Management
Cover of Poise and Poise Beauty
Cover of THAT Magazine
And they will receive a makeover [Reroot]
For this weeks them you were all put in a pool of giant leaves, looking sexy and youthful.
Let’s begin scoring!
Charlotte: www.flickr.com/photos/129951153@N02/17486248703/in/datepo...
Ruby: 7/10
Lian: 8/10
Bella: 9/10
Fan Vote: 9/10
Taylor: www.flickr.com/photos/129951153@N02/18107804371/in/datepo...
Ruby: 7/10
Lian: 8/10
Bella: 7/10
Fan Vote: 7.6/10
Amber D: www.flickr.com/photos/129951153@N02/18107820031/in/datepo...
Ruby: 8/10
Lian: 10/10
Bella: 8/10
Fan Vote: 7.4/10
Mali: www.flickr.com/photos/129951153@N02/17918911588/in/datepo...
Ruby: 8/10
Lian: 10/10
Bella: 7/10
Fan Vote: 6.6/10
Maria: www.flickr.com/photos/129951153@N02/17486274353/in/datepo...
Ruby: 6/10
Lian: 9/10
Bella: 7/10
Fan Vote: 5.8/10
Haydin: www.flickr.com/photos/129951153@N02/17918937748/in/datepo...
Ruby: 9/10
Lian: 6/10
Bella: 7/10
Fan Vote: 7.6/10
Kyle www.flickr.com/photos/129951153@N02/18103393292/in/datepo...
Ruby: 9/10
Lian: 6/10
Bella: 8/10
Fan Vote: 7.4/10
Baux: www.flickr.com/photos/129951153@N02/17920633669/in/datepo...
Ruby: 7/10
Lian: 4/10
Bella: 5/10
Fan Vote: 7.4/10
Amber J: www.flickr.com/photos/129951153@N02/18080369116/in/datepo...
Ruby: 9/10
Lian: 10/10
Bella: 9/10
Fan Vote: 8.4/10
We will now go and add up the scores, then will be back with a call-out!
We are back, and here is the call-out. Top photo this week goes too...
1. Amber J: 36.4/40
Congratulations girl! Here’s the rest:
2. Amber D: 33.4/40
3. Charlotte: 33/40
4. Mali: 31.6/40
5. Kyle: 30.4/40
6. Haydin: 29.6/40
7. Taylor: 29.6/40
BOTTOM TWO:
Maria and Baux…
Both of you this week flatlined and did not deliver what we need to see. We are going into the top 8, and you guys are not standing up to that. One of you does have more potential than the other how ever…
And that girl still in the running is...
Maria: 27.8/40 This is your second time in the bottom two in a row, step it up or you will be going home.
ELIMINATED: Baux. You had so much potential and I thought you were going to go so far, but you failed to deliver every week.
Keep the votes coming in, we’ll see you all back for the next week.
xox
-Ruby
Romanian postcard by Casa Filmului Acin, no. 43078.
Mexican-American actor Anthony Quinn (1915-2001) started as a contract player at Paramount, where he mainly played villains and ethnic types. He became disenchanted with his career and did not renew his Paramount contract. Instead, he returned to the stage and replaced Marlon Brando as Stanley Kowalski in A Streetcar Named Desire on Broadway. This performance made his reputation and boosted his film career. For his role as Brando's brother in Viva Zapata! (Elia Kazan, 1952), Quinn won the Best Supporting Actor Academy Award. He gave his greatest performance as the circus strongman in Federico Fellini's masterpiece La Strada (1954). Quinn won his second Supporting Actor Oscar in 1957 for his portrayal of Paul Gauguin in Lust for Life (Vincente Minnelli, 1956), opposite Kirk Douglas as Vincent van Gogh. Over the next decade Quinn lived in Italy alternated between Hollywood and the European cinema.
Antonio Rudolfo Oaxaca Quinn was born in 1915, in Chihuahua, Mexico. His parents were Manuela (Oaxaca) and Francisco Quinn. After starting life in extremely modest circumstances in Mexico, his family moved to Los Angeles, where his father became an assistant cameraman at Selig Film Studios. Quinn often accompanied his father to work, and became acquainted with such stars as Tom Mix and John Barrymore, with whom he kept up the friendship into adulthood. He attended Polytechnic High School and later Belmont High, but eventually dropped out. The young Quinn boxed which stood him in good stead as a stage actor, when he played Stanley Kowalski in A Streetcar Named Desire. He won a scholarship to study architecture under Frank Lloyd Wright at the great architect's studio, Taliesin, in Arizona. Quinn was close to Wright, who encouraged him when he decided to give acting a try. After a brief apprenticeship on stage, Quinn hit Hollywood. He made his film debut with a character role in the crime drama Parole! (Lew Landers, 1936). Quinn picked up a variety of small roles in several films at Paramount, including a Cheyenne Indian in The Plainsman (1936), which was directed by his future father-in-law, Cecil B. DeMille. As a contract player at Paramount, Quinn mainly played villains and ethnic types, such as a gangster in the crime drama Dangerous to Know (Robert Florey, 1938), a Chinese gangster in Island of Lost Men (Kurt Neumann, 1939) and an Arab chieftain in the Bing Crosby-Bob Hope vehicle Road to Morocco (David Butler, 1942). He also played the sympathetic Crazy Horse in They Died with Their Boots On (Raoul Walsh, 1941) with Errol Flynn. As a Mexican national (he did not become an American citizen until 1947), he was exempt from the draft. With many actors in the service fighting World War II, Quinn was able to move up into better supporting roles. He had married DeMille's daughter Katherine DeMille, which afforded him entrance to the top circles of Hollywood society. He became disenchanted with playing supporting parts as Chief Yellow Hand in Buffalo Bill (William A. Wellman, 1944) and a Chinese in China Sky (China Sky (Ray Enright, 1945). His first lead was the Indian farmer Charlie Eagle in Black Gold (Phil Karlson, 1947) opposite his wife, Katherine DeMille. By 1947, he had appeared in more than fifty films and was still not a major star. He did not renew his Paramount contract despite the advice of others, including his father-in-law whom Quinn felt never accepted him due to his Mexican roots. Instead, he returned to the stage. His portrayal of Stanley Kowalski in A Streetcar Named Desire in Chicago and on Broadway, where he replaced Marlon Brando, made his reputation. However, IMDb also gives another explanation for his move to the stage: “Became a naturalized United States citizen in 1947, just before he was ‘gray-listed’ for his association with Communists such as screenwriter John Howard Lawson and what were termed ‘fellow travelers’, though he himself was never called before the House Un-American Activities Committee. When warned of his gray-listing by 20th Century-Fox boss Darryl F. Zanuck (a liberal), Quinn decided to go on the Broadway stage where there was no blacklist rather than go through the process of refuting the suspicions.”
Anthony Quinn’s success on Broadway boosted his film career. He returned to the cinema in The Brave Bulls (Robert Rossen, 1951). Director Elia Kazan cast him as Marlon Brando's brother in his biographical film of Mexican revolutionary Emiliano Zapata, Viva Zapata! (1952). Quinn won the Best Supporting Actor Academy Award for 1952, making him the first Mexican-American to win an Oscar. It was not to be his lone appearance in the winner's circle: he won his second Supporting Actor Oscar five years later for his portrayal of painter Paul Gauguin in Vincente Minnelli's biographical film of Vincent van Gogh, Lust for Life (1956), opposite Kirk Douglas. Over the next decade Quinn lived in Italy and became a major figure in world cinema, as many studios shot films in Italy to take advantage of the lower costs. He appeared in several Italian films, giving one of his greatest performances as the dim-witted, thuggish and volatile circus strongman who brutalizes the sweet soul played by Giulietta Masina in her husband Federico Fellini's masterpiece La Strada (1954). Alternating between Europe and Hollywood, Quinn built his reputation and entered the front rank of character actors and character leads. He received his third Oscar nomination (and first for Best Actor) for Wild Is the Wind (George Cukor, 1957). Quinn starred in The Savage Innocents 1959 as Inuk, an Eskimo who finds himself caught between two clashing cultures. He played a Greek resistance fighter against the Nazi occupation in the monster hit The Guns of Navarone (J. Lee Thompson, 1961) and received kudos for his portrayal of a once-great boxer on his way down in Requiem for a Heavyweight (Ralph Nelson, 1962). Back on Broadway, he was nominated for the 1961 Tony Award as Best Actor (Dramatic) for Becket. He returned to the cinema to play ethnic parts, such as an Arab warlord in David Lean's masterpiece Lawrence of Arabia (1962), and he played the eponymous lead in the Sword-and-sandal blockbuster Barabbas (Richard Fleischer, 1961) opposite Silvana Mangano. Two years later he reached the zenith of his career, playing Zorba in Alexis Zorbas/Zorba the Greek (Michael Cacoyannis, 1964)), which brought him his fourth, and last, Oscar nomination as Best Actor. The 1960s were kind to him: he played character leads in such major films as The Shoes of the Fisherman (Michael Anderson, 1968) opposite Laurence Olivier, and The Secret of Santa Vittoria (Stanley Kramer, 1969), with Anna Magnani. However, his appearance in the title role in the film adaptation of John Fowles' novel, The Magus (Guy Green, 1968), did nothing to save the film, which was one of that decade's notorious turkeys.
The following decade saw Anthony Quinn slip back into playing ethnic types again. He starred as the Hispanic mayor of a rapidly growing city in Southwest United States in the TV series The Man and the City (1971). IMDb writes about an interesting incident: “Around 1972, he announced his desire to play Henry Cristophe, the 19th-century emperor of Haiti. Upon this announcement, several prominent black actors, including Ossie Davis and Ellen Holly, stated that they were opposed to a ‘white man’ playing ‘black’. Davis stated, ‘My black children need black heroes on which to model their behavior. Henry Cristophe is an authentic black hero. Tony, for all my admiration of him as a talent, will do himself and my children a great disservice if he encourages them to believe that only a white man, and Tony is white to my children, is capable of playing a black hero.’” Quinn’s career lost its momentum during the 1970s. Aside from playing a thinly disguised Aristotle Onassis in the cinematic roman-a-clef The Greek Tycoon (J. Lee Thompson, 1978), his other major roles of the decade were as Hamza in the controversial The Message/Mohammad, Messenger of God (Moustapha Akkad, 1976), as the Italian patriarch in L'eredità Ferramonti/The Inheritance (Mauro Bolognini, 1976) opposite Dominique Sanda, yet another Arab in Caravans (James Fargo, 1978) and a Mexican patriarch in The Children of Sanchez (Hall Bartlett, 1978) with Dolores Del Rio. In 1983 he reprised his most famous role, Zorba the Greek, on Broadway in the revival of the musical Zorba, for 362 performances. Though his film career slowed during the 1990s, he continued to work steadily in films and television. Anthony Quinn lived out the latter years of his life in Bristol, Rhode Island, where he spent most of his time painting and sculpting. In 2001, he died in a hospital in Boston from pneumonia and respiratory failure linked to his battle with lung cancer. Quinn was 86 years old. He was married three times. After divorcing Katherine DeMille in 1965, he married Jolanda Addolori (1966-1997) and Kathy Benvin (1997-2001). He had ten children, five with DeMille, three with Addolori, and two with Benvin.
Sources: Jon C. Hopwood (IMDb), Pedro Borges (IMDb), Wikipedia, and IMDb.
And, please check out our blog European Film Star Postcards.
Ousted by the low-floor revolution, a brace of new to Manchester Volvo B10s await their fates at Lillyhall.
twitter.com/prichards1995/status/1101452418695479296
March 1st can only mean one thing... three brand new trucks have arrived and are out on the road! #Prichards #growingfleet #19plates #scania #suppliedbykeltruck
What happens when two models are contracted to do the same photoshoot by mistake? Harry Emmalong, the unfortunate fashion photographer found out when sisters Flambo and Gissles Lank turned up at the same time.
The plan had been a simple shot, featuring an armchair by the newly formed furniture company, Shabby Sheik. However, both women were determined they should be the model employed, not accepting it to be a back-office mistake.
Harry said "Frankly, I just let them argue it out amongst themselves. There was much squealing from the back room, and afterwards I found tufts of hair all over the floor. But I wasn't going to get involved".
Eventually, Harry took this shot of the pair trying to force themselves into the same chair. It was as good he was going to get that day, especially as they broke the chair.
Shabby Sheik were delighted with the picture, and paid both girls half the amount.
On receiving the news of this, there was much squealing from the back room.
It all started when the mortally wounded Arick Havoc of Avalon made a contract with The World...
"In return for my life after death... give me the strength to persevere in my course of action, let me keep breathing... One last breath... To find...
the Super Chalice."
(Coming soon. I just missed the dusk, sadly, the red sky was truly beautiful :/
There's always next time, and at the very least this is still a pretty picture with some nice little forshadowing. In fact, if you look real close you can see the character holding Chekhov's Gun. Speaking of weapons, those are placeholders, I'm bored of them but it's what I had on me :P)
Worcester is a Cathedral City and the county town of Worcestershire in the West Midlands of England.
The city is located some 17 miles (27 km) south-west of the southern suburbs of Birmingham, and 23 miles (37 km) north of Gloucester. The population is approximately 100,000. The River Severn flanks the western side of the city centre, which is overlooked by the 12th-century Worcester Cathedral.
The site of the final battle of the Civil War, Worcester was where Oliver Cromwell's New Model Army defeated King Charles I's Cavaliers, cementing the eleven-year Interregnum. Worcester was the home of Royal Worcester Porcelain, and for much of his life, the composer Sir Edward Elgar. It houses the Lea & Perrins factory where traditional Worcestershire Sauce is made. The University of Worcester is one of the UK's fastest-growing universities.
History
The trade route past Worcester which later formed part of the Roman Ryknild Street dates to Neolithic times. The position commanded a ford over the River Severn (the river was tidal past Worcester prior to public works projects in the 1840s) and was fortified by the Britons around 400 bc. It would have been on the northern border of the Dobunni and probably subject to the larger communities of the Malvern hillforts. The Roman settlement at the site passes unmentioned by Ptolemy's Geography, the Antonine Itinerary and the Register of Dignitaries but would have grown up on the road opened between Glevum (Gloucester) and Viroconium (Wroxeter) in the ad 40s and 50s. It may have been the "Vertis" mentioned in the 7th-century Ravenna Cosmography. Using charcoal from the Forest of Dean, the Romans operated pottery kilns and ironworks at the site and may have built a small fort.
In the 3rd century, Roman Worcester occupied a larger area than the subsequent medieval city, but silting of the Diglis Basin caused the abandonment of Sidbury. Industrial production ceased and the settlement contracted to a defended position along the lines of the old British fort at the river terrace's southern end. This settlement is generally identified with the Cair Guiragon listed among the 28 cities of Britain by the History of the Britons attributed to Nennius. This is not a British name but an adaption of its Old English name Weorgoran ceaster, "fort of the Weorgoran". The Weorgoran (the "people of the winding river") were precursors of Hwicce and probably West Saxons who entered the area some time after the 577 Battle of Dyrham. In 680, their fort at Worcester was chosen—in preference to both the much larger Gloucester and the royal court at Winchcombe—to be the seat of a new bishopric, suggesting there was already a well-established and powerful Christian community when the site fell into English hands. The oldest known church was St Helen's, which was certainly British; the Saxon cathedral was dedicated to St Peter.
The town was almost destroyed in 1041 after a rebellion against the punitive taxation of Harthacanute. During this time, the townsfolk relocated to (and at times were besieged at) the nearby Bevere Island, 2 miles upriver. The following century, the town (then better defended) was attacked several times (in 1139, 1150 and 1151) during "The Anarchy", i.e. civil war between King Stephen and Empress Matilda, daughter of Henry I. This is the background to the well-researched historical novel The Virgin in the Ice, part of Ellis Peters' "Cadfael" series, which begins with the words:
"It was early in November of 1139 that the tide of civil war, lately so sluggish and inactive, rose suddenly to wash over the city of Worcester, wash away half of its lifestock, property and women and send all those of its inhabitants who could get away in time scurrying for their lives northwards away from the marauders". (These are mentioned as having arrived from Gloucester, leaving a long lasting legacy of bitterness between the two cities.)
By late medieval times the population had grown to around 10,000 as the manufacture of cloth started to become a large local industry. The town was designated a county corporate, giving it autonomy from local government.
Worcester was the site of the Battle of Worcester (3 September 1651), when Charles II attempted to forcefully regain the crown, in the fields a little to the west and south of the city, near the village of Powick. However, Charles II was defeated and returned to his headquarters in what is now known as King Charles house in the Cornmarket, before fleeing in disguise to Boscobel House in Shropshire from where he eventually escaped to France. Worcester had supported the Parliamentary cause before the outbreak of war in 1642 but spent most of the war under Royalist occupation. After the war it cleverly used its location as the site of the final battles of the First Civil War (1646) and Third Civil War (1651) to try to mount an appeal for compensation from the new King Charles II. As part of this and not based upon any historical fact, it invented the epithet "Fidelis Civitas" (The Faithful City) and this motto has since been incorporated into the city's coat of arms.
In 1670, the River Severn broke its banks and the subsequent flood was the worst ever seen by Worcester. A brass plate can be found on a wall on the path to the cathedral by the path along the river showing how high this flood went and other flood heights of more recent times are also shown in stone bricks. The closest flood height to what is known as The Flood of 1670 was when the Severn flooded in the torrential rains of July 2007.
The Royal Worcester Porcelain Company factory was founded by Dr John Wall in 1751, although it no longer produces goods. A handful of decorators are still employed at the factory and the Museum is still open.
During the late 18th and early 19th centuries, Worcester was a major centre for glove making, employing nearly half the glovers in England at its peak (over 30,000 people). In 1815 the Worcester and Birmingham Canal opened, allowing Worcester goods to be transported to a larger conurbation.
The British Medical Association (BMA) was founded in the Board Room of the old Worcester Royal Infirmary building in Castle Street in 1832. While part of the Royal Infirmary has now been demolished to make way for the University of Worcester's new city campus, the original Georgian building has been preserved. One of the old wards opened as a medical museum, The Infirmary, in 2012.
In 1882 Worcester hosted the Worcestershire Exhibition, inspired by the Great Exhibition in London.There were sections for exhibits of fine arts (over 600 paintings), historical manuscripts and industrial items.The profit was £1,867.9s.6d. The number of visitors is recorded as 222,807. Some of the profit from the exhibition was used to build the Victoria Institute in Foregate Street, Worcester. This was opened on 1 October 1896 and now houses the city art gallery and museum. Further information about the exhibition can be found at the museum.
During World War II, the city was chosen to be the seat of an evacuated government in case of mass German invasion. The War Cabinet, along with Winston Churchill and some 16.000 state workers, would have moved to Hindlip Hall (now part of the complex forming the Headquarters of West Mercia Police), 3 miles (4.8 km) north of Worcester and Parliament would have temporarily seated in Stratford-upon-Avon. The former RAF station RAF Worcester was located east of Northwick.
In the 1950s and 1960s large areas of the medieval centre of Worcester were demolished and rebuilt as a result of decisions by town planners. This was condemned by many such as Nikolaus Pevsner who described it as a "totally incomprehensible... act of self-mutilation". There is still a significant area of medieval Worcester remaining, but it is a small fraction of what was present before the redevelopments.
The current city boundaries date from 1974, when the Local Government Act 1972 transferred the parishes of Warndon and St. Peter the Great County into the city.
Governance
The Conservatives had a majority on the council from 2003 to 2007, when they lost a by-election to Labour meaning the council had no overall control. The Conservatives remained with the most seats overall with 17 out of 35 seats after the 2008 election.
Worcester has one member of Parliament, Robin Walker of the Conservative Party, who represents the Worcester constituency as of the May 2010 general election.
The County of Worcestershire's local government arrangement is formed of a non-metropolitan county council (Worcestershire County Council) and six non-metropolitan district councils, with Worcester City Council being the district council for most of Worcester, with a small area of the St. Peters suburb actually falling within the neighbouring Wychavon District council. The Worcester City Council area includes two parish councils, these being Warndon Parish Council and St Peter the Great Parish Council.
Worcester Guildhall, the seat of local government, dates from 1721; it replaced an earlier hall on the same site. The Grade I listed Queen Anne style building is described by Pevsner as 'a splendid town hall, as splendid as any of C18 England'.
Economy
The city of Worcester, located on the River Severn and with transport links to Birmingham and other parts of the Midlands through the vast canal network, became an important centre for many light industries. The late-Victorian period saw the growth of ironfounders, like Heenan & Froude, Hardy & Padmore and McKenzie & Holland.
Glove industry
Gloves, Worcester City Art Gallery & Museum
One of the flourishing industries of Worcester was glove making. Worcester's Gloving industry peaked between 1790 and 1820 when about 30,000 were employed by 150 companies. At this time nearly half of the Glove manufacturers of Britain were located in Worcestershire.
In the 19th century the industry declined because import taxes on foreign competitors, mainly from France, were greatly reduced. By the middle of the 20th century, only a few Worcester gloving companies survived since gloves became less fashionable and free trade allowed in cheaper imports from the Far East.
Nevertheless, at least 3 large glove manufacturing companies still survived until the late 20th century: Dent Allcroft, Fownes and Milore. Queen Elizabeth II's coronation gloves were designed by Emil Rich and manufactured in the Worcester-based Milore factory.
Manufacturing
Lea & Perrins advertisement (1900)
The inter-war years saw the rapid growth of engineering, producing machine tools James Archdale, H.W. Ward, castings for the motor industry Worcester Windshields and Casements, mining machinery Mining Engineering Company (MECO) which later became part of Joy Mining Machinery and open-top cans Williamsons, though G H Williamson and Sons had become part of the Metal Box Co in 1930. Later the company became Carnaud Metal Box PLC.
Worcester Porcelain operated in Worcester until 2008, when the factory closed down due to the recession. However, the site of Worcester Porcelain still houses the Museum of Royal Worcester which is open daily to visitors.
One of Worcester's most famous products, Lea & Perrins Worcestershire sauce is made and bottled at the Midland Road factory in Worcester, which has been the home of Lea & Perrins since 16 October 1897. Mr Lea and Mr Perrins originally met in a chemist's shop on the site of the now Debenhams store in the Crowngate Shopping Centre.
The surprising foundry heritage of the city is represented by Morganite Crucible at Norton which produces graphitic shaped products and cements for use in the modern industry.
Worcester is the home of what is claimed to be the oldest newspaper in the world, Berrow's Worcester Journal, which traces its descent from a news-sheet that started publication in 1690. The city is also a major retail centre with several covered shopping centres that has most major chains represented as well as a host of independent shops and restaurants, particularly in Friar Street and New Street.
The city is home to the European manufacturing plant of Yamazaki Mazak Corporation, a global Japanese machine tool builder, which was established in 1980.
Retail trade
The Kays mail order business was founded in Worcester in the 1880s and operated from numerous premises in the city until 2007. It was then bought out by Reality, owner of the Grattan catalogue. Kays' former warehouse building was demolished in 2008.
Worcester’s main shopping centre is the High Street, home to the stores of a number of major retail chains. Part of the High Street was modernised in 2005 amid much controversy.[citation needed] Many of the issues focussed on the felling of old trees, the duration of the works (caused by the weather and an archaeological find) and the removal of flagstones outside the city’s 18th-century Guildhall. The other main thoroughfares are The Shambles and Broad Street, while The Cross (and its immediate surrounding area) is the city’s financial centre and location of the majority of Worcester’s main bank branches.
There are three main covered shopping centres in the city centre, these being CrownGate Shopping Centre, Cathedral Plaza and Reindeer Court. There is also an unenclosed shopping area located immediately east of the city centre called St. Martin's Quarter. There are three retail parks, the Elgar and Blackpole Retail Parks, which are located in the inner suburb of Blackpole and the Shrub Hill Retail Park neighbouring St. Martin's Quarter.
Landmarks
The most famous landmark in Worcester is its imposing Anglican Cathedral. The current building; known as Worcester Priory before the English Reformation, is officially named The Cathedral Church of Christ and the Blessed Virgin Mary. Construction begun in 1084 while its crypt dates from the 10th century. The chapter house is the only circular one in the country while the cathedral also has the distinction of having the tomb of King John.
The Hive, situated on the northern side of the River Severn at the former cattle market site, is Worcester's joint public and university library and archive centre, heralded as "the first of its kind in Europe". It is a prominent landmark feature on the Worcester skyline. With seven towers and a golden rooftop, The Hive has gained recognition winning two international awards for building design and sustainability.
There are three main parks in Worcester, Cripplegate Park, Gheluvelt Park and Fort Royal Park, the latter being on one of the battles sites of the English Civil War. In addition, there is a large open area known as Pitchcroft to the North of the city centre on the east bank of the River Severn, which, apart from those days when it is being used for horse racing, is a public space.
Gheluvelt Park was opened as a memorial to commemorate the Worcestershire Regiment's 2nd Battalion after their part in the Battle of Gheluvelt, during the First World War.
The statue of Sir Edward Elgar, commissioned from Kenneth Potts and unveiled in 1981, stands at the end of Worcester High Street facing the Cathedral, only yards from the original location of his father's music shop, which was demolished in the 1960s. Elgar's birthplace is a short way from Worcester, in the village of Broadheath.
There are also two large woodlands in the city, Perry Wood, at twelve hectares and Nunnery Wood, covering twenty-one hectares. Perry Wood is often said to be the place where Oliver Cromwell met and made a pact with the devil. Nunnery Wood is an integral part of the adjacent and popular Worcester Woods Country Park, itself next door to County Hall on the east side of the city.
Signing paperwork, signing contract, filling out paperwork, signing papers. Generic shot of male hand signing a paper.
Westgate Watertower which was built in 1911 to replace a Westgate reservoir which was just north of the building. On Westgate, Lincoln, Lincolnshire.
Between November 1904 and April 1905, 1006 people in Lincoln contracted typhoid and of these 113 died. It was Lincoln's biggest peacetime tragedy. The outbreak of the disease was caused by a polluted supply of drinking water, which at the time was taken from a reservoir at Hartsholme (on the edge of the city) and from the River Witham.
Despite heavy chlorination of the water public faith in the supply dwindled and many resorted to drawing water from ancient wells. Faced with a crisis, city officials and the Water Board realised that the provision of clean water and proper sanitation would be the only way to curb the disease and restore the residents' faith in the public water supply.
The first step was to find a suitable source clean water, this was located over the county border at Elkesley in Nottinghamshire where bore holes were sunk through the limestone. (The cores from the boreholes can be seen in this shot taken in The Arboretum in Lincoln).
A 22-mile long main was laid from Elkesley to Lincoln, where the construction of the Westgate Water Tower was commissioned by the Lincoln Corporation. The architect, Sir Reginald Blomfield (1856-1942), designed the tower to resemble a medieval keep giving a sense of continuity with the city's castle and cathedral. On its completion the Westgate Water Tower had an immediate impact on the city.
The local paper, the Lincolnshire Echo, recorded an "air of excitement in the city in anticipation of a new supply of drinking water". This mammoth project was not completed until 1911. Still in use today and a principal source of water for uphill Lincoln the tower, holding some 330,000 gallons (1,356,000 ltrs), remains an imposing landmark visible from miles away.
Inofrmation Source:
www.heritageconnectlincoln.com/character-area/chapel-lane...
Western BRS Contracts-RWC5
GWS 325N Leyland Clydesdale 16-tonne Flatbed 2/75
Bridgend Branch contracts, but Western BRS livery
unlicensed since 01/01/90
LDOY, Cranfield -/84
John Wragg, Transport Manager & Driver, Armstrong Contracts (Chesterfield) Limited
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From Wikipedia, the free encyclopedia
History
United States
Name: St. Louis
Namesake: City of St. Louis, Missouri
Ordered: 13 February 1929
Awarded: 16 October 1935
Builder: Newport News Shipbuilding and Drydock Company, Newport News, Virginia
Cost: $13,196,000 (contract price)
Laid down: 10 December 1936
Launched: 15 April 1938
Sponsored by: Miss Nancy Lee Morrill
Commissioned: 19 May 1939
Decommissioned: 20 June 1946
Struck: 22 January 1951
Identification:
Hull symbol:CL-49
Code letters:NABX
ICS November.svgICS Alpha.svgICS Bravo.svgICS X-ray.svg
Nickname(s): "Lucky Lou"
Honors and
awards: Bronze-service-star-3d.png Silver-service-star-3d.png 11 × battle stars
Fate: Sold to Brazil on 29 January 1951
History
Brazil
Name: Tamandare (C-12)
Namesake: Municipality of Tamandaré, Pernambuco, Brazil
Acquired: 22 January 1951
Commissioned: 29 January 1951
Decommissioned: 28 June 1976
Struck: 1976
Identification: Hull symbol:C-12
Fate: sunk while under tow from Rio de Janeiro to the ship-breakers in Taiwan for scrapping, 24 August 1980, 38°48′S 01°24′W
General characteristics (as built)[1][2]
Class & type: St. Louis-class light cruiser
Displacement:
10,000 long tons (10,000 t) (standard)
13,327 long tons (13,541 t) (max)
Length: 608 ft 8 in (185.52 m)
Beam: 61 ft 5 in (18.72 m)
Draft:
19 ft 10 in (6.05 m) (mean)
24 ft (7.3 m) (max)
Installed power:
8 × Steam boilers
100,000 shp (75,000 kW)
Propulsion:
4 × geared turbines
4 × screws
Speed: 32.5 kn (37.4 mph; 60.2 km/h)
Complement: 868 officers and enlisted
Armament:
15 × 6 in (150 mm)/47 caliber Mark 16 guns (5x3)
8 × twin 5 in (130 mm)/38 caliber anti-aircraft guns
8 × caliber 0.50 in (13 mm) machine guns
Armor:
Belt: 3 1⁄4–5 in (83–127 mm)
Deck: 2 in (51 mm)
Barbettes: 6 in (150 mm)
Turrets: 1 1⁄4–6 in (32–152 mm)
Conning Tower: 2 1⁄4–5 in (57–127 mm)
Aircraft carried: 4 × SOC Seagull floatplanes
Aviation facilities: 2 × stern catapults
General characteristics (1945)[3][4]
Armament:
15 × 6 in (150 mm)/47 caliber Mark 16 guns (5x3)
8 × twin 5 in (130 mm)/38 caliber anti-aircraft guns
4 × quad 40 mm (1.6 in) Bofors anti-aircraft guns
6 × twin 40 mm (1.6 in) Bofors anti-aircraft guns
18 × single 20 mm (0.79 in) Oerlikon anti-aircraft cannons
USS St. Louis (CL-49), the lead ship of her class of light cruiser, was the fifth ship of the United States Navy named after the city of St. Louis, Missouri. Commissioned in 1939, she was very active in the Pacific during World War II, earning eleven battle stars.
She was deactivated shortly after the war, but was recommissioned into the Brazilian Navy as Almirante Tamandaré in 1951. She served until 1976, and sank under tow to the scrappers in 1980.
Construction
St. Louis was laid down on 10 December 1936 by the Newport News Shipbuilding and Dry Dock Company, Newport News, Virginia; launched on 15 April 1938; sponsored by Miss Nancy Lee Morrill; and commissioned on 19 May 1939, Captain Charles H. Morrison in command.[5]
Inter-war period
Atlantic
Fitted out and based at Norfolk, St. Louis completed shakedown on 6 October, then commenced Neutrality Patrol operations which, during the next 11 months, took her from the West Indies into the North Atlantic. On 3 September 1940, she put to sea with an inspection board embarked to evaluate possible sites, from Newfoundland to British Guiana, for naval and air bases to be gained in exchange for destroyers transferred to the British government. She returned to Norfolk on 27 October.[5]
Pacific
St. Louis sailed for the Pacific on 9 November. Transiting the Panama Canal five days later, St. Louis reached Pearl Harbor on 12 December. She participated in fleet maneuvers and conducted patrols during the winter of 1940-1941, then steamed to California for an overhaul at Mare Island. She returned to Pearl Harbor on 20 June and resumed operations in Hawaiian waters.[5]
Two months later, St. Louis sailed west with other cruisers of the Battle Force, patrolled between Wake Island, Midway Atoll, and Guam, then, proceeded to Manila, returning to Hawaii at the end of September. On 28 September 1941, she entered the Pearl Harbor Navy Yard for upkeep.[5]
World War II
This message denotes the first US ship, USS St. Louis (CL49) to clear Pearl Harbor. (National Archives and Records Administration) [Note that this is in answer to question "Is channel clear?" and faint writing at bottom concerning the answer being held until St. Louis had successfully cleared.]
On 7 December 1941, St. Louis was moored to the pier in Southeast Lock at the time of the Japanese attack on Pearl Harbor. At 7:56, Japanese planes were sighted by observers on board St. Louis. Within minutes, the ship was at general quarters, and her operable anti-aircraft guns were manned and firing on the attackers. By 8:06, preparations for getting underway had begun. At about 8:20, one of the cruiser's gun crews shot down its first Japanese torpedo plane. By 9:00, two more Japanese aircraft had joined the first. At 9:31, St. Louis moved away from the pier and headed for South Channel and the open sea. 15 minutes later, her 6 in (150 mm) guns, whose power leads had been disconnected, were in full operating order.[5]
As the cruiser moved into the channel entrance, she became the target of a midget submarine. The Japanese torpedoes, however, exploded on striking a shoal less than 200 yd (180 m) from the ship. Destroyers then pounded the bottom with depth charges and St. Louis continued out to sea where she joined Detroit and Phoenix, both of which also left Pearl Harbor during the attack, and a few destroyers in the search for the Japanese fleet. After failing to locate the Japanese strike force, the hunters returned to Pearl Harbor on 10 December. St. Louis turned to escorting transports carrying casualties to San Francisco and troops to Hawaii.[5]
For her success during the attack on Pearl Harbor, the ship was given the nickname "Lucky Lou."[6]
1942
On 6 January 1942, she departed San Francisco with Task Force 17 (TF 17), centered around Yorktown, and escorted the ships transporting the Marine Expeditionary Force to Samoa to reinforce defenses there. From 20–24 January, the Yorktown group covered the offloading at Pago Pago, then moved to conduct air strikes in the Marshalls and the Gilberts before returning to Pearl Harbor on 7 February.[5]
Upon her return to Pearl Harbor, St. Louis resumed escort duty with Hawaii–California convoys. In the spring, after a trip to the New Hebrides, she escorted President Coolidge, which was carrying President Manuel L. Quezon of the Philippines to the west coast, arriving at San Francisco on 8 May. The following day, she was again bound for Pearl Harbor. There, she switched to a reinforcement group carrying Marine aircraft and personnel to Midway in anticipation of Japanese efforts to take that key outpost. On the 25th, she delivered her charges to their mid-ocean destination, then moved north as a unit of TF 8 to reinforce Aleutian defenses.[5]
On 31 May, St. Louis arrived at Kodiak Island, refueled, and got underway to patrol south of the Alaskan Peninsula. Through July, she continued the patrols, ranging westward to intercept enemy shipping. On 3 August, she headed for Kiska for her first shore bombardment mission. Four days later, she shelled that enemy-held island, then returned to Kodiak on the 11th.[5]
After that mission, the cruiser continued patrols in the Aleutian area and covered the Allied occupation of Adak Island. On 25 October, she proceeded via Dutch Harbor to California for an overhaul at Mare Island.[5]
1943
On 4 December 1942, she departed San Francisco with transports bound for New Caledonia. She shepherded the convoy into its Nouméan anchorage on the 21st, then shifted to Espiritu Santo, New Hebrides, where she proceeded into the Solomons. She commenced operations there in January 1943 with bombardments of Japanese air facilities at Munda and Kolombangara, and during the next five months, repeated those raids and patrolled "the Slot" in the Central Solomons in an effort to halt the "Tokyo Express": reinforcement and supply shipping that sought, almost nightly, to bolster Japanese garrisons.[5]
Shortly after midnight on 4–5 July, she participated in the bombardment of Vila and Bairoko Harbor, New Georgia. Her division, Cruiser Division 9 (CruDiv 9) and its screen, Destroyer Squadron 21 (DesRon 21), then retired back toward Tulagi to replenish as troops were landed at Rice Anchorage. Early on the morning of the 6th, however, the force located and engaged ten enemy destroyers headed for Vila with reinforcements embarked. In the Battle of Kula Gulf, Helena and two enemy ships were sunk.[5]
St. Louis after the Battle of Kolombangara, showing torpedo damage to her bows
Six nights later, the force, TF 18, reinforced by DesRon 12, moved back up "the Slot" from Tulagi, and soon after 0100 on the 13th, engaged an enemy force consisting of the Japanese cruiser Jintsu and five destroyers in the Battle of Kolombangara. During the battle, which raged for over an hour, Jintsu and Gwin were sunk and HMNZS Leander, Honolulu, and St. Louis were damaged. St. Louis took a torpedo which hit well forward and twisted her bow, but caused no serious casualties.[5]
She returned to Tulagi on the afternoon of the 13th. From there, she moved on to Espiritu Santo for temporary repairs, then steamed east, to Mare Island, to complete the work. In mid-November, she returned to the Solomons, and from the 20th-25th covered Marines fighting for Bougainville Island. In December, she returned to that island to shell troop concentrations and, in January 1944, shifted southward to bombard enemy installations in the Shortland Islands. Then, she moved back to Bougainville to cover the landing of reinforcements at Cape Torokina.[5]
1944-1945
On 10 January 1944, St. Louis headed back to Florida Island. In February, she again moved northwest, this time into the extreme northern Solomons and the Bismarcks. On the 13th, she arrived in the area between Buka and St. George Channel to support landing operations in the Green Islands, off of New Ireland.[5]
At 1855 on the 14th, six Aichi D3A "Val" dive bombers were sighted approaching St. Louis's group. Crossing astern of the ships, the enemy planes went out to the southeast before turning and coming back. Only five remained in the formation, which split off into two groups. Two of the planes closed on St. Louis.[5]
The first plane dropped three bombs, all near misses. The second released three more. One scored on the light cruiser, the others being near misses just off the port quarter. The bomb that hit penetrated the 40 mm clipping room near the No. 6 gun mount, and exploded in the midships living compartment. Twenty-three died and 20 were wounded, 10 seriously. A fire, which had started in the clipping room, was extinguished. Both of her scout planes were rendered inoperable, and her ventilation system was damaged. Communication with the after engine room ceased, and the cruiser slowed to 18 kn (21 mph; 33 km/h). On the 15th, she survived another air attack and was then ordered back to Purvis Bay.[5]
Repairs were completed by the end of the month, and in March, St. Louis resumed operations with her division. Through May, she remained in the Solomons. On 4 June, she moved north to the Marshalls, where on the 10th, she sailed for the Mariana Islands in TF 52, the Saipan assault force. Four days later, she cruised off southern Saipan. On the 15th, she shelled the Chalan Kanoa area, retired as the landings took place, then moved back to provide call fire support and to shell targets of opportunity. On the 16th, she proceeded south and bombarded the Asan beach area of Guam. She then returned to Saipan and, on the 17th, shifted to an area north of that island where she remained through the battle of the Philippine Sea. On the 22nd, she returned to Saipan and, after screening the refueling group for two days, proceeded to the Marshalls.[5]
On 14 July 1944, St. Louis again headed for the Marianas. The next day, she damaged her No. 3 propeller and lost 39 ft (12 m) of the tail shaft. Nevertheless, two days later, she arrived off Guam as scheduled; and, during the afternoon, covered underwater demolition teams working the proposed landing beaches. Pre-invasion shore bombardment followed, and after the landings on the 21st, she provided support fire and call fire. On the 29th, St. Louis departed the Marianas for Pearl Harbor, where she was routed on to California for overhaul. In mid-October, she steamed back to Hawaii, trained until the end of the month, then moved on across the Pacific, via Ulithi and Kossol Roads, to the Philippines, arriving in Leyte Gulf on 16 November.[5]
St. Louis hit by a kamikaze off Leyte, 27 November 1944
During the next 10 days, she patrolled in the gulf and in Surigao Strait, adding her batteries to the anti-aircraft guns protecting shipping in the area. Shortly before noon on 27 November, a formation of 12-14 enemy planes attacked the cruiser's formation. St. Louis was unscathed in the brief battle. A request was made for CAP cover, but Japanese planes continued to command the air. At 1130, another 10 enemy planes filled the space vacated by the first flight and broke into three attack groups of four, four, and two. At 1138, a "Val" made a kamikaze dive on St. Louis from the port quarter, and exploded with its bomb on impact. Fires broke out in the cruiser's hangar area and spaces. All crew members of 20 mm guns 7-10 were killed or wounded.[5]
At 1139, a second burning enemy plane headed at her on the port beam. Flank speed was rung up and the rudder was put hard right. The plane passed over No. 4 turret and crashed 100 yd (91 m) out.[5]
At 1146, there was still no CAP cover over the cruiser's formation, and at 1151, two more enemy planes, both burning, attacked St. Louis. The first was splashed off the port quarter, and the second drove in from starboard and crashed almost on board on the port side. A 20 ft (6.1 m) section of armor belt was lost and numerous holes were torn in her hull. By 1152, the ship had taken on a list to port. At 1210, another kamikaze closed on St. Louis. It was stopped 400 yd (370 m) astern. Ten minutes later, enemy torpedo bombers moved in to attack. St. Louis, warned by a PT boat, barely avoided contact with a lethal package dropped by one of the planes.[5]
By 1236, the cruiser was back on an even keel. Thirty minutes later, all major fires were out, and salvage work had been started. Medical work was well under way: 15 were dead, one was missing, 21 were seriously wounded, and 22 had sustained minor injuries. On the 28th, St. Louis's seriously injured were transferred, and on the 30th, she put into San Pedro Bay for temporary repairs which allowed her to reach California toward the end of December.[5]
On 1 March 1945, St. Louis departed California, and at mid-month, she joined the fast carrier force at Ulithi. By the end of the month, she had participated in strikes against the southern Japanese home islands, then moved south to the Ryukyu Islands to join TF 54, bombarded Okinawa, and guarded minesweepers and underwater demolition teams clearing channels to the assault beaches. On the 31st, she put into Kerama Retto to replenish, then returned to the larger island to support the forces landed on the Hagushi beaches on 1 April.[5]
Five days later, the cruiser covered minesweepers off Iwo Jima, then resumed fire support and antiaircraft duties off Okinawa. On 18 May, she departed Hagushi for a brief respite at Leyte, and in mid-June, she resumed support operations off Okinawa. On 25 July, she shifted to TF 95, and on the 28th, she supported air strikes against Japanese installations on the Asiatic mainland. Sweeps of the East China Sea followed, and in early August, she anchored in Buckner Bay, where she remained until the end of hostilities on 15 August.[5]
Post-war
China
Post-war duties kept the cruiser in the Far East for another two and one-half months. In late August 1945, while in the Philippines, she was assigned to TF 73 of the Yangtze River Patrol Force. During September, as other ships joined the force, she was at Buckner Bay, and in October, she moved on to Shanghai. In mid-October, she helped to lift Chinese Army units to Formosa.[5]
Magic Carpet
St. Louis joined the "Magic Carpet" fleet to carry World War II veterans back to the United States. She completed her first "Magic Carpet" run at San Francisco on 9 November 1945, and by mid-January 1946 had made two more runs, both to islands in the Central and Southwest Pacific.[5]
In early February 1946, St. Louis sailed for the east coast and arrived at Philadelphia for deactivation on the 25th. She was decommissioned on 20 June and berthed at League Island with the 16th (Inactive) Fleet through the decade.[5]
Transfer to Brazil
In the 1951, St. Louis was designated for transfer to the government of Brazil. Her name was struck from the Navy List on 22 January 1951, and on the 29th, she was commissioned in the Brazilian Navy as Tamandare (C-12). Formally activated for duty on January 29, 1951, the St. Louis was renamed C Tamandare (C-12)[5] and served with the Marinha do Brasil as Fleet Flagship until 1976. Decommissioned for the final time and once again placed into reserve, the Tamandare was eventually sold for scrapping in Taiwan in 1980 and was under tow to the breakers yard (Taiwan) when she flooded and sunk on August 24, 1980, near Cape of Good Hope, at 38°48′28″S 1°23′59″W
The Go Ahead Group were awarded contracts for 25 services for Cirencester College student transport for the 2025/26 school year. These services were split between between the Pulham's (13) and Go South Coast (Swindon's Bus Company) subsidiaries and commenced on Thursday 4th September 2025. One of the Go South Coast (Swindon's Bus Company) vehicles in use on the first day of the new contract was BX09 PDZ, an Alexander-Dennis Trident Enviro 400 that had been new to West Midlands Travel in June 2009 and joined Go South Coast in June 2024.
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Copyright © P.J. Cook, all rights reserved. It is an offence to copy, use or post this image anywhere else without my permission.
The Orangeville-Brampton Railway's GP9 switches on a pleasant morning at Orangeville. Cando Contracting (hence the CCGX reporting marks) operates the OBRY, which runs twice a week over track owned by the city of Orangeville from here to the CP interchange at Streetsville. The company also operates excursions, which I suspect is what these guys were preparing for since I shot this on a Saturday.
This is one of the only remnants of CP's once-sprawling network of branch lines on Ontario's Bruce Peninsula.
August 10, 2013