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Inverkip Powerstation Control Room
The best control room out there? im sorry Battersea fans im leaning this way!
The oil fired station closed in the late 1980s having only been built a few years earlier. It only ran at full capacity for a few weeks during the 1986 mining strikes, otherwise it was a total white elephant! The 1970s oil crisis hit a matter of months after completion and rendered this brand new powerstation virtualy useless. Ever since closure it has been maintained as part of the strategic reserve but now demolition is relativly imminant parts are starting to be removed and systems disconnected.
The room feels new and un-used, Its one of the best time machines ive ever had the pleasure of riding, never going to foget this one!
One of many scenes within the control tower at The Lincolnshire Aviation Heritage Centre at East Kirkby . This tableau depicts life in the control room of the tower back in the day .
A short history of RAF East Kirkby taken from wikipedia --
Royal Air Force East Kirkby or more simply RAF East Kirkby is a former Royal Air Force station near the village of East Kirkby, south of Horncastle in Lincolnshire, just off the A155. The Greenwich meridian passes through the airfield.
RAF Station East Kirkby opened on 20 August 1943 as a Bomber Command Station and is situated not far from RAF Coningsby.
Stationed at East Kirkby were:
No. 57 Squadron RAF (5 Group) 27 August 1943 – 25 November 1945.
No. 630 Squadron RAF (5 Group) 15 November 1943 – 18 July 1945.
RAF East Kirkby served also as the headquarters of No 5/5 (Bomber) Group RAF in command of satellite stations at RAF Strubby, RAF Spilsby, RAF Hemswell and RAF Manby.
Operations
On 17 April 1945, near the end of the Second World War, a 57 Squadron Lancaster was being loaded with bombs when a fully armed 1,000 lb bomb was unintentionally dropped onto the tarmac. Because the bomb had had its fuse inserted it detonated, setting off the rest of the Lancaster's bombload. A massive explosion killed three airmen, injured 16 others, wrote off six other Lancasters beyond repair and badly damaged a nearby aircraft hangar.
The final wartime raid from East Kirkby was flown on 25 April 1945. In total, 212 operations were carried out during the war, from which 121 Lancasters did not return. Another 29 aircraft were lost due to operational crashes or accidents.
Post war
No 630 Squadron disbanded in July that year and its place was taken by No. 460 Squadron RAAF from RAF Binbrook. This squadron joined No. 57 for transfer to the Far East as part of Tiger Force. In the 1950s, the airfield was used by the United States Air Force for Air Rescue squadrons for four years. The station (code name Silksheen) closed in 1958. It was sold by the government in 1964.
Aircraft museum
The airfield became the site of broiler sheds, and is now home to an air museum, Lincolnshire Aviation Heritage Centre, which bought Just Jane, the gate guardian Lancaster bomber from RAF Scampton, which is regularly taxied out and stood with the four Rolls Royce Merlin XXIV engines running. Just Jane is being restored to flight by the museum.
NX611 was built by Austin Aero Ltd at their Cofton Hackett Works just south of Birmingham, rolling out of the Flight Shed on 16 April 1945, when it was put into storage, and in 1952, it was one of 54 Lancasters sold to the French Naval Air Arm, (L’Aeronavale) for £50,000 each as part of a 1951 NATO arrangement. It was designated WU-15 (Western Union). In June 1961,it joined Escadrille 9S (Surveillance), in Nouméa, New Caledonia.
On 15 April 1964, it accompanied Lancaster NX665 (WU-13), on delivery to the RNZAF, from New Caledonia to Auckland, New Zealand, returning to New Caledonia, with the crew of NX665. In 1965, its service with the L’Aeronavale over, due to spares shortages and maintenance problems, it was flown to England and on 13 May 1965 landed at Biggin Hill Airport, Kent, as part of the 'Historic Aircraft Preservation Society' Collection (HAPS). It had flown 2,330 hours. It had been registered as G - ASXX for its flight back to the UK and later stood as the gate guardian at RAF Scampton before being acquired by the museum owners Fred & Harold Panton
The control tower is believed to be haunted. The airfield was featured in a 1980s BBC series about World War II airfields. Much of the runway is still intact today but mainly used by local farmers as hard standing and by model aircraft enthusiasts. Occasional civilian light aircraft have landed on the remaining runway in recent years and the airfield still appears on Civil Aviation Maps as a diversion emergency landing location.
A memorial to the fallen can be found outside the main gate where the guard house once stood.
RAF East Kirkby was investigated by the Most Haunted team in 2003 for their third series on Living TV now called Sky Living. Yvette Fielding and her team investigated the museum and site for alleged paranormal activity. The episode was transmitted on Tuesday 7 October 2003 on Living TV. It was the first episode of the third series of the paranormal investigation show Most Haunted.
In 2008 the museum opened an unlicensed part-grass and part-concrete landing strip for visiting military and civil aircraft. No aircraft should land without contacting the owners first via the museum's website or telephone number. Air traffic control on flying display days is from RAF Coningsby and there is a six-mile "no fly" exclusion zone around East Kirkby on display days.
I was very interested in seeing the reference to RAF Manby , a base I spent some time at on a full runway and taxiway survey back in the very early 70s and in the winter months and it was very very cold and wet .
We stayed on site - 16 of us in one room - the transit dormitory . Saw a number of live bands in the NAAFI including Slade .
The lasting memory of Manby though is of me running along the centre of the taxiway to retrieve a survey target from the centre line with a Jet Provost following close behind me waiting for me to clear the obstruction - felt quite hairy at the time but I guess the pilot knew what he was doing - I hope !!!
( shot taken in very low light through a grille ! )
Success in weight loss comes at a price: eating the same thing (almost) every day to combat any sign of eating disorders.
I've shrunk back the rice and added green beads to what I eat every day (win!), but at the same time the struggle happens every day.
But that also means every day is a chance at a mini victory, and who doesn't like a victory every day?!?
The Lovell Telescope
Jodrell Bank
The Transmissions Live from Jodrell Bank
for Sigur Ros
Macclesfield
England
UK
>The "Mark I" telescope, now known as the Lovell Telescope, was the largest steerable dish radio telescope in the world, 76.2 metres (250 ft) in diameter, when it was completed in 1957; it is now the third largest< (Wiki)
Cambio de imagenes que con tanto otoño y rios no me acordaba que tengo por ahi archivo de macros que quiero que salgan a la luz.
There were plenty of restaurants in the Battersea Power Station shopping centre, but many had long queues of people waiting for a table.
This is the control panel at the IJsselbrug, the bridge over the canalized river IJssel in IJsselstein, Holland. It gives the information about the traffic lights over the water. Which are burning and on which side, to prevent boats and yachts from having frontal collisions ;-) This bridge is still completely hand-operated, lucky me!
The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed "The Wooden Wonder". The Mosquito was also known affectionately as the "Mossie" to its crews. Originally conceived as an unarmed fast bomber, the Mosquito was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace.
When the Mosquito began production in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs - 4,000 lb (1,812 kg) "cookies" - in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.
As a night fighter, from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, notably defeating Operation Steinbock in 1944. Starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a night fighter and intruder supporting RAF Bomber Command's heavy bombers and reduced bomber losses during 1944 and 1945. As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay, where significant numbers were sunk or damaged) and intercepting transport ship concentrations.
The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European theatre, and the Mediterranean and Italian theatres. The Mosquito was also used by the RAF in the South East Asian theatre, and by the Royal Australian Air Force (RAAF) based in the Halmaheras and Borneo during the Pacific War.
By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer. The later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour (340 km/h) at 11,000 feet (3,400 m), better than the 100 miles per hour (160 km/h) Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but simplified production and reduced construction time.
Air Ministry bomber requirements and concepts:
On 8 September 1936, the British Air Ministry issued Specification P.13/36 which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 pounds (1,400 kg) for 3,000 miles (4,800 km) with a maximum speed of 275 miles per hour (443 km/h) at 15,000 feet (4,600 m); a maximum bomb load of 8,000 pounds (3,600 kg) which could be carried over shorter ranges was also specified. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to the production of the Avro Manchester and Handley Page Halifax.
In May 1937, as a comparison to P.13/36, George Volkert, the chief designer of Handley Page, put forward the concept of a fast unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds (1,400 kg) of bombs at a cruising speed of 300 miles per hour (480 km/h). There was support in the RAF and Air Ministry; Captain R N Liptrot, Research Director Aircraft 3 (RDA3), appraised Volkert's design, calculating that its top speed would exceed the new Supermarine Spitfire. There were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non-strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and the Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than sometimes acknowledged though it was unlikely that the Air Ministry envisaged it not using light alloy components.
Project Mosquito:
Once design of the DH.98 had started, de Havilland built mock-ups, the most detailed at Salisbury Hall, in the hangar where E0234 was being built. Initially, this was designed with the crew enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a more conventional canopy.
The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production, decided there was no production capacity for aircraft like the DH.98, which was not expected to be in service until early 1941. Although Lord Beaverbrook told Air Vice-Marshal Freeman that work on the project had better stop, he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production was to focus on five existing types, namely the Supermarine Spitfire, Hawker Hurricane, Vickers Wellington, Armstrong-Whitworth Whitley and the Bristol Blenheim. Work on the DH.98 prototype stopped, and it seemed that the project would be shut down when the design team were denied the materials with which to build their prototype.
The Mosquito was only reinstated as a priority in July 1940, after de Havilland's General Manager L.C.L Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941, and this, only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Oxford trainers and repairing Hurricanes as well as the licence manufacture of Merlin engines. In promising Beaverbrook 50 Mosquitoes by the end of 1941, de Havilland was taking a gamble, because it was unlikely that 50 Mosquitos could be built in such a limited time; as it transpired only 20 Mosquitos were built in 1941, but the other 30 were delivered by mid-March 1942.
During the Battle of Britain, nearly a third of de Havilland's factory time was lost because the workers took cover in the factory's bomb shelters. Nevertheless, work on the prototype went quickly, such that E0234 was rolled out on 19 November 1940.
In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. It was still uncertain whether the fighter version should have dual or single controls, or should carry a turret, so three prototypes were eventually built: W4052, W4053 and W4073. The latter, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays as half-built wing components had to be strengthened for the expected higher combat load requirements. The nose sections also had to be altered, omitting the clear perspex bomb-aimer's position, to solid noses designed to house four .303 machine guns and their ammunition.
Overview:
The Mosquito was a fast, twin-engined aircraft with shoulder-mounted wings. The most-produced variant, designated the FB Mk VI (Fighter-bomber Mark 6), was powered by two Merlin Mk 23 or Mk 25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk VI was four Browning .303 machine guns and four 20 mm Hispano cannon while the offensive load consisted of up to 2,000 pounds (910 kg) of bombs, or eight RP-3 unguided rockets.
Construction:
The oval-section fuselage was a frameless monocoque shell built in two halves being formed to shape by band clamps over a mahogany or concrete mould, each holding one half of the fuselage, split vertically. The shell halves were made of sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength— such as along cut-outs— stronger woods replaced the balsa filler; the overall thickness of the birch and balsa sandwich skin was only 7⁄16 inch (11 mm). This sandwich skin was so stiff that no internal reinforcement was necessary from the wing's rear spar to the tail bearing bulkhead. The join was along the vertical centre line. This split construction greatly aided the assembly of the internal equipment as it allowed the technicians easy access to the fuselage interior. While the glue in the plywood skin dried, carpenters cut a sawtooth joint into the edges of the fuselage shells, while other workers installed the controls and cabling on the inside wall. When the glue completely dried, the two halves were glued and screwed together. The fuselage was strengthened internally by seven bulkheads made up of two plywood skins parted by spruce blocks, which formed the basis on each half for the outer shell. Each bulkhead was a repeat of the spruce design for the fuselage halves; a balsa sheet sandwich between two plywood sheets/skins. Bulkhead number seven carried the fittings and loads for the tailplane and rudder, The type of glue originally used was Casein, which was later replaced by "Aerolite", a synthetic urea-formaldehyde, which was more durable. Many other types of screws and flanges (made of various woods) also held the structure together.
The fuselage construction joints were made from balsa wood and plywood strips with the spruce multi-ply being connected by a balsa V joint, along with the interior frame. The spruce would be reinforced by plywood strips at the point where the two halves joined to form the V-joint. Located on top of the joint the plywood formed the outer skin. During the joining of the two halves ("boxing up"), two laminated wooden clamps would be used in the after portion of the fuselage to act as support. A covering of doped Madapolam (a fine plain woven cotton) fabric was stretched tightly over the shell and a coat of silver dope was applied, after which the exterior camouflage was applied. The fuselage had a large ventral section cut-out, which was braced during construction, to allow it to be lowered onto the wing centre-section. Once the wing was secured the lower panels were replaced, and the bomb bay or armament doors fitted.
The all-wood wing was built as a one-piece structure and was not divided into separate construction sections. It was made up of two main spars, spruce and plywood compression ribs, stringers, and a plywood covering. The outer plywood skin was covered and doped like the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater. The wing contained metal framed and skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although, for strength, the engine mounts were all metal as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction. The outer leading wing edge had to be brought 22 inches (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder and elevator, were aluminium framed and fabric covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).
In November 1944, several crashes occurred in the Far East. At first, it was thought these were as a result of wing structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to "lift" from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating that "the accidents were not caused by the deterioration of the glue but by shrinkage of the airframe during the wet monsoon season". However a later inquiry by Cabot & Myers definitely attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford which found faults in six different Marks of Mosquito (all built at de Havilland's Hatfield and Leavesden plants) which showed similar defects, and none of the aircraft had been exposed to monsoon conditions or termite attack; thus it was concluded that there were construction defects found at the two plants. It was found that the "Standard of glueing...left much to be desired”. Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in the Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem, a sheet of plywood was set along the span of the wing to seal the entire length of the skin joint along the main spar.
Information regarding the de Havilland DH98 Mosquito has been taken from excerpts contained on Wikipedia
Aston Martin Ulster Roadster (1936)
In 1927 Aston Martin was taken over by race driver A. C. Bertelli. He designed a 1.5-litre, SOHC engine which would eventually power the LeMans-racing Ulster. Thoughout the years the engine was devloped to include dry sump lubrication.
The Aston Martin Ulster stands as one of the most respected pre-war racecars. It was largely based on the Mark II which came before it.
The Ulster had a breif two year race program. During this time they dominated the British Tourist Trophy at Goodwood. In 1934, Ulsters took first, second and third place. The best LeMans result was achieved in 1935. Chassis LM20 raced to third overall which put it first in the 1101 to 1500cc class.
After the race efforts, Aston Martin readied a production version of the LeMans cars. Twenty-One of these cars were built of which all are accounted for today.
Aston Martin Ulster information used from:
www.supercars.net/cars/2084.html
In the 1980's a small number (7) replicas of the Aston Martin Ulster Roadster were manufactured as a kit car:
Fergus Mosquito (Aston Martin Ulster replica)
Kop Hill Climb - 25th September 2011
Fergus Mosquito - an Aston Martin Ulster replica.
Only seven were made in Kingsbridge, Devon, in the 1980s, using donor Morris Marina B-series engines and other parts.
UIJ233 is the best of the 7 replicas.
These two models, the de Havilland DH98 Mosquito aircraft and the Aston Martin Ulster Roadster of 1936 have been created in Lego miniland scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts" - featuring automotive vehicles named after, inspired by or related to aircraft.
Before electronics, the most reliable boiler/generator controls were operated by compressed air.
Scattered throughout the country, older power plants are being abandoned for more efficient or sustainable sources of electricity. Some still stand as a tribute to those who sacrificed and worked so hard there to assure the community had reliable energy to power their lives. These views are of a ~50 year old plant closed about 2 years ago.
See more of this site at flic.kr/s/aHskpNTVLG.
2-9-08
Bessy is the quality control inspector at City Bakery and this birthday cake passes inspection.
Not the store's actual name, but it wouldn't be a bad one if this were their only line of business. Porto, Portugal
Hamburg
The Hamburg flak towers are two large, concrete, steel-reinforced air defense and air defense structures in the Hamburg districts of St. Pauli and Wilhelmsburg. Originally, four towers were built during the Second World War, more precisely in the years from 1942 to 1944, two of which were designed as bunkers with mounted anti-aircraft guns and two as smaller control centers. The towers could only partially meet the military requirements for a combat position; But they were all the more successful as a shelter for the population and in terms of propaganda because they were designed as almost indestructible fortresses. Because of their self-sufficient construction, they might have had a long-term defense against attacking ground troops. Of the four built towers, the two battle towers have been preserved.
In response to the Allied air raids on Berlin, the “Führer order to erect flak towers in Berlin” was issued on September 9, 1940, which was extended to the cities of Vienna and Hamburg by the end of 1942 in order to protect them from bombing raids. During the Second World War, Hamburg became the target of Allied air raids, among other things because several large shipyards such as Blohm & Voss, Howaldtswerke, Deutsche Werft and H.C. Stülcken's son who produced many of the German submarines. The flak towers were designed by the architect Friedrich Tamms under the direction of Albert Speer, General Building Inspector for the Reich capital, and realized by the Todt Organization, also with the use of thousands of foreign and forced laborers.
The Flakturm IV in St. Pauli belongs to type 1. The high-rise bunker on Feldstrasse was built in 1942 by 1,000 forced laborers in 300 days. He was armed with four 10.5 cm anti-aircraft guns, which were replaced by four 12.8 cm Flakzwilling 40 in August 1942. The Flakturm IV is one of the largest bunkers ever built. The base measures 75 meters by 75 meters and is 38 meters high. The wall thickness is 3.5 meters; the ceiling is five meters thick. Windows were built in and sealed with concrete seals. Although the capacity was limited to 18,000 people, up to 25,000 people sought refuge in the bunker during the heavy air raids on Hamburg in the summer of 1943. There was a special pram entrance for women with children. In the bunker there was a spiral staircase to the top, which initially had no handrail and was life-threatening in crowded conditions.
The bunker Feldstrasse was used by civilian tenants after the war, as there was a great shortage of living space in Hamburg at that time. That is why the tower was prevented from being blown up in July 1947, and the required explosive force would probably have affected large parts of the city center. Corresponding experience was gained from comparable systems in Berlin. During the Cold War, the intact combat tower was reactivated as an air raid shelter.
In 1990 the building was sold for around 1.6 million DM and converted into a media center, which today houses the Uebel & Dangerous disco and a large branch of the musical instrument dealer JustMusic. In 1993 the investor Thomas Matzen acquired the heritable building right for the bunker until 2053 for 6 million DM at that time. In the meantime, this heritable building right has been transferred to Matzen Immobilien GmbH. Together with a group of investors, the company applied to add five floors to the listed building with a height of around 20 meters. A hotel, a fitness club, restaurants, an event and sports hall are to be built. The investment also includes planting on the roof. The estimated investment costs of around 30 million euros are to be offset by the commercial uses. After approval by the district office in Mitte, on July 12, 2017, the citizens also approved the building plans and the extension of the long-term lease with the votes of the SPD and the Greens.
The first of five floors to be added was concreted in June 2020. A lawsuit against the increase was dismissed in July 2020.
Increase and greening
In advance of these decisions, there was criticism of the plans presented. At the beginning of June 2017, construction plans were published according to which the often advertised green increase can only be realized in a significantly reduced manner due to fire protection requirements. The Left criticized the agreed conditions that instead of the actual land value of around 1,500 euros per square meter, only a value of just under 980 euros was calculated, plus a discount of 30 percent. In addition, a parking space fee of 744,000 euros was waived.
In May 2019 it became known that tenants in the bunker would suffer disadvantages due to the addition work.
For these images I shot a roll of Fujifilm Superia 400 through my Pentax P3, then re spooled the film back into my Konica Pop.
The staged, Pentax shots were done to give a clear and focused background image, where as the candid Konica shots were done to add a sense of unorganised chaos to the top image.