View allAll Photos Tagged dedicated
This image forms part of the digitised photographs of the Ross and Pat Craig Collection. Ross Craig (1926-2012) was a local historian born in Stockton and dedicated much of his life promoting and conserving the history of Stockton, NSW. He possessed a wealth of knowledge about the suburb and was a founding member of the Stockton Historical Society and co-editor of its magazine. Pat Craig supported her husband’s passion for history, and together they made a great contribution to the Stockton and Newcastle communities. We thank the Craig Family and Stockton Historical Society who have kindly given Cultural Collections at the University of Newcastle, NSW, Australia, access to the collection and allowed us to publish the images. Thanks also to Vera Deacon for her liaison in attaining this important collection.
Please contact Cultural Collections at the University of Newcastle, NSW, Australia, if you are the subject of the image, or know the subject of the image, and have cultural or other reservations about the image being displayed on this website and would like to discuss this with us.
Some of the images were scanned from original photographs in the collection held at Cultural Collections, other images were already digitised with no provenance recorded.
You are welcome to freely use the images for study and personal research purposes. Please acknowledge as “Courtesy of the Ross and Pat Craig Collection, University of Newcastle (Australia)" For commercial requests please consider making a donation to the Vera Deacon Regional History Fund.
These images are provided free of charge to the global community thanks to the generosity of the Vera Deacon Regional History Fund. If you wish to donate to the Vera Deacon Fund please download a form here: uoncc.wordpress.com/vera-deacon-fund/
If you have any further information on the photographs, please leave a comment.
In November of 2013, Willis presented a check to Michael Judge, President of Face the Future Foundation, which is a nonprofit dedicated to expanding healthcare access for craniofacial conditions to underserved children throughout the Chicago area.
Veterans day here in the US, is also Armistice or remeberancer day in many commonwealth countries, Just missed the 11th Hour of the 11th Day of the 11th Month to post this as I was in a meeting, but the intention was there
Armistice day is commemorated every year on 11 November to mark the armistice signed between the Allies of World War I and Germany at Compiègne, France, for the cessation of hostilities on the Western Front of World War I, which took effect at eleven o'clock in the morning—the "eleventh hour of the eleventh day of the eleventh month" of 1918
Giving thanks and praise to all those who have served
Te dedico estas fotos hechas en el parque que conoces. Te echamos de menos y como se q entras a leer todos los días, quiero decirte que te quiero mucho.
de todos modos, como dice Benedetti, para vos no es novedad
que el mundo
y yo
te queremos de veras
pero yo siempre un poquito más que el mundo.
Today we walked on the combined pedestrian & cycling dedicated overpass at McTavish Road Interchange. The McTavish Interchange gets lots of well deserved critisism for its ungainly design for motorists and lack of bicycle lanes for cyclists. In view of all the lip service given to cycling amenities by politicians the interchange is a joke, really. Northbound on Lochside there's not even a painted white line for cyclists; only painted white line designating curbside parking spots for vehicles. One really does have to laugh. It is a joke. It must be. Isn't it?
It saddens me greatly to learn that a very active, loving and
cheerful friend is in a lot of pain.
Hopefully this might cheer him a little and may he get through his
rough times safely & smoothly.
We all shall miss you brother. You are in my prayers.
LEGOLAND Windsor a theme park dedicated to children aged 3-12 years old and of course big kid adults.
An inspirational land where the kids are the hero and adults relive their childhood.
The fun never stops and imagination knows no bounds, a family attraction like no other.
Set in 150 acres of beautiful parkland, LEGOLAND Windsor is a unique family theme park with over 55 interactive rides, live shows, building workshops, driving schools and attractions.
It's amazing what can be built with LEGO bricks - nearly 55 million of them!
From comical camels to fearsome fire-breathing dragons, world landmarks to musical pirates, young and old alike will be fascinated by the incredible LEGO models throughout the park.
Fun Facts about LEGOLAND Windsor
There are 34 LEGO pieces in an average Miniland figure.
The largest model in Miniland is the Canary Wharf Tower which is 5.2 metres tall and took 3 model makers 850 hours to complete using 200,000 LEGO Bricks!
The smallest models are the pigeons in Trafalgar Square which contain 5 LEGO bricks each
So what’s New in 2011
Atlantis Submarine Voyage - Now Open!
Take a deep breath and submerge yourself in an underwater adventure.
Plunge into the depths with this world-first LEGO® submarine ride and immerse yourself in a magical underwater adventure.
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
To shore up its need for a dedicated night fighter in 1940, the United States Army Air Corps (USAAC) went ahead with modified Douglas A-20 "Havoc" / "Boston" light bombers to suit the role. Development began in 1942 in anticipation that the series would not have to fight for long as the Northrop P-61 "Black Widow" - purposely designed for night fighting - would soon arrive in 1943. An XP-70 served as the series prototype to prove the validity of the conversion and the aircraft then operated under the formal designation of P-70 "Nighthawk".
It was the British Royal Air Force (RAF) that first realized the A-20 as a night fighter when they converted their A-20 Havocs for the role by installing appropriate air intercept radar and a ventral gun pod. The glazed nose section was painted over/covered to shroud the radar suite and an additional internal fuel tank was fitted for extended operational ranges. The USAAC followed suit, arming their A-20s and outfitting them with local copies of the British AI Mk IV radar (as the SCR-540). These aircraft too lost their glazed nose sections. Some fitted a ventral cannon tray with 4 x 20mm cannons while others utilized a "gun nose" mounting six or eight 0.50 M2 Browning heavy machine guns - continuing the American reliance on all-machine-gun armament for their aircraft. In these forms, the radar suite was moved to the bomb bay. The armor protection encountered in the original A-20 was reduced to help lighten the operation loads of the P-70s. It was deemed that such an aircraft, in its given role, need not burden itself down with unnecessary protection.
The Douglas A-20 airframe proved a solid choice for the mission ahead. Its dual-engine configuration, particularly over expansive oceans, meant that the aircraft could fly on a single engine if forced. The machine’s handling was very good and even the bombers turned out to be agile aircraft. The multiple crew spread the workload around helping to reduce pilot fatigue. Cannon armament - or similar forward-firing firepower - was a prerequisite considering that the crew would have, at best, a single attack against an enemy target and best make the first shots count.
The designation P-70 marked the original base Nighthawks which were all converted from bombers numbering 59 examples. The P-70A-1 mark emerged from the A-20C production model and totaled 39 examples while the 65 P-70A-2s came from the A-20G. The P-70B-1 was the A-20G-10-DO night fighter conversion even though only a single example was built and tested, and P-70B-2s were A-20G and A-20J models reserved for training future P-61 crews. These aircraft were outfitted with SCR-720 and SCR-729 radar kits.
In practice, the P-70 proved a serviceable machine and was initially only fielded in the Pacific Theater, even though there was already a converted A-20 with radar on station over California after the Japanese attack at Pearl to prove the aircraft-radar combination sound. Later, the machines were also operated in Europe. First P-70 deliveries arrived in April of 1942 with machine gun noses while retaining support for 2,000lb of internal stores if needed. The A-1s then followed in 1943 during a period when night fighters were in constant need against marauding Japanese raiders.
While the early P-70s lacked much in the way of flat-out speed and high-altitude work (they lacked superchargers), they provided a workable and effective stopgap solution while frontline units were waiting for the dedicated P-61, which was severely delayed, though, and would not arrive before mid-1944. Especially for the European theatre of operations the Allied forced required high performance night fighters, which potentially could escort bombers to target in Germany and fend off German night fighters that attcked the bombers, so that British Bristol Beaufighters had to be operated by USAAF night fighter units. This led to the emergency development of the P-70C, a thoroughly redesigned and upgraded night fighter variant of the A-20 airframe that could fill this imminent operational gap.
While the P-70C was based on the late A-20G/J airframe, it featured significant modifications. The most obvious change was the upgrade from the original Wright R-2600-23 Twin Cyclone 14-cylinder air-cooled radial piston engines with 1,600 hp (1,200 kW) each to much more powerful R-2800-10s with two-stage, two-speed superchargers that produced 2,000 hp (1,500 kW) at 2,700 rpm at 1,000 ft (300 m); 1,800 hp (1,300 kW) at 2,700 rpm at 15,500 ft (4,700 m), and up to 2,250 hp (1,680 kW) WEP with water injection. These powerful, engines dramatically improved the type’s performance, especially at higher altitude even though new engine mounts and cowlings had to be designed to.
Another obvious change was a new solid nose with a distinctive, perspex-covered radome at its tip for a rotating dipole 29-inch paraboloid reflector dish antenna of an American SCR-720 radar. This was the same system that had been earmarked for the P-61, and it was capable of detecting target both in the air and on the ground. Bombers could be reliably detected and tracked at 10,000 ft at a 17,000 yd. range, fighters at 17,000 ft at a distance of 8,500 yd. Over the open sea and without ground clutter, ships could be detected at 40 miles (64 km).
Through the new, solid nose and the bulky radar equipment that was stored between radome and cockpit the armament had to be re-arranged. The earlier P-70s' main armament consisting of a ventral tray with four machine 20 mm cannon was retained, even though its fairing was re-contoured and more streamlined now, with a staggered weapon arrangement and an extended ammunition supply carried partly inside of the former bomb bay. The A-20s' pair of 0.5” machine guns in the lower nose with 400 RPG was retained, even though these lighter weapons were outfitted with tracer ammunition to ease aiming with the main guns. The bomb bay was filled with auxiliary fuel tanks, a SCR-695 tail warning/IFF radar (with its antenna in the nose cone) and early electronic countermeasures equipment.
Reinforced plumbed hardpoints under the outer wings allowed to carry even more fuel and other loads. Drop tanks of up to 165 US gal (624 l; 138 imp gal) volume could be carried, even though smaller 100 US gal (378 l; 83 imp gal) tanks were more common. Alternatively, for attack missions, the P-70C could carry single iron bombs of up to 1.000 lb (454 kg) caliber on each pylon, triple tube t30/m10 rocket launchers or conformal pods with 2× 0.5” M2 Browning machine guns each on the pylon hardpoints under the wings, primarily for strafing ground targets but also used to improve the aircraft’s weight of fire against aerial targets.
The SCR-720’s operator sat in the former gunner station behind the wings. All defensive armament had been deleted to save weight and make space for the radar equipment, and due to the late A-20G airframe with its widened fuselage section for the powered twin-gun turret, the P-70C had a different glazing of the radar operator cabin from previous P-70 versions and earlier A-20 bombers. Like before, the crew member in the rear compartment was provided with minimal flight controls that allowed to steer the aircraft and make a controlled landing in case the pilot became incapacitated, even though sight from the rear compartment was very limited, with virtually no field of view ahead.
P-70C crews trained in a variety of ways. Several existing night fighter squadrons operating from Great Britain were to transition into the P-70C from Bristol Beaufighters, though most crews were to be made up of new recruits operating in newly commissioned squadrons. After receiving flight, gunnery or radar training in bases around the U.S., the crews were finally assembled and received their operational training in Florida for transfer to the European Theater, mostly on early P-70 machines.
The P-70Cs arrived in the UK in April 1944 as part of 422 NFS and started flying operational missions in June, just ahead of the D-Day invasion and only a few months in advance of the P-61, the aircraft the night fighter units were actually waiting for. While the first P-70Cs were put into service with 422nd and 425th NFS the P-61 had an inauspicious start to its combat in the European theater, when an initial aircraft was delivered in May 1944 and immediately tested.
During the first deployments the P-70Cs' showed a very good capability (their high speed of up 400 mph / 650 km/h was appreciated, together with a much improved performance at higher altitude and the solid radar on board), but the crews complained about a lack of ammunition for the main weapons, so that soon two more optional pairs of 0.5” M2 Browning machine guns in separate external pods along the fuselage flanks under the cockpit were introduced, and hardpoints to mount them in the field were integrated into the running production. Each pod was self-sufficient and contained 400 RPG, and these weapons could be fired separately from the 20 mm cannon and the nose machine guns. In practice, almost all P-70Cs were outfitted with them.
On the other side, the P-61 was not received well, and the situation deteriorated when the squadrons learned that several USAAF generals – including General Hoyt Vandenberg – believed the P-61 lacked the capability to successfully engage German fighters and bombers, being too slow. General Spaatz asked for de Havilland Mosquito night fighters to equip two U.S. night fighter squadrons based in the UK, but this request was denied due to insufficient supplies of Mosquitoes which were in demand for a number of roles. The P-70C had good handling and was faster than the P-61, but it was apparent that the A-20 airframe had reached its development potential. At the end of May, the USAAF insisted on a competition between the P-70C, the Mosquito and the P-61 for operation in the European theater. RAF crews flew the Mosquito Mk XVII while crews from the 422nd NFS flew the P-70C and the P-61. In the end the USAAF determined that the P-61 had a slightly better rate of climb and could turn more tightly than the Mosquito, while the P-70C only offered marginal performance benefits at the cost of less range. Colonel Winston Kratz, director of night fighter training in the USAAF, had organized a similar competition earlier.
Eventually, the P-61 receive priority and production of the P-70C was stopped again in October 1944, after only 72 aircraft had been built and sent to Europe. Beyond Great Britain the type was also deployed to the MTO, where it replaced Beaufighter night fighters in USAAF service, too. Another factor that quickly rang the P-70C’s death knell was the fact that both the R-2800 engines as well as the radar systems were in short supply, and to simplify logistics the P-70s’ production line was terminated and rescoureces shifted to more modern types.
By the start of 1945 all early P-70s were removed from frontline service and served as trainers until their final days. Indeed, the P-70 trainers graduated some 485 persons to serve in American night fighter squadrons. The more potent P-70Cs were kept in service until the end of hostilities, even though many lost their radar equipment from early 1945 on when the Allied forces had claimed air superiority in many regions and were more and more used for daylight ground attack missions, using their potent gun armament for strafing ground targets. At this stage many P-70Cs also had their radr equipment removed to save weight in favor for more fuel or external ordnance.
General characteristics:
Crew: 2 (pilot, radar operator)
Length: 48 ft 2 3/4 in (14.72 m)
Wingspan: 61 ft 3.5 in (18.68 m)
Height: 18 ft 1+1⁄2 in (5.52 m)
Wing area: 464 sq ft (43.1 m²)
Airfoil: root: NACA 23018
tip: NACA 23009
Empty weight: 16,031 lb (7,272 kg)
Gross weight: 24,127 lb (10,944 kg)
Fuel capacity: 400 US gal (330 imp gal; 1,500 l) internal capacity, plus
676 US gal (563 imp gal; 2,560 l) in four auxiliary tanks in the bomb-bay, plus
200 US gal (174 imp. gal; 900 l) in optional underwing drop tanks
Powerplant:
2× Wright R-2800-10s Double Wasp 18-cylinder air-cooled radial piston engines,
2,000 hp (1,500 kW) each and up to 2,250 hp (1,680 kW) emergency power with water injection,
driving 4-bladed Curtiss Electric C542S constant-speed propellers, 11 ft 0 in (3.36 m) diameter
Performance:
Maximum speed: 400 mph (650 km/h, 350 kn) at 23.000 ft (7,500 m)
332 mph (534 km/h, 288 kn) at sea level
Cruise speed: 450 km/h (280 mph, 240 kn) at 14,000 ft (4,300 m)
Stall speed: 98 mph (158 km/h, 85 kn)
Range: 848 mi (1,365 km: 737 nmi) at 23,000 ft (7,000 m) with internal fuel only,
1,560 mi (2,510 km; 1,350 nmi) w. 2× 100 US gal (454 l; 87 imp gal) drop tanks
Ferry range: 2,300 mi (3,700 km, 2,000 nmi)
Service ceiling: 35,800 ft (10,900 m)
Rate of climb: 3,000 ft/min (15 m/s)
Time to altitude: 26,000 ft (8,000 m) in 14 minutes 30 seconds
Wing loading: 52 lb/sq ft (250 kg/m2²
Power/mass: 0.141 hp/lb (0.232 kW/kg)
Armament:
4× 20 mm Hispano M2(C) 20 mm cannon in a ventral tray with 100 rpg
6× 0.5 in (12.7 mm) M2 Browning machine guns in the nose with 400 rpg,
two in the lower nose section, four in external pods on the fuselage flanks
2× underwing hardpoints for 1.000 lb (454 kg) each
The kit and its assembly:
Another submission for the "Re-engined" group build at whatifmodellers.com in mid-2023, and this project started as a kind of repurposing of various ingredients into a new whole one. One factor was a vintage Matchbox A-20G/Boston IV kit, which I had primarily procured for the cool "Green Hornet" livery of the USAAF aircraft. The kit itself is not so flashy, though: it is rather basic, offers a wild mix of raised and engraved panel lines, and the worst thing is/was that the complete clear sprue was missing - and there's no chance to get this as a spare part, e .g, through Revell's "Department X", who might have reboxed the kit, but they never did (so far). When I recently gug through my spare parts I came across a cockpit canopy for just this kit - from my first Matchbox A-20 which I had built around 40(!) years ago. With this there was a serious chance to build the kit, even though not as intended by Matchbox.
With only the canopy to save the model it was clear that the nose had to be solid and that the dorsal turret had to go (which is no loss, it is ugly, primitive, and a PiTA to mount), and a P-70 conversion was a suitable path. Even more so because I could replace the bulbous and IMHO oversized OOB R-2600s with R-2800 from a Matchbox Martin B-26 Marauder - actually procured from two different kits and then mounted upside down to change the look a little. Since the "new" cowlings came with an integrated carburettor intake I decided to remove the respective fairings on top of the wings. These were filled/faired over with 2C putty, with the side benefit that I could add some hand-made wing structures inside of the landing gear wells. Adapting the B-26 cowlings to the A-20 nacelles required some sculpting and more PSR, but it workd and the result looks quite natural. The propellers were changed to cuffed Curtiss four-blade props, I was lucky to have a matching pair of P-47 parts at hand. The tips were slightly clipped, though.
The fuselage required more massive work. To make a virtue out of necessity I used the Boston IV's clear bombardier nose, which would remain incomplete, anyway, and integrated a radome from a A.W. Meteor night fighter (Matchbox kit) with lots of PSR and even more lead inside (because the Matchbox A-20 is a notorious tail sitter). I expected to radome to be more pronounced, in the end its curvature blends well into the rest of the A-20 fuselage - it looks as if the glass nose had been painted over, just like on the early P-70s and strafer Havocs. But I left it that way, even though I had hoped for a more distinct front profile.
However, because the radome was now not wider than the fuselage I decided to not only add a cannon tray under the fuselage (a drop tank half from a Sword F3J with an oval diameter), but also two pairs of pods with 0.5" machine guns from an Italeri B-25J. Serious firepower.
Additionally the P-70C received small, streamlined underwing drop tanks outside of the engine nacelles - a small detail that changes the aircraft's look even more.
Biggest challenge became the rear cockpit for the radar operator, though. Like the earlier P-70s, the night fighter would lose its defensive armament, and in the A-20G's case this included a complete powered turret for which the fuselage had been widened behind the wings' trailing edge. For this stunt the whole area was cut out and the former roof window of the gunner's compartment faired over. The whole cabin was effectively moved forward. Biggest issue was how to cover this gap, though. A long spare safari eventually yielded a rear cabin cover from an Aoshima Ki-46, which was long enough to close the section and even had the right shape to blend the A-20's spine into the tail section. As a side benefit: it has similar heavy framing as the cockpit. Fitting this clear piece was challenging, though, as it required to fill gaps with putty and sand directly around the clear part.
Inside, the pilot's cockpit was enhanced with a dashboard (and more lead under the floor!) and the radar operator received a scratched cabin with a floor, a rear bulkhead, a seat (left over from the Boston IV's bombardier nose) and a radar console (part left over from an Italeri B-66). The OOB pilots were used and received "3D" safety belts made from white tape - after all, the clear parts would not allow good sight inside.
The landing gear, even though very simple, was taken OOB, I just added cannon and machine gun barrels in the nose cut from hollow steel needles.
Painting and markings:
I wanted something realistic, and that offered only two options for an USAAF night fighter around 1944: either Olive Drab/Neutral Grey or all-black, and both quite boring. After I had seen a picture of an early black P-61 in Europe with invasion stripes I decided to adopt this scheme, even though with the twist of overpainted stripes on the upper surfaces - a detail seen frequently on NMF fighters (e.g. P-47s and early P-51s) after D-Day to improve camouflage on the ground against strafing attacks and photo reconnaissance. Sometimes the whole upper side was painted with olive drab, sometimes only the stripes were covered, resulting in interesting finishes.
The model received an overall coat with Revell 06 (Tar Black) enamel paint, which is a "dirty black". The invasion stripes were all made with decals from various Academy kits (from a P-47 under the fuselage, and from a Spitfire and Typhoon on the wings), and on the upper surfaces these were translucently painted over with thinned Tamiya XF-62 (Olive Drab), so that the stripes would still shine through here and there.
All interior surfaces were painted with green chromate primer (I used Humbrol 159), the radome was painted with Humbrol 72.
The black and the radome were later heavily treated with dry-brushing, using several very similar "almost black" tones as well as a bit of aluminum and grinded graphite around the gun porst and the exhaust. The only colorful highlights are the red propeller tips and a nose art graphic (from an Academy P-47D). The rest of the markings are rather dry and minimal, most came from Hobby Boss P-39 kits.
Finally, after everything had been assembled, the model received a coat of matt acrylic varnish. In real life the black night fighters were supposed to be glossy, but any picture I have seen of such a machine shows a rather dull if not matte (and quite dirty) finish.
An engine conversion project that helped to save a kit from it incompleteness. And the resulting fictional P-70C looks pretty mean and purposeful, the conversions and esp. the risky implantation of the rear cabin and its canopy paid out and the result looks quite plausible. And the partly overpainted invasion stripes add a bit of extravaganza to the otherwise rather dull all-black aircraft.
Nov.4, 2018: The Karnak Temple Complex, commonly known as Karnak, comprises a vast mix of temples, chapels, pylons, and other buildings near Luxor, in Egypt.
A cult temple dedicated to Amun, Mut and Khonsu. The largest religious building complex ever constructed. The temple of Karnak was known as Ipet-isu—or “most select of places”—by the ancient Egyptians. It is a city of temples built over 2,000 years and dedicated to the Theban triad of Amun, Mut, and Khonsu. This derelict place is still capable of overshadowing many wonders of the modern world and in its day must have been awe-inspiring.
For the largely uneducated ancient Egyptian population, this could only have been the place of the gods. It is the largest religious building ever made, covering about 200 acres (1.5 km by 0.8 km), and was a place of pilgrimage for nearly 2,000 years. The area of the sacred enclosure of Amun alone is sixty-one acres and could hold ten average European cathedrals. The great temple at the heart of Karnak is so big that St Peter’s, Milan, and Notre Dame Cathedrals would fit within its walls.
The Hypostyle hall, at 54,000 square feet (16,459 meters) and featuring 134 columns, is still the largest room of any religious building in the world. In addition to the main sanctuary there are several smaller temples and a vast sacred lake – 423 feet by 252 feet (129 by 77 meters). The sacred barges of the Theban Triad once floated on the lake during the annual Opet festival. The lake was surrounded by storerooms and living quarters for the priests, along with an aviary for aquatic birds.
Second Pylon entrance intro the hypostyle hall. in the fore ground is the remaining column of the Kiosk of Tahraqa
Second Pylon entrance intro the hypostyle hall. in the fore ground is the remaining column of the Kiosk of Tahraqa
The Egyptians believed that towards the end of annual agricultural cycle the gods and the earth became exhausted and required a fresh input of energy from the chaotic energy of the cosmos.
To accomplish this magical regeneration the Opet festival was held yearly at Karnak and Luxor. It lasted for twenty-seven days and was also a celebration of the link between pharaoh and the god Amun. The procession began at Karnak and ended at Luxor Temple, one and a half miles (2.4 kilometres) to the south.
The statue of the god Amun was bathed with holy water, dressed in fine linen, and adorned in gold and silver jewellery. The priests then placed the god in a shrine and onto the ceremonial barque supported by poles for carrying. Pharaoh emerged from the temple, his priests carrying the barque on their shoulders, and together they moved into the crowded streets. A troop of Nubian soldiers serving as guards beat their drums, and musicians accompanied the priests in song as incense filled the air.
At Luxor, Pharaoh and his priests entered the temple and ceremonies were performed to regenerate Amun, recreate the cosmos and transfer Amun’s power to Pharaoh. When he finally emerged from the temple sanctuary, the vast crowds cheered him and celebrated the guaranteed fertility of the earth and the expectation of abundant harvests.
During the festival the people were given over 11000 loaves of bread and more than 385 jars of beer, and some were allowed into the temple to ask questions of the god. The priests spoke the answers through a concealed window high up in the wall, or from inside hollow statues.
The Zlatari Church was built in the 19th century on the site of an earlier church.
As with most Romanian Orthodox Churches, the Zlatari Church is best known for its interior frescoes that were created by artist Gheorghe Tatarescu.
They were painted from 1853-1856 and depict biblical scenes painted on large panels.
The impressive stained glass windows depicting various saints. Frescoes also decorate the door.
This Romanian Orthodox church located at 12 Calea Victoriei in the Lipscani district of Bucharest, Romania.
It is dedicated to the Nativity of Mary and also to Saints Cyprian and Justina .
The first church on the site was built in the mid-17th century, likely of wood, and is mentioned in a 1667 document.
Legend has it that the founders were zlătari, gold or silversmiths.
The 1709 pisanie was lost in 1850, but a likely apocryphal record of its Greek text was preserved.
According to this source, a new church was built in 1705, with Spătar Mihail Cantacuzino as ktetor.
He generously endowed the monastery with stores and estates, making it among the wealthiest in the country during the 18th century.
In 1709, when Patriarch of Alexandria Gerasimos Palladas visited the court of Prince Constantin Brâncoveanu, the monastery, and its surrounding inn were subordinated to his church.
The church suffered severe damage during the 1802 and 1838 earthquakes, and was entirely rebuilt starting in 1850, as recorded by the 1860 pisanie, also in Greek; reportedly, Xavier Villacrosse was the architect.
The interior painting, dating to 1853–1856, was done by the painter Gheorghe Tattarescu, and features biblical scenes on large panels.
The iconostasis, carved in wood and gilt, as well as its silvered icons, are works of art.
The monastery chapel, mentioned by Dionisie Fotino in 1818 and used for prayer by Russian travelers, was demolished in 1850.
The building underwent repairs in 1864, 1876, and 1898, becoming a parish church in 1888.
In 1903, the inn and bell tower were demolished in order to widen the street Calea Victoriei.
A fresco depicting the Nativity of the Virgin and an inscription submitting to Alexandria were discovered at the time, but later lost.
The church was again restored in 1907–1908; its domes were damaged in the 1940 tremor.
These were repaired provisionally and given their current form in 1971–1973.
Until the late 1970s, the church stood alone between Lipscani and Stavropoleos Streets, with green space covering the inn's foundation.
At that point, one apartment block was built on either side.
The single-nave church measures 23.5 meters long by 12 meters wide, finishing in an altar apse. Aside from the central dome, there are four smaller ones atop the nave corners; these are octagonal, resting on square bases.
Light comes into the interior through stained glass windows depicting saints.
Two brass candelabra in Oriental style were donated by the father of a colonel who lived in the inn around 1830.
Red bricks decorate the exterior. The canopied portico features arches on stone columns.
The right arm of Saint Cyprian is held in a small reliquary before the altar.
Saints Cyprian and Justina are honored in the Catholic Church, Eastern Orthodox Church and Oriental Orthodoxy as Christians of Antioch, who in 304, during the Diocletianic Persecution, suffered martyrdom at Nicomedia (modern-day İzmit, Turkey) on September 26
Cyprian, known by the title of "the Magician", to distinguish him from Cyprian, Bishop of Carthage, received a liberal education in his youth, and particularly applied himself to astrology; after which he traveled for improvement through Greece, Egypt, India, etc.
Cyprian was a magician in Antioch and dealt in sorcery.
Justina is known for converting Cyprian,[and is said to have been a young woman who took private vows of chastity.
She was killed during the persecutions of the Roman emperor Diocletian in the year 304 AD.
A would-be suitor – a pagan lawyer – sought the aid of Cyprian's magic to induce Justina into marrying him.
Cyprian sent a demon to torment Justina, hoping to arouse carnal passions within her.
The charms and spells had no effect on Justina, who, in chastity and purity, spent her time in prayer and fasting.
Cyprian again employed sorcery, sending "the chief of the demons" to Justina, who likewise was conquered by a certain "Sign of Christ".
Brought to despair, Cyprian made the Sign himself and in this way was freed from the toils of Satan.
Cyprian summarily burned any books of spells and sorcery in his possession in front of a bishop of the Church, sealing his commitment to a new life as a Christian.
He was baptized and received into the Church and was made preeminent by miraculous gifts.
Cyprian then became, in succession, a deacon, priest, and finally, bishop after being named as the successor to Anthimus, bishop of Antioch, while Justina became abbess of a convent.
The martyrdom of Cyprian and Justina shown in the 11th century Menologion of Basil II.
During the Diocletian Persecution, both were seized and taken to Damascus, where they were tortured.
As their faith never wavered, they were brought before Diocletian at Nicomedia, where at his command they were beheaded on the bank of the Gallus River, a tributary of the Sangarius River.
The same fate befell a man named Theoctistus, who upon observing Cyprian's faith, declared himself a Christian.
After the bodies of the saints had lain unburied for six days, they were taken by Christian sailors to Rome, where they were interred on the estate of a noble lady named Rufina and later entombed in Constantine's basilica.
Orto botanico dell'Università degli Studi di Padova:
The Cactus House in the Botanic Garden of Padua is a dedicated greenhouse showcasing a diverse collection of cacti and succulent plants, many of which are native to arid regions around the world. It was constructed in the 19th century as part of the garden's expansion and has since become a key feature for studying xerophytic plant life. The house maintains a controlled environment to support the unique needs of these plants, offering visitors an opportunity to explore the remarkable adaptations of desert flora.
The Botanic Garden of Padua, established in 1545, holds the distinction of being the oldest academic botanical garden in the world, and it was designated a UNESCO World Heritage site in 1997 for its historical and scientific significance. It was founded by the University of Padua to provide students with a space for studying plants and medicine, reflecting the growing Renaissance interest in the natural sciences. The garden’s design is notable for its influence on the development of botanical gardens globally, combining academic research with practical applications in medicine and agriculture. The garden also serves as a symbol of the advancement of scientific knowledge during the Renaissance, particularly in the fields of botany and pharmacology.
The garden's main features include its structured layout, which is divided into distinct sections representing various plant species and their uses, from medicinal to ornamental. A central focus is the "oldest surviving plant bed," where medicinal plants have been cultivated for centuries. The garden also houses rare and endangered species, a historical collection of trees, and an impressive array of flowers and herbs. One of its most iconic structures is the Torre del Linneo (Linnaeus Tower), which honors the Swedish botanist Carl Linnaeus and his contribution to modern taxonomy. The Botanic Garden of Padua continues to be a vital center for scientific research, environmental conservation, and public education.
At tcphost.com, we provide the best, fully managed and reliable dedicated server hosting in the USA at affordable cost. Our dedicated server works best for large websites and apps. 24/7 Support Available! Order Now!
best dedicated server hosting usa
Dedicated in 1975 by the Bahamas Prime Mnister in honor of the women of the Bahamas for their steadfast love and devotion through the strife of the nation.
A fitness lifestyle brand dedicated to committed athletes of all kinds. Whether you're a wknd warrior or a 24/7 pro- You live the life, now wear the gear.
"We are Fitness Apparel."
#transformationtuesday
#mcm
#wcw
#fitfam
#fitspo
#fitness
#gymtime gym time
#treadmill
#gainz
#workout
#getStrong
#getfit
#justdoit
#youcandoit
#bodybuilding
#fitspiration
#cardio
#ripped
#gym
#geekabs
#crossfit
#beachbody
#exercise
#weightraining
#training
#shredded
#abs
#sixpacks
#muscle
#strong
#lift
#weights
#Getfit
#weightloss
#wod
#aesthetic
#squad
#shreadding
#personaltrainer
#cleaneating
#healthy
#cleanrecipes
#healthychoice
#cleanRecipe
#eatclean
#glutenfree
#vegan
#paleo
#fitfood
#healthylifestyle
#healthyrecipes
#eatclean
#organic
#foodporn
#protein
#dreambitviral
#quote
#quotes
#inspiring
#motivation
#fitnessquote
#youcandoit
#justbringit
#dreambig
#success
#staypositive
#noexcuses
#marathon
#running
#run
#instarunner
#trailrunner
#halfmarathon
#ultramarathon
#5k
#10k
#yogi
#yoga
#handstand
#yogapose
#soul
#spirituality
#meditate
#trueself
#balance
#meditation
#Igyoga
#theloyalbrand
#loyal
#fitnessapparel
#apparel
#mma
#stongman
#powerlifting
#crossfit
#bench
#deadlift
Every Sunday crosses line the beach below the Santa Monica Pier, honouring the American soldiers fallen in the Afghanistan & Iraq War.