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Old harbor, Genova, Italy.
September 2012.
Shot on an Arax-modified Kiev 60 6x6 medium format camera, Carl Zeiss Jena 50mm F4, exposure guessed at 1/250s F16 on Fujifilm Provia 400X.
Developed to N in Tetenal E6 3 bath Kit.
Scanned on a Hasseblad Flextight X5 @ 3200dpi.
Very light postprocessing.
Minolta SRT-101
W.Rokkor MC 24mm F/2.8
Heliopan U/V Haze 55mm
Kodak Gold 200asa
Tetenal C-41
Kodak Vision 3 500T Motion Picture Film trimmed from a re-canned 400' commercial production reel into a 24 exp 35mm cartridge for my Canon T60 still film camera.
The objective today was to get this piece of film into the FPP darkroom and home-develop with our C-41 processing kit. The hold back to shooting stills with color motion picture film has always been the "rem jet" applied to motion picture films that makes 500T, Kodak's 250D and other films impossible to process at commercial C-41 labs.
What to do? Shoot some Kodak 500T and process at home!
FPP C-41 kit here - filmphotographyproject.com/store/unicolor-c-41-developmen...
The only extra step in the home process is a more thorough pre-wash and a post-wash with a little baking soda to remove the rem jet layer. Blog to follow.
In Pompton Lakews, NJ? Tony's Touch of Italy is a must!
Image © Michael Raso
Canon T60 35mm slr camera
Canon FD 50mm f.12 lens
Developed near the end of the war, the T.A.H. MK XXIX "Halberd" was designed as medium range artillery to support the Marine infantry.This hardsuit was a direct response to the Separatist Army's various aerial threats- and was capable of withstanding heavy direct fire and dishing it back. Most commonly armed with heat seeking "hot round" plasma missiles and a six barreled 52mm cannon, most targets never knew what hit them.
MK XXIX pilots loved the new bubble canopy as it provided much more visibility than the viewscreens on previous hardsuits. The canopy itself was a feat in engineering- it was comprised of a (formula still classified) clear composite armor that was protected the pilot just as much as the standard plate armor.
The introduction of the Halberd (and it's far-reaching payload) to the battlefield instilled a deep fear into the hearts of Separatist pilots.
I was driving along on a byway a few miles from our house, and was surprised to see this field of green pepper plants, Capsicum annuum, obviously grown as a commercial enterprise. Why not?
Contrast enhanced with The Gimp.
Insane Customs Jeep
Developed by Timothy W. Vega
Strobist: Flashpoint Xplor 600 on 48" Octa as fill light at camera right
Evolv 200 on a 31" Octabox as Main Light at camera left
Triggered by Godox X1T
Asistants:
Javier Chacón & Andres Rodríguez
Mt.Yubari from Mt.Horomui, Iwamizawa, Hokkaido.
Pentax MZ-M, Tamron 135mm F2.8 ( CT-135 ), Kodak microfilm Imagelink HQ exposed as ISO 32, developed with SPD for 10 minutes at 20 deg.C., scanned with Plustek OpticFilm120 + VueScan, edited with GIMP. Bigger sizes: www.flickr.com/photos/threepinner/51092978332/sizes/ to 10000 × 6625 pixels compatible. Learn DIY development and upgrade to film !
Center Furnace on "The Land Between the Lakes" -- Iron produced at Center Furnace was sent to manufacturers to make iron products. William Kelly developed the "air-cooling process" that first made possible the mass production of iron or steel.
The "Kelly process" is the same as the "Bessemer process" may actually have stolen the idea from William Kelly. In 1857, Kelly won patent rights in the United States after a patent dispute with Bessemer, but saw little profit from his invention during his lifetime.
If you look closely in the upper left hand corner of the bowl it reads "Kelly & Co"
i will never paint myself grey i adore the
unique mumble of coherant tone if you can't understand do not ask you were not
listening
Brighton Palace Pier
Brighton (/ˈbraɪtən/) is a seaside resort on the south coast of England that is part of the city of Brighton and Hove, located 47 miles (76 km) south of London.
Archaeological evidence of settlement in the area dates back to the Bronze Age, Roman and Anglo-Saxon periods. The ancient settlement of "Brighthelmstone" was documented in the Domesday Book (1086). The town's importance grew in the Middle Ages as the Old Town developed, but it languished in the early modern period, affected by foreign attacks, storms, a suffering economy and a declining population. Brighton began to attract more visitors following improved road transport to London and becoming a boarding point for boats travelling to France. The town also developed in popularity as a health resort for sea bathing as a purported cure for illnesses.
In the Georgian era, Brighton developed as a fashionable seaside resort, encouraged by the patronage of the Prince Regent, later King George IV, who spent much time in the town and constructed the Royal Pavilion in the Regency era. Brighton continued to grow as a major centre of tourism following the arrival of the railways in 1841, becoming a popular destination for day-trippers from London. Many of the major attractions were built in the Victorian era, including the Metropole Hotel (now Hilton) Grand Hotel, the West Pier, and the Brighton Palace Pier. The town continued to grow into the 20th century, expanding to incorporate more areas into the town's boundaries before joining the town of Hove to form the unitary authority of Brighton and Hove in 1997, which was granted city status in 2000. Today, Brighton and Hove district has a resident population of about 288,200 and the wider Brighton and Hove conurbation has a population of 474,485 (2011 census).
Brighton's location has made it a popular destination for tourists, renowned for its diverse communities, quirky shopping areas, large cultural, music and arts scene and its large LGBT population, leading to its recognition as the "unofficial gay capital of the UK". Brighton attracted 7.5 million day visitors in 2015/16 and 4.9 million overnight visitors, and is the most popular seaside destination in the UK for overseas tourists. Brighton has also been called the UK's "hippest city", and "the happiest place to live in the UK".
The first settlement in the Brighton area was Whitehawk Camp, a Neolithic encampment on Whitehawk Hill which has been dated to between 3500 BC and 2700 BC. It is one of six causewayed enclosures in Sussex. Archaeologists have only partially explored it, but have found numerous burial mounds, tools and bones, suggesting it was a place of some importance. There was also a Bronze Age settlement at Coldean. Brythonic Celts arrived in Britain in the 7th century BC, and an important Brythonic settlement existed at Hollingbury Castle on Hollingbury Hill. This Celtic Iron Age encampment dates from the 3rd or 2nd century BC and is circumscribed by substantial earthwork outer walls with a diameter of c. 1,000 feet (300 m). Cissbury Ring, roughly 10 miles (16 km) from Hollingbury, is suggested to have been the tribal "capital".
Later, there was a Roman villa at Preston Village, a Roman road from London ran nearby, and much physical evidence of Roman occupation has been discovered locally. From the 1st century AD, the Romans built a number of villas in Brighton and Romano-British Brythonic Celts formed farming settlements in the area. After the Romans left in the early 4th century AD, the Brighton area returned to the control of the native Celts. Anglo-Saxons then invaded in the late 5th century AD, and the region became part of the Kingdom of Sussex, founded in 477 AD by king Ælle.
Anthony Seldon identified five phases of development in pre-20th century Brighton. The village of Bristelmestune was founded by these Anglo-Saxon invaders, probably in the early Saxon period. They were attracted by the easy access for boats, sheltered areas of raised land for building, and better conditions compared to the damp, cold and misty Weald to the north. By the time of the Domesday survey in 1086 it was a fishing and agricultural settlement, a rent of 4,000 herring was established, and its population was about 400. Its importance grew from the Norman era onwards. By the 14th century there was a parish church, a market and rudimentary law enforcement (the first town constable was elected in 1285). Sacked and burnt by French invaders in the early 16th century—the earliest depiction of Brighton, a painting of c. 1520, shows Admiral Pregent de Bidoux's attack of June 1514—the town recovered strongly based on a thriving mackerel-fishing industry. The grid of streets in the Old Town (the present Lanes area) were well developed and the town grew quickly: the population rose from c. 1,500 in 1600 to c. 4,000 in the 1640s. By that time Brighton was Sussex's most populous and important town. Having lost the Battle of Worcester, King Charles II, after hiding for 42 days in various places, fled on the evening of 15 October 1651 in the "Surprise" from Brighthelmstone to his exile in Fécamp, France.
Over the next few decades, though, events severely affected its local and national standing, such that by 1730 "it was a forlorn town decidedly down on its luck". More foreign attacks, storms (especially the devastating Great Storm of 1703), a declining fishing industry, and the emergence of nearby Shoreham as a significant port caused its economy to suffer. By 1708 other parishes in Sussex were charged rates to alleviate poverty in Brighton, and Daniel Defoe wrote that the expected £8,000 cost of providing sea defences was "more than the whole town was worth". The population declined to 2,000 in the early 18th century.
From the 1730s, Brighton entered its second phase of development—one which brought a rapid improvement in its fortunes. The contemporary fad for drinking and bathing in seawater as a purported cure for illnesses was enthusiastically encouraged by Dr Richard Russell from nearby Lewes. He sent many patients to "take the cure" in the sea at Brighton, published a popular treatise on the subject, and moved to the town soon afterwards (the Royal Albion, one of Brighton's early hotels, occupies the site of his house). Others were already visiting the town for recreational purposes before Russell became famous, and his actions coincided with other developments which made Brighton more attractive to visitors. From the 1760s it was a boarding point for boats travelling to France; road transport to London was improved when the main road via Crawley was turnpiked in 1770; and spas and indoor baths were opened by other entrepreneurial physicians such as Sake Dean Mahomed and Anthony Relhan (who also wrote the town's first guidebook).
From 1780, development of the Georgian terraces had started, and the fishing village developed as the fashionable resort of Brighton. Growth of the town was further encouraged by the patronage of the Prince Regent (later King George IV) after his first visit in 1783. He spent much of his leisure time in the town and constructed the Royal Pavilion during the early part of his Regency. In this period the modern form of the name Brighton came into common use.
A permanent military presence was established in the city with the completion of Preston Barracks in 1793.
The arrival of the London and Brighton Railway in 1841 brought Brighton within the reach of day-trippers from London. The population grew from around 7,000 in 1801 to more than 120,000 by 1901. Many of the major attractions were built during the Victorian era, such as the Grand Hotel (1864), the West Pier (1866), and the Palace Pier (1899). Prior to either of these structures, the famous Chain Pier was built, to the designs of Captain Samuel Brown. It lasted from 1823 to 1896, and is featured in paintings by both Turner and Constable.
Because of boundary changes, the land area of Brighton expanded from 1,640 acres (7 km2) in 1854 to 14,347 acres (58 km2) in 1952. New housing estates were established in the acquired areas, including Moulsecoomb, Bevendean, Coldean and Whitehawk. The major expansion of 1928 also incorporated the villages of Patcham, Ovingdean and Rottingdean, and much council housing was built in parts of Woodingdean after the Second World War. In 1997, Brighton and Hove were joined to form the unitary authority of Brighton and Hove, which was granted city status by Queen Elizabeth II as part of the millennium celebrations in 2000.
(Wikipedia)
The Brighton Palace Pier, commonly known as Brighton Pier or the Palace Pier[a] is a Grade II* listed pleasure pier in Brighton, England, located in the city centre opposite the Old Steine. Opening in 1899, it was the third pier to be constructed in Brighton after the Royal Suspension Chain Pier and the West Pier, but is now the only one still in operation. It is managed and operated by the Eclectic Bar Group.
The Palace Pier was intended as a replacement for the Chain Pier, which collapsed in 1896 during construction. It quickly became popular, and had become a frequently-visited theatre and entertainment venue by 1911. Aside from closures owing to war, it continued to hold regular entertainment up to the 1970s. The theatre was damaged in 1973 and following a buy-out was demolished in 1986, changing the pier's character from seaside entertainment to an amusement park, with various fairground rides and roller coasters.
The pier remains popular with the public, with over four million visitors in 2016, and has been featured in many works of British culture, including the gangster thriller Brighton Rock, the comedy Carry On at Your Convenience and the Who's concept album and film Quadrophenia.
The pier entrance is opposite the southern end of the Old Steine (the A23 to London) where it meets the Marine Parade and Grand Junction Road which run along the seafront. It is 1,722 feet (525 m) long and contains 85 miles (137 km) of planking. Because of the pier's length, repainting it takes three months every year. At night, it is illuminated by 67,000 bulbs.
No. 14 and No. 27 buses run directly from Brighton railway station to the pier.
The pier was designed and constructed by R. St George Moore. It was the third in Brighton, following the Royal Suspension Chain Pier in 1823 and the West Pier in 1866. The inaugural ceremony for laying of the first pile was held on 7 November 1891, overseen by Mayor Samuel Henry Soper. A condition to be met by its builders, in exchange for permission to build, was that the Chain Pier was to be demolished as it had fallen into a state of disrepair. In 1896, a storm destroyed the remains of the Chain Pier, which narrowly avoided colliding with the new pier during its collapse. Some of its remaining parts, including the toll houses, were re-used for the new pier. A tram along the pier was in operation during construction, but it was dismantled two years after opening.
Work was mostly completed in 1899 and the pier was officially opened on 20 May by the Mayoress of Brighton. It was named the Brighton Marine Palace and Pier, whose name was inscribed into the pier's metalwork. It cost a record £27,000 (£3,062,000 in 2019) to build, including 3,000 lights to illuminate the pier. Part of the cost was repairs to the West Pier and the nearby Volk's Electric Railway caused by damage in the 1896 storm from the Chain Pier's debris. The pier was not fully complete on the opening date; some work on the pavilion was completed shortly afterwards. It was designed to resemble kursaals, which were entertainment buildings found near spas on the Continent, and included reading and dining rooms.
The pier was an immediate success and quickly became one of the most popular landmarks in Brighton. By 1911, the reading rooms had been converted into a theatre. Both Stan Laurel and Charlie Chaplin performed at the pier to hone their comic skills early in their career, before migrating to the US and finding major commercial success in Hollywood. During World War I, the sea surrounding the pier was extensively mined to prevent enemy attacks. In the 1920s, the pier was widened, and a distinctive clock tower was added.
During World War II, the pier was closed as a security precaution. A section of decking was removed in order to prevent access from an enemy landing. The pier regained its popularity after the war, and continued to run regular summer shows, including Tommy Trinder, Doris and Elsie Waters and Dick Emery.
The pier was listed at Grade II* on 20 August 1971. As of February 2001, it was one of 70 Grade II*-listed buildings and structures, and 1,218 listed buildings of all grades, in the city of Brighton and Hove.
During a storm in 1973, a 70-long-ton (71 t) barge moored at the pier's landing stage broke loose and began to damage the pier head, particularly the theatre. Despite fears that the pier would be destroyed, the storm eased and the barge was removed. The landing pier was demolished in 1975, and the damaged theatre was never used again, despite protests from the Theatres Trust.
The pier was sold to the Noble Organisation in 1984. The theatre was removed two years later, on the understanding that it would be replaced; however a domed amusement arcade was put in place instead. Consequently, the seaward end of the pier was filled with fairground rides, including thrill rides, children's rides and roller coasters. Entertainment continued to be popular at the pier; the Spice Girls made an early live performance there in 1996 and returned the following year after achieving commercial success.
On 13 August 1994, a bomb planted by the IRA near the pier was defused by a controlled explosion. A similar bomb by the same perpetrators had exploded in Bognor Regis on the same day. The bombing was intended to mark the 25th anniversary of the start of The Troubles. The pier was closed for several days owing to police investigation.
The pier was renamed as "Brighton Pier" in 2000, although this legal change was not recognised by the National Piers Society nor some residents of Brighton and Hove. The local newspaper, The Argus, continued to refer to the structure as the Palace Pier.
The Palace Pier caught fire on 4 February 2003 but damage was limited and most of the pier was able to reopen the next day. Police suspected arson.
In 2004, the Brighton Marine Palace Pier Company (owned by the Noble Organisation), admitted an offence of breaching public safety under the Health and Safety at Work Act and had to pay fines and costs of £37,000 after a fairground ride was operated with part of its track missing. A representative from the Health and Safety Executive said that inadequate procedures were to blame for the fact that nothing had been done to alert staff or passengers that the ride would be dangerous to use. The pier management came into criticism from Brighton and Hove City Council, who thought they were relying too much on fairground rides, some of which were being built too high.
In 2011, the Noble Organisation put the pier for sale, with an expected price of £30 million. It was rumoured that the council wanted to buy the pier, but this was quickly ruled out. It was taken off the market the following year, due to lack of interest in suitable buyers. In 2016, it was sold to the Eclectic Bar Group, headed by former PizzaExpress owner Luke Johnson, who renamed the pier back to Brighton Palace Pier in July.
The Palace Pier remains a popular tourist attraction into the 21st century, particularly with day visitors to the city. In contrast to the redevelopment and liberal culture in Brighton generally, it has retained a traditional down-market "bucket and spade" seaside atmosphere. In 2016, the Brighton Fringe festival director Julian Caddy criticised the pier as "a massive public relations problem".
The pier has featured regularly in British popular culture. It is shown prominently in the 1971 film, Carry on at Your Convenience, and it is shown to represent Brighton in several film and television features, including MirrorMask, The Persuaders, the Doctor Who serial The Leisure Hive (1980), the 1986 film Mona Lisa, and the 2007 film, Sweeney Todd: The Demon Barber of Fleet Street.
The Graham Greene novel Brighton Rock featured the Palace Pier. John Boulting's 1947 film adaptation helped established "low life" subculture in Brighton, and the climax of the film is set on it, where gangleader Pinkie Brown (played by Richard Attenborough) falls to his death. The 1953 B movie Girl on a Pier is set around the Palace Pier and also features the clash between holidaymakers and gangsters in Brighton. The Who's 1973 concept album Quadrophenia was inspired in part by band leader Pete Townshend spending a night underneath the pier in March 1964. It is a pivotal part of the album's plot, and features in the 1979 film. Townshend later said that the rest of the band understood this element of the story, as it related to their mod roots.
The 2014 novel The Bone Clocks by David Mitchell includes passages that take place on the pier. The 2015 British TV series, Cuffs, which takes place in Brighton features the pier, both in the opening theme as well as in parts of the story lines.
In 2015, Martyn Ware, founding member of pop group The Human League, made a series of field recordings on the pier as part of a project with the National Trust and British Library project to capture the sounds of Britain.
The pier was awarded the National Piers Society's Pier of the Year award in 1998.[4] In 2017, it was listed as the fourth most popular free attraction in Britain in a National Express survey.
In 2017, the pier was said to be the most visited tourist attraction outside London, with over 4.5 million visitors the previous year.
(Wikipedia)
Brighton [ˈbɹaɪtn] ist eine Stadt an der Küste des Ärmelkanals in der Grafschaft East Sussex und bildet zusammen mit dem unmittelbar angrenzenden Hove die Unitary Authority Brighton and Hove. Die Stadt ist das größte und bekannteste Seebad im Vereinigten Königreich. Die unabhängigen, aber räumlich zusammengewachsenen Gemeinden Brighton, Hove und Portslade schlossen sich 1997 zu Brighton & Hove zusammen, das im Jahr 2001 den Status einer City erhielt. Im Gegensatz zu den alten Cities verfügen sogenannte Millennium-Cities wie Brighton und Hove jedoch nicht über alle königlichen City-Privilegien, wie zum Beispiel einen Bischofssitz.
Auf dem Gebiet der späteren Stadt siedelten schon die Römer. Bei Ausgrabungen wurde eine römische Villa freigelegt. Die heutige Stadt Brighton geht auf eine angelsächsische Gründung aus dem 5. Jahrhundert zurück. In der ersten urkundlichen Erwähnung wird der Ort „Beorthelm’s-tun“ (town of Beorthelm) genannt, später „Bristemestune“ und im 16. Jahrhundert dann Brightelmstone, ehe der Ort 1660 erstmals Brighton geschrieben wird. Offiziell gilt dieser Name seit 1810.
1497 wurde ein erster Befestigungsturm in der Nähe des Ortes errichtet. Dennoch wurde das Fischerdorf im Jahr 1514 von der französischen Flotte während eines Krieges nach dem Treaty of Westminster (1511) zerstört und niedergebrannt. Der Ort wurde wieder aufgebaut und 1580 lebten 400 Fischer und 100 Bauern dort, mit ihren Familien also über 2000 Personen. Um 1660 soll Brighton sogar etwa 4.000 Einwohner gehabt haben, es war also keineswegs ein Dorf, wie mitunter behauptet wird. Im 17. Jahrhundert wurde der Fischfang, von dem die Bevölkerung überwiegend lebte, durch Kriege zwischen Franzosen und Holländern stark in Mitleidenschaft gezogen, da die Fischkutter oft nicht auslaufen konnten.
1703 und 1705 wurde der Ort durch schwere Stürme verwüstet. Es wurden nicht mehr alle zerstörten Häuser neu aufgebaut, denn die wirtschaftliche Krise hielt an, außerdem ging kontinuierlich Land entlang der Küste verloren, da es keine Deiche gab. Zu Anfang des 18. Jahrhunderts hatte Brighton nur noch etwa 1.500 Einwohner. 1750 veröffentlichte der Arzt Richard Russell aus Lewes eine Schrift über die gesundheitsfördernden Aspekte des Meerwassers, vor allem in Brighton. Er errichtete 1753 auf dem Grundstück Old Steine das damals größte Gebäude Brightons, in dem er wohnte und auch seine Patienten logierten, und schon bald machten sich wohlhabende Kranke auf den Weg an die Küste. Um 1780 entwickelte sich Brighton zu einem modischen Kurort. Diese Entwicklung wurde beschleunigt, als 1786 der junge Prinzregent (der spätere König George IV.) hier ein Landhaus kaufte, um den größten Teil seiner Freizeit dort zu verbringen. Er ließ es später zum exotisch aussehenden Royal Pavilion ausbauen, der bekanntesten Sehenswürdigkeit der Stadt. Er ähnelt von außen einem indischen Palast, während die Inneneinrichtung im Stil der Chinoiserie gehalten ist. Seit 1850 ist er im Besitz der Stadt.
Von 1770 bis 1795 wurden 635 neue Häuser in Brighton gebaut. Um 1820 wurden die Viertel Kemp Town und Brunswick Town errichtet. 1823 erhielt der Ort als ersten Pier den Chain pier, 1866 folgte der West Pier. Seit 1841 gab es eine Eisenbahnverbindung nach London. 1872 wurde ein großes Aquarium eingeweiht, damals eine internationale Attraktion. Aus Meyers Konversationslexikon von 1898 ist zu erfahren:
„Brighton hat drei Saisons im Lauf des Jahres. Im Mai und Juni ist es fast ausschließlich von den Familien der Londoner Kleinbürger (tradespeople) besucht, im Juli und August von Ärzten, Advokaten, Künstlern etc., und in den Herbst- und Wintermonaten, wenn es an der südlichen Seeküste sonnig warm ist, wimmelt es von Lords und Ladies, die vom Kontinent heimkehren. Die Zahl der Besucher, welche sich längere Zeit hier aufhalten, beträgt jährlich über 80.000“.
Im Jahre 1896 wurde Brighton Zielort eines der ältesten kontinuierlich ausgetragenen Autorennens der Welt, des heutigen London to Brighton Veteran Car Run. In diesem Rennen dürfen lediglich Fahrzeuge aus edwardianischer Zeit und den Urtagen der Automobilität teilnehmen, das heißt Fahrzeuge, die ein Baudatum vor dem Januar 1905 ausweisen können.
1930 wurden dann Deiche aufgeschüttet, um die Erosion durch den Seegang aufzuhalten. Während des Zweiten Weltkriegs wurde Brighton ebenso wie London von der deutschen Luftwaffe bombardiert. Über 5.000 Häuser wurden beschädigt oder zerstört.
Die Universität von Sussex wurde 1962 gegründet. Nachdem Brighton sein städtisches Polytechnikum „Universität“ nennt und die grafschaftliche Universität von East Sussex sich weit ab im Grünen, zwischen den Zivilgemeinden Stanmer und Falmer, aber noch auf Stadtgebiet von Brighton & Hove, niedergelassen hat, ist das Seebad auch eine Universitätsstadt mit zwei Universitäten geworden. Andererseits ist es auch ein hektischer Ferienort mit vielen Antiquitäten- und Buchläden, Restaurants und Spielhallen. Die Stadt wird manchmal auch London by the Sea genannt, wegen seiner Atmosphäre sowie wegen der großen Anzahl von Besuchern aus London, die vor allem an den Wochenenden und während der Sommerferien an die Küste strömen. Im Sommer beherbergt Brighton Tausende von jungen Menschen aus ganz Europa, die hier Sprachkurse belegen.
Im Kongresszentrum von Brighton findet fast alljährlich ein Parteitag einer der drei großen politischen Parteien statt. Am 12. Oktober 1984 explodierte im Grand Hotel eine Bombe der IRA; fünf Menschen starben. Die damalige Premierministerin Margaret Thatcher, die dort abgestiegen war, entkam nur knapp dem Attentat. Einer der Minister, Norman Tebbit, wurde leicht verletzt.
Im Jahr 1997 schlossen sich Brighton und die benachbarten Orte Portslade, Rottingdean und die Hove zu einer Stadt zusammen.
(Wikipedia)
Der Brighton Palace Pier (zuvor auch Brighton Marine Palace and Pier oder nur Palace Pier) ist eine Seebrücke (englisch pier) in Brighton, England. Sein Gegenstück war der inzwischen zerstörte und nur noch als Ruine erhaltene West Pier.
Der erste Pfahl wurde am 7. November 1891 gesetzt. Das Bauwerk wurde im Mai 1899 eröffnet.
Brighton Pier vom Ufer aus, 2006.
1973 wurde der Pier von einem Schiff beschädigt.
Das Theater wurde 1986 entfernt.
(Wikipedia)
China Developing
China's urban development is concomitant with its economic development and integration with the dynamics of globalization. The gaps are widening between cities and countryside to reach limits never crossed. The development of rural areas, where more than 600 million Chinese still live, is a gigantic task for the Communist Party. That's why the government is building territory development programs. And comfortable houses rather than wooden houses. Young people are convinced.
These laudable goals want to make the Chinese people a "rich people" and the country the world's largest economic power, while in the countryside the population is very poor. People still live there as in the Middle Ages. Xi Jinping, the Chinese PC President has imposed a new motto: the Chinese Dream as the American Dream. It is about working for the great renaissance of the Chinese nation
The Lockheed P-38 Lightning was a World War II American fighter aircraft built by Lockheed. Developed to a United States Army Air Corps requirement, the P-38 had distinctive twin booms and a single, central nacelle containing the cockpit and armament. Named "fork-tailed devil" (der Gabelschwanz-Teufel) by the Luftwaffe and "two planes, one pilot" (2飛行機、1パイロット Ni hikōki, ippairotto?) by the Japanese, the P-38 was used in a number of roles, including dive bombing, level bombing, ground-attack, night fighting, photoreconnaissance missions, and extensively as a long-range escort fighter when equipped with drop tanks under its wings.
The P-38 was used most successfully in the Pacific Theater of Operations and the China-Burma-India Theater of Operations as the mount of America's top aces, Richard Bong (40 victories) and Thomas McGuire (38 victories). In the South West Pacific theater, the P-38 was the primary long-range fighter of United States Army Air Forces until the appearance of large numbers of P-51D Mustangs toward the end of the war.
The P-38 was unusually quiet for a fighter, the exhaust muffled by the turbo-superchargers. It was extremely forgiving, and could be mishandled in many ways, but the rate of roll in the early versions was too slow for it to excel as a dogfighter. The P-38 was the only American fighter aircraft in production throughout American involvement in the war, from Pearl Harbor to Victory over Japan Day.
Design and development[edit]
Lockheed designed the P-38 in response to a February 1937 specification from the United States Army Air Corps. Circular Proposal X-608 was a set of aircraft performance goals authored by First Lieutenant Benjamin S. Kelsey (later Brigadier General) and First Lieutenant Gordon P. Saville (later General) for a twin-engine, high-altitude "interceptor" having "the tactical mission of interception and attack of hostile aircraft at high altitude." Kelsey recalled in 1977 that he and Saville drew up the specification using the word interceptor as a way to bypass the inflexible Army Air Corps requirement for pursuit aircraft to carry no more than 500 lb (227 kg) of armament including ammunition, as well as the restriction of single-seat aircraft to one engine. Kelsey was looking for a minimum of 1,000 lb (454 kg) of armament. Kelsey and Saville aimed to get a more capable fighter, better at dog-fighting and at high-altitude combat. Specifications called for a maximum airspeed of at least 360 mph (580 km/h) at altitude, and a climb to 20,000 ft (6,100 m) within six minutes, the toughest set of specifications USAAC had ever presented. The unbuilt Vultee XP1015 was designed to the same requirement, but was not advanced enough to merit further investigation. A similar single-engine proposal was issued at the same time, Circular Proposal X-609, in response to which the Bell P-39 Airacobra was designed. Both proposals required liquid-cooled Allison V-1710 engines with turbo-superchargers and gave extra points for tricycle landing gear.
The Lockheed design team, under the direction of Hall Hibbard and Clarence "Kelly" Johnson, considered a range of twin-engine configurations, including both engines in a central fuselage with push-pull propellers.
The eventual configuration was rare in terms of contemporary fighter aircraft design, with only the preceding Fokker G.1, the contemporary Focke-Wulf Fw 189 Luftwaffe reconnaissance aircraft, and the later Northrop P-61 Black Widow night fighter having a similar planform. The Lockheed team chose twin booms to accommodate the tail assembly, engines, and turbo-superchargers, with a central nacelle for the pilot and armament. The XP-38 gondola mockup was designed to mount two .50-caliber (12.7 mm) M2 Browning machine guns, with 200 rpg, two .30-caliber (7.62 mm) Brownings, with 500 rpg, and a T1 Army Ordnance 23-mm (.90 in) autocannon with a rotary magazine as a substitute for the non-existent 25-mm Hotchkiss aircraft autocannon specified by Kelsey and Saville. In the YP-38s, a larger John Browning-designed, Colt-made M9 37-mm (1.46 in) autocannon with 15 rounds replaced the T1. The 15 rounds were in three 5-round clips, an unsatisfactory arrangement according to Kelsey, and the M9 did not perform reliably in flight. Further armament experiments from March to June 1941 resulted in the P-38E combat configuration of four M2 Browning machine guns, and one Hispano 20-mm (.79 in) autocannon with 150 rounds.
P-38 armament, concentrated in the nose of the aircraft
Clustering all the armament in the nose was unlike most other U.S. aircraft, which used wing-mounted guns with trajectories set up to crisscross at one or more points in a convergence zone. Nose-mounted guns did not suffer from having their useful ranges limited by pattern convergence, meaning that good pilots could shoot much farther. A Lightning could reliably hit targets at any range up to 1,000 yd (910 m), whereas other fighters had to pick a single convergence range between 100 and 250 yd (230 m). The clustered weapons had a "buzz saw" effect on any target at the receiving end, making the aircraft effective for strafing as well. The rate of fire was about 650 rounds per minute for the 20×110-mm cannon round (130-gram shell) at a muzzle velocity of about 2,887 ft/s (880 m/s), and for the .50-caliber machine guns (43–48-gram rounds), about 850 rpm at 2,756 ft/s (840 m/s) velocity. Combined rate of fire was over 4,000 rpm with roughly every sixth projectile a 20-mm shell. The duration of sustained firing for the 20-mm cannon and .50-caliber machine guns was approximately 14 seconds and 35 seconds, respectively.
The Lockheed design incorporated tricycle undercarriage and a bubble canopy, and featured two 1,000-hp (746 kW) turbo-supercharged 12-cylinder Allison V-1710 engines fitted with counter-rotating propellers to eliminate the effect of engine torque, with the superchargers positioned behind the engines, with the exhaust side of the units exposed along the dorsal surfaces of the booms. Counter-rotation was achieved by the use of "handed" engines, which meant that the crankshaft of each engine turned in the opposite direction of its counterpart. The V-12 engines required changing only the spark plug firing order in order for the direction of the crankshaft to be reversed, according to the General Motors Allison V-1710 Service School Handbook.
It was the first American fighter to make extensive use of stainless steel and smooth, flush-riveted butt-jointed aluminum skin panels. It was also the first fighter to fly faster than 400 mph (640 km/h).
Pacific theater
Wartime poster encouraging greater production of P-38s
The P-38 was used most extensively and successfully in the Pacific theater, where it proved ideally suited, combining excellent performance with very long range, and had the added reliability of two engines for long missions over water. The P-38 was used in a variety of roles, especially escorting bombers at altitudes between 18–25,000 ft (5,500-7,600 m). The P-38 was credited with destroying more Japanese aircraft than any other USAAF fighter. Freezing cockpits were not a problem at low altitude in the tropics. In fact, since there was no way to open a window while in flight as it caused buffeting by setting up turbulence through the tailplane, it was often too hot; pilots taking low altitude assignments would often fly stripped down to shorts, tennis shoes, and parachute. While the P-38 could not out-turn the A6M Zero and most other Japanese fighters when flying below 200 mph (320 km/h), its superior speed coupled with a good rate of climb meant that it could utilize energy tactics, making multiple high-speed passes at its target. Also, its focused firepower was even more deadly to lightly armored Japanese warplanes than to the Germans'. The concentrated, parallel stream of bullets allowed aerial victory at much longer distances than fighters carrying wing guns. It is therefore ironic that Dick Bong, the United States' highest-scoring World War II air ace (40 victories solely in P-38s), would fly directly at his targets to make sure he hit them (as he himself acknowledged his poor shooting ability), in some cases flying through the debris of his target (and on one occasion colliding with an enemy aircraft which was claimed as a "probable" victory). The twin Allison engines performed admirably in the Pacific.
Postwar operations[edit]
The end of the war left the USAAF with thousands of P-38s rendered obsolete by the jet age. The last P-38s in service with the United States Air Force were retired in 1949.[82] A total of 100 late-model P-38L and F-5 Lightnings were acquired by Italy through an agreement dated April 1946. Delivered, after refurbishing, at the rate of one per month, they finally were all sent to the AMI by 1952. The Lightnings served in 4 Stormo and other units including 3 Stormo, flying reconnaissance over the Balkans, ground attack, naval cooperation and air superiority missions. Due to unfamiliarity in operating heavy fighters, old engines, and pilot errors, a large number of P-38s were lost in at least 30 accidents, many of them fatal. Despite this, many Italian pilots liked the P-38 because of its excellent visibility on the ground and stability on takeoff. The Italian P-38s were phased out in 1956; none survived the inevitable scrapyard.
Surplus P-38s were also used by other foreign air forces with 12 sold to Honduras and 15 retained by China. Six F-5s and two unarmed black two-seater P-38s were operated by the Dominican Air Force based in San Isidro Airbase, Dominican Republic in 1947. The majority of wartime Lightnings present in the continental U.S. at the end of the war were put up for sale for US$1,200 apiece; the rest were scrapped. P-38s in distant theaters of war were bulldozed into piles and abandoned or scrapped; very few avoided that fate.
Variants:
Over 10,000 Lightnings were manufactured in all, becoming the only U.S. combat aircraft that remained in continuous production throughout the duration of American participation in World War II. The Lightning had a major effect on other aircraft; its wing, in a scaled-up form, was used on the L-049 Constellation.
Popular culture
1950 Studebaker Champion
Harley Earl arranged for several of his designers to view a YP-38 prototype shortly before World War II, and its design directly inspired the tail fins of the 1948–1949 Cadillac
The P-38 was also the inspiration for Raymond Loewy and his design team at Studebaker for the 1950 and 1951 model-year Studebakers.
The whine of the speeder bike engines in Return of the Jedi was partly achieved by recording the engine noise of a P-38, combined with that of a North American P-51 Mustang.
Studebaker Champion Convertible (1950)
Studebaker was proud to be "First by Far With a Postwar Car," but after three years on the market, its vehicles very much needed a distinctive new look for their carried-over bodies. In fact, the 1950-1951 Studebaker origins were as a counterpoint to the post-war car, when celebrated styling consultant Raymond Loewy decided his staff should look to the heavens for inspiration.
Perhaps no automaker is more identified with a single design than Studebaker with its 1950-1951 "bullet-nose" cars. The feisty South Bend independent didn't invent the "spinner" front end -- the 1948 Tucker and 1949-1950 Ford used similar themes, as have several European models. Studebaker's styling differed mainly in degree.
Ads called it "The Next Look," implying it would start a trend. It didn't, but that mattered little to company executives, who were content to chalk up sales unmatched in Studebaker's previous 48 years of auto production and in any of the next 16.
When Studebaker contracted Loewy Associates to design all-new 1947 models, Exner and Cole worked up their own proposal in secret -- with the advantage of engineering parameters not made available to the "official" Loewy team. It was this design that management ultimately chose and introduced in mid 1946. Studebaker was two years ahead of the competition -- "First by Far With a Postwar Car," as ads blared. To Exner's chagrin, advertising credited Loewy with the new styling.
Loewy promptly fired Exner for his treachery and replaced him with Bob Bourke, Exner's subordinate and friend. Bourke, who made significant contributions to the '47 design, would head Loewy's South Bend studio into 1955, after which Studebaker and Loewy parted company.
People loved the 1947 Studebakers, the little-changed '48s, and the modestly updated '49s. Though the fresh styling concealed mostly prewar mechanical concepts, refinements were made to improve longevity and reliability.
For example, the low-price Champion had arrived in spring 1939 with a lightweight L-head six of 164.3 cubic inches. This went to 169.6 cubic inches and 80 horsepower for 1941-49, then added five horsepower. The costlier Commanders used a larger six dating from Studebaker's 1932 Rockne. By 1949, this engine was up to 245.6 cubic inches and 100 horsepower.
The 1947-1949 models were a great sales success, lifting Studebaker to eighth in the U.S. industry with a market share of 4.12 percent. Production was at record levels. So were corporate profits -- $27.56 million in calendar 1949 alone. Things looked great, and were about to get even better.
The bullet-nose idea had been on Bourke's drawing board since 1940-1941, when he first sketched several elements of the eventual 1950 Studebaker. Chief among them was a protruding nose with flanking pontoon fenders suggesting the front of an airplane.
Public reaction is what matters in the auto industry, and "The Next Look" 1950 Studebaker, featuring the company's signature "bullet-nose" look for the first time, was a winner -- more popular than even the 1947. Sales began in August 1949, nearly a month ahead of other 1950 cars.
For all this hoopla, the 1950s were identical to the 1947-49 models except for the bullet nose, minor trim, and vertical instead of horizontal taillights. However, the new front end added an inch to wheelbases, taking Champions to 113, Commanders to 120. Both lines again offered two- and four-door sedans, a convertible, and a five-passenger Starlight coupe with its distinctive panoramic rear window.
Demand for the bullet-nose '50s proved so strong that Studebaker added a third shift at its large South Bend factory and ran its Southern California and Hamilton, Ontario, assembly plants at or near capacity. A 14-month model "year" (July 15, 1949, to September 27, 1950) produced 343,164 cars -- the most for any vehicle in Studebaker's long history. By the end of 1950, company employment was up to 25,000, a peacetime record.
Text for the Lockheed P-38 Lightning has been taken from Wikipedia. Text regarding the 1950 Studebaker Champion Convertible has been reproduced from sections of the website "How Stuff Works".
This Lockheed P-38 Lightning from 1941, and 1950 Studebaker Champion Convertible has 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.
History
The Fiesta was originally developed under the project name "Bobcat" (not to be confused with the subsequent rebadged Mercury variant of the Ford Pinto) and approved for development by Henry Ford II in September 1972. Development targets indicated a production cost US$100 less than the current Escort. The car was to have a wheelbase longer than that of the Fiat 127 (although shorter than some other rivals, like the Peugeot 104, Renault 5 and Volkswagen Polo), but with an overall length shorter than that of the Escort. The final proposal was developed by Tom Tjaarda at Ghia. The project was approved for production in December 1973, with Ford's engineering centres in Cologne and Dunton (Essex) collaborating.
Ford estimated that 500,000 Fiestas a year would be produced, and built an all-new factory near Valencia, Spain; a trans-axle factory near Bordeaux, France; factory extensions for the assembly plants in Dagenham, UK. Final assembly also took place in Valencia.
The name Fiesta belonged to General Motors when the car was designed, as they had used the name for the Oldsmobile Fiesta in the 1950s; however, it was freely given for Ford to use on their new supermini. Ford's marketing team had preferred the name Bravo, but Henry Ford II vetoed it in favour of the Fiesta name. The motoring press had begun speculating about the existence of the Bobcat project since 1973, but it was not until December 1975 that Ford officially announced it as the Fiesta. A Fiesta was on display at the 24 Hours of Le Mans in June 1976, and the car went on sale in France and Germany in September 1976; to the frustration of UK dealerships, right hand drive versions only began to appear in the UK in January 1977.
Mechanically, the Fiesta followed tradition, with an end-on four-speed manual transmission of the Ford BC-Series mounted to a new version of the Ford Kent OHV engine, dubbed "Valencia" after the brand new Spanish factory in Almussafes, Valencia, developed especially to produce the new car. Ford's plants in Dagenham, England, and Saarlouis and Cologne (from 1979) in Germany, also manufactured Fiestas. To cut costs and speed up the research and development, the new powertrain package destined for the Fiesta was tested in Fiat 127 development "mules". Unlike several rivals, which used torsion bars in their suspension, the Fiesta used coil springs. The front suspension was of Ford's typical "track control arm" arrangement, where MacPherson struts were combined with lower control arms and longitudinal compression links. The standard rear suspension used a beam axle, trailing links and a Panhard rod, whilst an anti-roll bar was included in the sports package. All Mk1 Fiestas featured 12-inch wheels as standard, with disc brakes at the front and drum brakes at the rear.
Model history
Although not the first Ford vehicle to feature front-wheel drive (the 1960s Taunus produced by Ford of Germany laid claim to that title), the Fiesta is widely credited as being Ford's first globally successful front-wheel-drive model. UK sales began in January 1977, where it was available from £1,856 for the basic 950 cc-engined model.
It was only the second hatchback mini-car to have been built in the UK at this stage, being launched a year after the Vauxhall Chevette, but a year before the Chrysler Sunbeam and four years before the Austin Metro. The millionth Fiesta was produced in 1979.
The car was initially available in Europe with the Valencia 957 cc (58.4 cu in) I4 (high compression and low compression options), and 1,117 cc (68.2 cu in) engines and in Base, Popular, L, GL (1978 onward), Ghia and S trim, as well as a van. The U.S. Mark I Fiesta was built in Saarlouis, Germany but to slightly different specifications; U.S. models were Base, Decor, Sport, and Ghia, the Ghia having the highest level of trim.[7] These trim levels changed very little in the Fiesta's three-year run in the USA, from 1978 to 1980. All U.S. models featured the more powerful 1,596 cc (97.4 cu in) engine, (which was the older "Crossflow" version of the Kent, rather than the Valencia) fitted with a catalytic converter and air pump to satisfy strict Californian emission regulations), energy-absorbing bumpers, side-marker lamps, round sealed-beam headlamps, improved crash dynamics and fuel system integrity as well as optional air conditioning (a/c was not available in Europe). In the U.S. market, the Ford Escort replaced both the Fiesta and the compact Pinto in 1981.
A sporting derivative (1.3 L Supersport) was offered in Europe for the 1980 model year, using the 1.3 L (79 cu in) Kent Crossflow engine, effectively to test the market for the similar XR2 introduced a year later, which featured a 1.6 L version of the same engine. Black plastic trim was added to the exterior and interior. The small square headlights were replaced with larger circular ones resulting in the front indicators being moved into the bumper to accommodate the change. With a quoted performance of 0–60 mph (0–97 km/h) in 9.3 seconds and 105 mph (169 km/h) top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s.
Minor revisions appeared across the range in late 1981, with larger bumpers to meet crash worthiness regulations and other small improvements in a bid to maintain showroom appeal ahead of the forthcoming second generation.
In 1978, the Fiesta overtook the Vauxhall Chevette as Britain's best-selling supermini, but in 1981 it was knocked off the top spot by British Leyland's Austin Metro and was still in second place at the end of 1982.
[Text from Wikipedia]
en.wikipedia.org/wiki/Ford_Fiesta_(first_generation)
Source: en.wikipedia.org/wiki/Rapid_City,_South_Dakota
Rapid City is the second most populous city in South Dakota and the county seat of Pennington County. Named after Rapid Creek, where the settlement developed, it is in western South Dakota, on the Black Hills' eastern slope. The population was 74,703 as of the 2020 Census.
Known as the "Gateway to the Black Hills" and the "City of Presidents" because of the life-size bronze president statues downtown, Rapid City is split by a low mountain ridge that divides the city's western and eastern parts. Ellsworth Air Force Base is on the city's outskirts. Camp Rapid, part of the South Dakota Army National Guard, is in the city's western part.
Rapid City is home to such attractions as Art Alley, Dinosaur Park, the City of Presidents walking tour, Chapel in the Hills, Storybook Island, and Main Street Square. The historic "Old West" town of Deadwood is nearby. In the neighboring Black Hills are the tourist attractions of Mount Rushmore, the Crazy Horse Memorial, Custer State Park, Wind Cave National Park, Jewel Cave National Monument, and the museum at the Black Hills Institute of Geological Research. To the city's east is Badlands National Park.
Source: www.visittheusa.com/destination/rapid-city
Where a rugged landscape surrounds charm and culture
While Rapid City is best known for its proximity to national parks and enormous mountain carvings, including Mount Rushmore just 40 kilometers away, visitors to the heart of this Black Hills destination will be enthralled by a plethora of outdoor adventures, a charming and historic downtown and a salute to American Indian heritage in southwestern South Dakota.
The Famous Faces
Make Rapid City your headquarters for short jaunts to six national parks – Badlands National Park, Devils Tower National Monument, Jewel Cave National Monument, Wind Cave National Park, Minuteman Missile Silo National Park and Mount Rushmore National Memorial – as well as Crazy Horse Memorial.
No trip here would be complete without seeing the heads of four U.S. presidents, each about 18 meters tall, carved into granite on the side of Mount Rushmore. Once there, you’ll see why the sculpture, which took 14 years to complete, attracts nearly 3 million people a year. Nearby, work continues in the Black Hills on another mountain carving, this one of the famous Lakota warrior Crazy Horse astride his horse, that will become the world’s largest sculpture upon completion. The memorial serves to preserve the culture of North American Indians.
Find out more about the area at The Journey Museum & Learning Center, which features exhibits tracing some 2.5 billion years of history, from the earliest rock formations to Native American cultures and Western frontier exploration.
Large-Scale Outdoor Adventures
Options are plentiful for people who enjoy outdoor activities like hiking, biking, fishing, kayaking, rock climbing, wildlife viewing and off-the-beaten-path exploration. Traipse through all of those national parks and see a variety of landscapes, including mountains, hills, canyons, valleys, creeks and lakes.
Take in the natural beauty of the Black Hills National Forest and all of its hidden gems, including the Stratobowl clearing that was home base for historic balloon flights. Venture into Custer State Park, where the Wildlife Loop takes visitors through 29 kilometers of hills and grasslands, home to more than 1,300 free-roaming bison. Stop in the Wildlife Station Visitor Center to learn what other types of wildlife you might encounter. Sites along the George S. Mickelson Trail – a Black Hills rail trail route that is about 175 kilometers long – include tunnels, bridges and 15 trail heads.
A City of Culture
In addition to the prominent Native American arts and culture, Rapid City has become known for its culinary, winery and brewery scene as well as history tied to the original settlers. The Sculpture Project: Passage of Wind and Water is a five-year public art initiative with sculptor Masayuki Nagase working during the summer months to carve by hand granite sculptures in Main Street Square. As you tour the city, look for the City of Presidents, life-size bronze statues of 43 former U.S. presidents, including the famous four that are also on Mount Rushmore.
Comfort is key in Rapid City, which features smaller boutique hotels, larger hotel chains, vacation rentals, camping and bed-and-breakfast establishments. Perhaps you will find a place with a history that includes some of the nation’s presidents.
Source: motionunlimitedmuseum.com/about-us/
MOTION UNLIMITED MUSEUM is the heart and soul of Bill and Peggy Napoli. From the time Bill was 9 years old and owned his very first 1940 Ford pickup, his goal was to own and operate a fine automobile museum and build cars’ trucks, and motorcycles. Not just a dingy old bunch of buildings full of dirty old cars, but a beautiful place to showcase the antique and classic cars and motorcycles Bill and Peggy have painstakingly restored themselves since they married in 1969.
From the 1933 Dodge Sedan Delivery that took 8 years to rebuild, to the 1925 Studebaker Motor Home, to the Harley Davidson with Side Car equipped with a TV, all the vehicles in the museum show their touch of detail, and love only true enthusiasts have for their collection.
Bill and Peggy have filled 18,000 square feet of buildings with toys, pedal cars, pedal tractors, gas pumps, signs, pictures, and thousands of other pieces of memorabilia along with the antique and classic cars and motorcycles. Stop and read the stories, lots of history!
Bill and Peggy do all their own restoration and custom work, including body and paint, upholstery, mechanical work, and finish detail. They always have at least 3-5 projects in the process of building.
There are over 100 cars for sale at Motion Unlimited Museum and Classic Car Lot at any one time, and Yes, they will sell vehicles from their collection.
The museum is constantly evolving and changing. So, whenever you come to visit, you will see new and exciting things each time. You’re invited to come to spend your vacation in the Beautiful Black Hills of South Dakota and visit one of the most unique collections anywhere. Who knows, you might also buy the vehicle of your dreams during your visit!
Additional Foreign Language Tags:
(United States) "الولايات المتحدة" "Vereinigte Staaten" "アメリカ" "美国" "미국" "Estados Unidos" "États-Unis"
(South Dakota) "داكوتا الجنوبية" "南达科他州" "Dakota du Sud" "दक्षिण डकोटा" "サウスダコタ" "사우스다코타" "Южная Дакота" "Dakota del Sur"
(Rapid City) "رابيد سيتي" "拉皮德城" "Ville rapide" "रैपिड सिटी" "ラピッドシティ" "래피드시티" "Рапид Сити" "Ciudad rápida"
WEEK 4/52 "Develop"
Was listening to Dido music "life for rent" while doing this photo ,and made me inspired ...
A child-like man is not a man whose development has been arrested; on the contrary, he is a man who has given himself a chance of continuing to DEVELOP long after most adults have muffled themselves in the cocoon of middle-aged habit and convention.
~Aldous Huxley
before and after:
www.facebook.com/pages/Jaydees-Artography/198185330194740...
Life For Rent:
Arches National Park is a national park in eastern Utah, United States. The park is adjacent to the Colorado River, 4 miles (6 km) north of Moab, Utah. More than 2,000 natural sandstone arches are located in the park, including the well-known Delicate Arch, as well as a variety of unique geological resources and formations. The park contains the highest density of natural arches in the world.
The park consists of 310.31 square kilometres (76,680 acres; 119.81 sq mi; 31,031 ha) of high desert located on the Colorado Plateau. The highest elevation in the park is 5,653 feet (1,723 m) at Elephant Butte, and the lowest elevation is 4,085 feet (1,245 m) at the visitor center. The park receives an average of less than 10 inches (250 mm) of rain annually.
Administered by the National Park Service, the area was originally named a national monument on April 12, 1929, and was re designated as a national park on November 12, 1971. The park received more than 1.6 million visitors in 2018.
As stated in the foundation document in U.S. National Park Service website:
The purpose of Arches National Park is to protect extraordinary examples of geologic features including arches, natural bridges, windows, spires, and balanced rocks, as well as other features of geologic, historic, and scientific interest, and to provide opportunities to experience these resources and their associated values in their majestic natural settings.
The national park lies above an underground evaporite layer or salt bed, which is the main cause of the formation of the arches, spires, balanced rocks, sandstone fins, and eroded monoliths in the area. This salt bed is thousands of feet thick in places and was deposited in the Paradox Basin of the Colorado Plateau some 300 million years ago (Mya) when a sea flowed into the region and eventually evaporated. Over millions of years, the salt bed was covered with debris eroded from the Uncompahgre Uplift to the northeast. During the Early Jurassic (about 200 Mya), desert conditions prevailed in the region and the vast Navajo Sandstone was deposited. An additional sequence of stream laid and windblown sediments, the Entrada Sandstone (about 140 Mya), was deposited on top of the Navajo. Over 5,000 feet (1,500 m) of younger sediments were deposited and have been mostly eroded. Remnants of the cover exist in the area including exposures of the Cretaceous Mancos Shale. The arches of the area are developed mostly within the Entrada formation.
The weight of this cover caused the salt bed below it to liquefy and thrust up layers of rock into salt domes. The evaporites of the area formed more unusual "salt anticlines" or linear regions of uplift. Faulting occurred and whole sections of rock subsided into the areas between the domes. In some places, they turned almost on edge. The result of one such 2,500-foot (760 m) displacement, the Moab Fault, is seen from the visitor center.
As this subsurface movement of salt shaped the landscape, erosion removed the younger rock layers from the surface. Except for isolated remnants, the major formations visible in the park today are the salmon-colored Entrada Sandstone, in which most of the arches form, and the buff-colored Navajo Sandstone. These are visible in layer-cake fashion throughout most of the park. Over time, water seeped into the surface cracks, joints, and folds of these layers. Ice formed in the fissures, expanding and putting pressure on surrounding rock, breaking off bits and pieces. Winds later cleaned out the loose particles. A series of free-standing fins remained. Wind and water attacked these fins until, in some, the cementing material gave way and chunks of rock tumbled out. Many damaged fins collapsed. Others, with the right degree of hardness and balance, survived despite their missing sections. These became the famous arches.
Although the park's terrain may appear rugged and durable, it is extremely fragile. More than 1 million visitors each year threaten the fragile high-desert ecosystem. The problem lies within the soil's crust, which is composed of cyanobacteria, algae, fungi, and lichens that grow in the dusty parts of the park. Factors that make Arches National Park sensitive to visitor damage include being a semiarid region, the scarce, unpredictable rainfall, lack of deep freezing, and lack of plant litter, which results in soils that have both a low resistance to and slow recovery from, compressional forces such as foot traffic. Methods of indicating effects on the soil are cytophobic soil crust index, measuring of water infiltration, and t-tests that are used to compare the values from the undisturbed and disturbed areas.
Geological processes that occurred over 300 million years ago caused a salt bed to be deposited, which today lies beneath the landscape of Arches National Park.[ Over time, the salt bed was covered with sediments that eventually compressed into rock layers that have since been named Entrada Standstone. Rock layers surrounding the edge of the salt bed continued to erode and shift into vertical sandstone walls called fins. Sand collected between vertical walls of the fins, then slightly acidic rain combined with carbon dioxide in the air allowed for the chemical formation of carbonic acid within the trapped sand. Over time, the carbonic acid dissolved the calcium carbonate that held the sandstone together. Many of the rock formations have weaker layers of rock on bottom that are holding stronger layers on top. The weaker layers would dissolve first, creating openings in the rock. Gravity caused pieces of the stronger rock layer to fall piece by piece into an arch shape. Arches form within rock fins at points of intense fracturing localization, or weak points in the rock's formation, caused by horizontal and vertical discontinuities. Lastly, water, wind, and time continued this erosion process and ultimately created the arches of Arches National Park. All of the arches in the park are made of Entrada Sandstone, however, there are slight differences in how each arch was developed. This allows the Entrada Sandstone to be categories into 3 groups including Slick rock members, Dewey rock members, and Moab members. Vertical arches can be developed from Slick rock members, a combination of Slick rock members and Moab members, or Slick rock members resting above Dewey rock members. Horizontal arches (also called potholes) are formed when a vertical pothole formation meets a horizontal cave, causing a union into a long arch structure. The erosion process within Arches National Park will continue as time continues to pass. Continued erosion combined with vertical and horizontal stress will eventually cause arches to collapse, but still, new arches will continue to form for thousands of years.
Humans have occupied the region since the last ice age 10,000 years ago. Fremont people and Ancestral Puebloans lived in the area until about 700 years ago. Spanish missionaries encountered Ute and Paiute tribes in the area when they first came through in 1775, but the first European-Americans to attempt settlement in the area were the Mormon Elk Mountain Mission in 1855, who soon abandoned the area. Ranchers, farmers, and prospectors later settled Moab in the neighboring Riverine Valley in the late 1870s. Word of the beauty of the surrounding rock formations spread beyond the settlement as a possible tourist destination.
The Arches area was first brought to the attention of the National Park Service by Frank A. Wadleigh, passenger traffic manager of the Denver and Rio Grande Western Railroad. Wadleigh, accompanied by railroad photographer George L. Beam, visited the area in September 1923 at the invitation of Alexander Ringhoffer, a Hungarian-born prospector living in Salt Valley. Ringhoffer had written to the railroad to interest them in the tourist potential of a scenic area he had discovered the previous year with his two sons and a son-in-law, which he called the Devils Garden (known today as the Klondike Bluffs). Wadleigh was impressed by what Ringhoffer showed him, and suggested to Park Service director Stephen T. Mather that the area be made a national monument.
The following year, additional support for the monument idea came from Laurence Gould, a University of Michigan graduate student (and future polar explorer) studying the geology of the nearby La Sal Mountains, who was shown the scenic area by local physician Dr. J. W. "Doc" Williams.
A succession of government investigators examined the area, in part due to confusion as to the precise location. In the process, the name Devils Garden was transposed to an area on the opposite side of Salt Valley that includes Landscape Arch, the longest arch in the park. Ringhoffer's original discovery was omitted, while another area nearby, known locally as the Windows, was included. Designation of the area as a national monument was supported by the Park Service in 1926 but was resisted by President Calvin Coolidge's Interior Secretary, Hubert Work. Finally, in April 1929, shortly after his inauguration, President Herbert Hoover signed a presidential proclamation creating the Arches National Monument, consisting of two comparatively small, disconnected sections. The purpose of the reservation under the 1906 Antiquities Act was to protect the arches, spires, balanced rocks, and other sandstone formations for their scientific and educational value. The name Arches was suggested by Frank Pinkely, superintendent of the Park Service's southwestern national monuments, following a visit to the Windows section in 1925.
In late 1938, President Franklin D. Roosevelt signed a proclamation that enlarged the Arches to protect additional scenic features and permit the development of facilities to promote tourism. A small adjustment was made by President Dwight Eisenhower in 1960 to accommodate a new road alignment.
In early 1969, just before leaving office, President Lyndon B. Johnson signed a proclamation substantially enlarging the Arches. Two years later, President Richard Nixon signed legislation enacted by Congress, which significantly reduced the total area enclosed, but changed its status. Arches National Park was formally dedicated in May 1972.
In 1980, vandals attempted to use an abrasive kitchen cleanser to deface ancient petroglyphs in the park, prompting park officials to recruit physicist John F. Asmus, who specialized in using lasers to restore works of art, to use his technology to repair the damage. Asmus "zapped the panel with intense light pulses and succeeded in removing most of the cleanser".
Climbing Balanced Rock or any named or unnamed arch in Arches National Park with an opening larger than 3 ft (0.9 m) is banned by park regulations. Climbing on other features in the park is allowed but regulated; in addition, slacklining and BASE jumping are banned parkwide.
Climbing on named arches within the park had long been banned by park regulations, but following Dean Potter's successful free climb on Delicate Arch in May 2006, the wording of the regulations was deemed unenforceable by the park attorney. In response, the park revised its regulations later that month, eventually imposing the current ban on arch climbing in 2014.
Approved recreational activities include auto touring, hiking, bicycling, camping at the Devils Garden campground, backpacking, canyoneering, and rock climbing, with permits required for the last three activities. Guided commercial tours and ranger programs are also available.
Astronomy is also popular in the park due to its dark skies, despite the increasing light pollution from towns such as Moab.
Delicate Arch is the subject of the third 2014 quarter of the U.S. Mint's America the Beautiful Quarters program commemorating national parks and historic sites. The Arches quarter had the highest production of the five 2014 national park quarters, with more than 465 million minted.
American writer Edward Abbey was a park ranger at Arches National Monument in 1956 and 1957, where he kept journals that became his book Desert Solitaire. The success of Abbey's book, as well as interest in adventure travel, has drawn many hikers, mountain bikers, and off-pavement driving enthusiasts to the area. Permitted activities within the park include camping, hiking along designated trails, backpacking, canyoneering, rock climbing, bicycling, and driving along existing roads, both paved and unpaved. The Hayduke Trail, an 812 mi (1,307 km) backpacking route named after one of Edward Abbey's characters, begins in the park.
An abundance of wildlife occurs in Arches National Park, including spadefoot toads, antelope squirrels, scrub jays, peregrine falcons, many kinds of sparrows, red foxes, desert bighorn sheep, kangaroo rats, mule deers, cougars, midget faded rattlesnakes, yucca moths, western rattlesnakes, and collared lizards.
A number of plant species are common in the park, including prickly pear cactus, Indian ricegrass, bunch grasses, cheatgrass, moss, liverworts, Utah juniper, Mormon tea, blackbrush, cliffrose, four-winged saltbrush, pinyon pine, evening primrose, sand verbena, yucca, and sacred datura.
Biological soil crust consisting of cyanobacteria, lichen, mosses, green algae, and microfungi is found throughout southeastern Utah. The fibrous growths help keep soil particles together, creating a layer that is more resistant to erosion. The living soil layer readily absorbs and stores water, allowing more complex forms of plant life to grow in places with low precipitation levels.
Among the notable features of the park are the following:
Balanced Rock – a large balancing rock, the size of three school buses
Courthouse Towers – a collection of tall stone columns
Dark Angel – a free-standing 150 ft-tall (46 m) sandstone pillar at the end of the Devils Garden Trail
Delicate Arch – a lone-standing arch that has become a symbol of Utah and the most recognized arch in the park
Devils Garden – many arches and columns scattered along a ridge
Double Arch – two arches that share a common end
Fiery Furnace – an area of maze-like narrow passages and tall rock columns (see biblical reference, Book of Daniel, chapter 3)
Landscape Arch – a very thin and long arch in the Devils Garden with a span of 290 ft (88 m) (the longest arch in the park)
Petrified Dunes – petrified remnants of dunes blown from the ancient lakes that covered the area
The Phallus – a rock spire that resembles a phallus
Wall Arch – located along the popular Devils Garden Trail; collapsed sometime on August 4/5, 2008
The Three Gossips –a mid-sized sandstone tower located in the Courthouse Towers area.
Utah is a landlocked state in the Mountain West subregion of the Western United States. It borders Colorado to its east, Wyoming to its northeast, Idaho to its north, Arizona to its south, and Nevada to its west. Utah also touches a corner of New Mexico in the southeast. Of the fifty U.S. states, Utah is the 13th-largest by area; with a population over three million, it is the 30th-most-populous and 11th-least-densely populated. Urban development is mostly concentrated in two areas: the Wasatch Front in the north-central part of the state, which is home to roughly two-thirds of the population and includes the capital city, Salt Lake City; and Washington County in the southwest, with more than 180,000 residents. Most of the western half of Utah lies in the Great Basin.
Utah has been inhabited for thousands of years by various indigenous groups such as the ancient Puebloans, Navajo, and Ute. The Spanish were the first Europeans to arrive in the mid-16th century, though the region's difficult geography and harsh climate made it a peripheral part of New Spain and later Mexico. Even while it was Mexican territory, many of Utah's earliest settlers were American, particularly Mormons fleeing marginalization and persecution from the United States via the Mormon Trail. Following the Mexican–American War in 1848, the region was annexed by the U.S., becoming part of the Utah Territory, which included what is now Colorado and Nevada. Disputes between the dominant Mormon community and the federal government delayed Utah's admission as a state; only after the outlawing of polygamy was it admitted in 1896 as the 45th.
People from Utah are known as Utahns. Slightly over half of all Utahns are Mormons, the vast majority of whom are members of the Church of Jesus Christ of Latter-day Saints (LDS Church), which has its world headquarters in Salt Lake City; Utah is the only state where a majority of the population belongs to a single church. A 2023 paper challenged this perception (claiming only 42% of Utahns are Mormons) however most statistics still show a majority of Utah residents belong to the LDS church; estimates from the LDS church suggests 60.68% of Utah's population belongs to the church whilst some sources put the number as high as 68%. The paper replied that membership count done by the LDS Church is too high for several reasons. The LDS Church greatly influences Utahn culture, politics, and daily life, though since the 1990s the state has become more religiously diverse as well as secular.
Utah has a highly diversified economy, with major sectors including transportation, education, information technology and research, government services, mining, multi-level marketing, and tourism. Utah has been one of the fastest growing states since 2000, with the 2020 U.S. census confirming the fastest population growth in the nation since 2010. St. George was the fastest-growing metropolitan area in the United States from 2000 to 2005. Utah ranks among the overall best states in metrics such as healthcare, governance, education, and infrastructure. It has the 12th-highest median average income and the least income inequality of any U.S. state. Over time and influenced by climate change, droughts in Utah have been increasing in frequency and severity, putting a further strain on Utah's water security and impacting the state's economy.
The History of Utah is an examination of the human history and social activity within the state of Utah located in the western United States.
Archaeological evidence dates the earliest habitation of humans in Utah to about 10,000 to 12,000 years ago. Paleolithic people lived near the Great Basin's swamps and marshes, which had an abundance of fish, birds, and small game animals. Big game, including bison, mammoths and ground sloths, also were attracted to these water sources. Over the centuries, the mega-fauna died, this population was replaced by the Desert Archaic people, who sheltered in caves near the Great Salt Lake. Relying more on gathering than the previous Utah residents, their diet was mainly composed of cattails and other salt tolerant plants such as pickleweed, burro weed and sedge. Red meat appears to have been more of a luxury, although these people used nets and the atlatl to hunt water fowl, ducks, small animals and antelope. Artifacts include nets woven with plant fibers and rabbit skin, woven sandals, gaming sticks, and animal figures made from split-twigs. About 3,500 years ago, lake levels rose and the population of Desert Archaic people appears to have dramatically decreased. The Great Basin may have been almost unoccupied for 1,000 years.
The Fremont culture, named from sites near the Fremont River in Utah, lived in what is now north and western Utah and parts of Nevada, Idaho and Colorado from approximately 600 to 1300 AD. These people lived in areas close to water sources that had been previously occupied by the Desert Archaic people, and may have had some relationship with them. However, their use of new technologies define them as a distinct people. Fremont technologies include:
use of the bow and arrow while hunting,
building pithouse shelters,
growing maize and probably beans and squash,
building above ground granaries of adobe or stone,
creating and decorating low-fired pottery ware,
producing art, including jewelry and rock art such as petroglyphs and pictographs.
The ancient Puebloan culture, also known as the Anasazi, occupied territory adjacent to the Fremont. The ancestral Puebloan culture centered on the present-day Four Corners area of the Southwest United States, including the San Juan River region of Utah. Archaeologists debate when this distinct culture emerged, but cultural development seems to date from about the common era, about 500 years before the Fremont appeared. It is generally accepted that the cultural peak of these people was around the 1200 CE. Ancient Puebloan culture is known for well constructed pithouses and more elaborate adobe and masonry dwellings. They were excellent craftsmen, producing turquoise jewelry and fine pottery. The Puebloan culture was based on agriculture, and the people created and cultivated fields of maize, beans, and squash and domesticated turkeys. They designed and produced elaborate field terracing and irrigation systems. They also built structures, some known as kivas, apparently designed solely for cultural and religious rituals.
These two later cultures were roughly contemporaneous, and appear to have established trading relationships. They also shared enough cultural traits that archaeologists believe the cultures may have common roots in the early American Southwest. However, each remained culturally distinct throughout most of their existence. These two well established cultures appear to have been severely impacted by climatic change and perhaps by the incursion of new people in about 1200 CE. Over the next two centuries, the Fremont and ancient Pueblo people may have moved into the American southwest, finding new homes and farmlands in the river drainages of Arizona, New Mexico and northern Mexico.
In about 1200, Shoshonean speaking peoples entered Utah territory from the west. They may have originated in southern California and moved into the desert environment due to population pressure along the coast. They were an upland people with a hunting and gathering lifestyle utilizing roots and seeds, including the pinyon nut. They were also skillful fishermen, created pottery and raised some crops. When they first arrived in Utah, they lived as small family groups with little tribal organization. Four main Shoshonean peoples inhabited Utah country. The Shoshone in the north and northeast, the Gosiutes in the northwest, the Utes in the central and eastern parts of the region and the Southern Paiutes in the southwest. Initially, there seems to have been very little conflict between these groups.
In the early 16th century, the San Juan River basin in Utah's southeast also saw a new people, the Díne or Navajo, part of a greater group of plains Athabaskan speakers moved into the Southwest from the Great Plains. In addition to the Navajo, this language group contained people that were later known as Apaches, including the Lipan, Jicarilla, and Mescalero Apaches.
Athabaskans were a hunting people who initially followed the bison, and were identified in 16th-century Spanish accounts as "dog nomads". The Athabaskans expanded their range throughout the 17th century, occupying areas the Pueblo peoples had abandoned during prior centuries. The Spanish first specifically mention the "Apachu de Nabajo" (Navaho) in the 1620s, referring to the people in the Chama valley region east of the San Juan River, and north west of Santa Fe. By the 1640s, the term Navaho was applied to these same people. Although the Navajo newcomers established a generally peaceful trading and cultural exchange with the some modern Pueblo peoples to the south, they experienced intermittent warfare with the Shoshonean peoples, particularly the Utes in eastern Utah and western Colorado.
At the time of European expansion, beginning with Spanish explorers traveling from Mexico, five distinct native peoples occupied territory within the Utah area: the Northern Shoshone, the Goshute, the Ute, the Paiute and the Navajo.
The Spanish explorer Francisco Vázquez de Coronado may have crossed into what is now southern Utah in 1540, when he was seeking the legendary Cíbola.
A group led by two Spanish Catholic priests—sometimes called the Domínguez–Escalante expedition—left Santa Fe in 1776, hoping to find a route to the California coast. The expedition traveled as far north as Utah Lake and encountered the native residents. All of what is now Utah was claimed by the Spanish Empire from the 1500s to 1821 as part of New Spain (later as the province Alta California); and subsequently claimed by Mexico from 1821 to 1848. However, Spain and Mexico had little permanent presence in, or control of, the region.
Fur trappers (also known as mountain men) including Jim Bridger, explored some regions of Utah in the early 19th century. The city of Provo was named for one such man, Étienne Provost, who visited the area in 1825. The city of Ogden, Utah is named for a brigade leader of the Hudson's Bay Company, Peter Skene Ogden who trapped in the Weber Valley. In 1846, a year before the arrival of members from the Church of Jesus Christ of latter-day Saints, the ill-fated Donner Party crossed through the Salt Lake valley late in the season, deciding not to stay the winter there but to continue forward to California, and beyond.
Members of the Church of Jesus Christ of Latter-day Saints, commonly known as Mormon pioneers, first came to the Salt Lake Valley on July 24, 1847. At the time, the U.S. had already captured the Mexican territories of Alta California and New Mexico in the Mexican–American War and planned to keep them, but those territories, including the future state of Utah, officially became United States territory upon the signing of the Treaty of Guadalupe Hidalgo, February 2, 1848. The treaty was ratified by the United States Senate on March 10, 1848.
Upon arrival in the Salt Lake Valley, the Mormon pioneers found no permanent settlement of Indians. Other areas along the Wasatch Range were occupied at the time of settlement by the Northwestern Shoshone and adjacent areas by other bands of Shoshone such as the Gosiute. The Northwestern Shoshone lived in the valleys on the eastern shore of Great Salt Lake and in adjacent mountain valleys. Some years after arriving in the Salt Lake Valley Mormons, who went on to colonize many other areas of what is now Utah, were petitioned by Indians for recompense for land taken. The response of Heber C. Kimball, first counselor to Brigham Young, was that the land belonged to "our Father in Heaven and we expect to plow and plant it." A 1945 Supreme Court decision found that the land had been treated by the United States as public domain; no aboriginal title by the Northwestern Shoshone had been recognized by the United States or extinguished by treaty with the United States.
Upon arriving in the Salt Lake Valley, the Mormons had to make a place to live. They created irrigation systems, laid out farms, built houses, churches, and schools. Access to water was crucially important. Almost immediately, Brigham Young set out to identify and claim additional community sites. While it was difficult to find large areas in the Great Basin where water sources were dependable and growing seasons long enough to raise vitally important subsistence crops, satellite communities began to be formed.
Shortly after the first company arrived in the Salt Lake Valley in 1847, the community of Bountiful was settled to the north. In 1848, settlers moved into lands purchased from trapper Miles Goodyear in present-day Ogden. In 1849, Tooele and Provo were founded. Also that year, at the invitation of Ute chief Wakara, settlers moved into the Sanpete Valley in central Utah to establish the community of Manti. Fillmore, Utah, intended to be the capital of the new territory, was established in 1851. In 1855, missionary efforts aimed at western native cultures led to outposts in Fort Lemhi, Idaho, Las Vegas, Nevada and Elk Mountain in east-central Utah.
The experiences of returning members of the Mormon Battalion were also important in establishing new communities. On their journey west, the Mormon soldiers had identified dependable rivers and fertile river valleys in Colorado, Arizona and southern California. In addition, as the men traveled to rejoin their families in the Salt Lake Valley, they moved through southern Nevada and the eastern segments of southern Utah. Jefferson Hunt, a senior Mormon officer of the Battalion, actively searched for settlement sites, minerals, and other resources. His report encouraged 1851 settlement efforts in Iron County, near present-day Cedar City. These southern explorations eventually led to Mormon settlements in St. George, Utah, Las Vegas and San Bernardino, California, as well as communities in southern Arizona.
Prior to establishment of the Oregon and California trails and Mormon settlement, Indians native to the Salt Lake Valley and adjacent areas lived by hunting buffalo and other game, but also gathered grass seed from the bountiful grass of the area as well as roots such as those of the Indian Camas. By the time of settlement, indeed before 1840, the buffalo were gone from the valley, but hunting by settlers and grazing of cattle severely impacted the Indians in the area, and as settlement expanded into nearby river valleys and oases, indigenous tribes experienced increasing difficulty in gathering sufficient food. Brigham Young's counsel was to feed the hungry tribes, and that was done, but it was often not enough. These tensions formed the background to the Bear River massacre committed by California Militia stationed in Salt Lake City during the Civil War. The site of the massacre is just inside Preston, Idaho, but was generally thought to be within Utah at the time.
Statehood was petitioned for in 1849-50 using the name Deseret. The proposed State of Deseret would have been quite large, encompassing all of what is now Utah, and portions of Colorado, Idaho, Nevada, Wyoming, Arizona, Oregon, New Mexico and California. The name of Deseret was favored by the LDS leader Brigham Young as a symbol of industry and was derived from a reference in the Book of Mormon. The petition was rejected by Congress and Utah did not become a state until 1896, following the Utah Constitutional Convention of 1895.
In 1850, the Utah Territory was created with the Compromise of 1850, and Fillmore (named after President Fillmore) was designated the capital. In 1856, Salt Lake City replaced Fillmore as the territorial capital.
The first group of pioneers brought African slaves with them, making Utah the only place in the western United States to have African slavery. Three slaves, Green Flake, Hark Lay, and Oscar Crosby, came west with this first group in 1847. The settlers also began to purchase Indian slaves in the well-established Indian slave trade, as well as enslaving Indian prisoners of war. In 1850, 26 slaves were counted in Salt Lake County. Slavery didn't become officially recognized until 1852, when the Act in Relation to Service and the Act for the relief of Indian Slaves and Prisoners were passed. Slavery was repealed on June 19, 1862, when Congress prohibited slavery in all US territories.
Disputes between the Mormon inhabitants and the federal government intensified after the Church of Jesus Christ of Latter-day Saints' practice of polygamy became known. The polygamous practices of the Mormons, which were made public in 1854, would be one of the major reasons Utah was denied statehood until almost 50 years after the Mormons had entered the area.
After news of their polygamous practices spread, the members of the LDS Church were quickly viewed by some as un-American and rebellious. In 1857, after news of a possible rebellion spread, President James Buchanan sent troops on the Utah expedition to quell the growing unrest and to replace Brigham Young as territorial governor with Alfred Cumming. The expedition was also known as the Utah War.
As fear of invasion grew, Mormon settlers had convinced some Paiute Indians to aid in a Mormon-led attack on 120 immigrants from Arkansas under the guise of Indian aggression. The murder of these settlers became known as the Mountain Meadows massacre. The Mormon leadership had adopted a defensive posture that led to a ban on the selling of grain to outsiders in preparation for an impending war. This chafed pioneers traveling through the region, who were unable to purchase badly needed supplies. A disagreement between some of the Arkansas pioneers and the Mormons in Cedar City led to the secret planning of the massacre by a few Mormon leaders in the area. Some scholars debate the involvement of Brigham Young. Only one man, John D. Lee, was ever convicted of the murders, and he was executed at the massacre site.
Express riders had brought the news 1,000 miles from the Missouri River settlements to Salt Lake City within about two weeks of the army's beginning to march west. Fearing the worst as 2,500 troops (roughly 1/3rd of the army then) led by General Albert Sidney Johnston started west, Brigham Young ordered all residents of Salt Lake City and neighboring communities to prepare their homes for burning and evacuate southward to Utah Valley and southern Utah. Young also sent out a few units of the Nauvoo Legion (numbering roughly 8,000–10,000), to delay the army's advance. The majority he sent into the mountains to prepare defenses or south to prepare for a scorched earth retreat. Although some army wagon supply trains were captured and burned and herds of army horses and cattle run off no serious fighting occurred. Starting late and short on supplies, the United States Army camped during the bitter winter of 1857–58 near a burned out Fort Bridger in Wyoming. Through the negotiations between emissary Thomas L. Kane, Young, Cumming and Johnston, control of Utah territory was peacefully transferred to Cumming, who entered an eerily vacant Salt Lake City in the spring of 1858. By agreement with Young, Johnston established the army at Fort Floyd 40 miles away from Salt Lake City, to the southwest.
Salt Lake City was the last link of the First Transcontinental Telegraph, between Carson City, Nevada and Omaha, Nebraska completed in October 1861. Brigham Young, who had helped expedite construction, was among the first to send a message, along with Abraham Lincoln and other officials. Soon after the telegraph line was completed, the Deseret Telegraph Company built the Deseret line connecting the settlements in the territory with Salt Lake City and, by extension, the rest of the United States.
Because of the American Civil War, federal troops were pulled out of Utah Territory (and their fort auctioned off), leaving the territorial government in federal hands without army backing until General Patrick E. Connor arrived with the 3rd Regiment of California Volunteers in 1862. While in Utah, Connor and his troops soon became discontent with this assignment wanting to head to Virginia where the "real" fighting and glory was occurring. Connor established Fort Douglas just three miles (5 km) east of Salt Lake City and encouraged his bored and often idle soldiers to go out and explore for mineral deposits to bring more non-Mormons into the state. Minerals were discovered in Tooele County, and some miners began to come to the territory. Conner also solved the Shoshone Indian problem in Cache Valley Utah by luring the Shoshone into a midwinter confrontation on January 29, 1863. The armed conflict quickly turned into a rout, discipline among the soldiers broke down, and the Battle of Bear River is today usually referred to by historians as the Bear River Massacre. Between 200 and 400 Shoshone men, women and children were killed, as were 27 soldiers, with over 50 more soldiers wounded or suffering from frostbite.
Beginning in 1865, Utah's Black Hawk War developed into the deadliest conflict in the territory's history. Chief Antonga Black Hawk died in 1870, but fights continued to break out until additional federal troops were sent in to suppress the Ghost Dance of 1872. The war is unique among Indian Wars because it was a three-way conflict, with mounted Timpanogos Utes led by Antonga Black Hawk fighting federal and Utah local militia.
On May 10, 1869, the First transcontinental railroad was completed at Promontory Summit, north of the Great Salt Lake. The railroad brought increasing numbers of people into the state, and several influential businessmen made fortunes in the territory.
Main article: Latter Day Saint polygamy in the late-19th century
During the 1870s and 1880s, federal laws were passed and federal marshals assigned to enforce the laws against polygamy. In the 1890 Manifesto, the LDS Church leadership dropped its approval of polygamy citing divine revelation. When Utah applied for statehood again in 1895, it was accepted. Statehood was officially granted on January 4, 1896.
The Mormon issue made the situation for women the topic of nationwide controversy. In 1870 the Utah Territory, controlled by Mormons, gave women the right to vote. However, in 1887, Congress disenfranchised Utah women with the Edmunds–Tucker Act. In 1867–96, eastern activists promoted women's suffrage in Utah as an experiment, and as a way to eliminate polygamy. They were Presbyterians and other Protestants convinced that Mormonism was a non-Christian cult that grossly mistreated women. The Mormons promoted woman suffrage to counter the negative image of downtrodden Mormon women. With the 1890 Manifesto clearing the way for statehood, in 1895 Utah adopted a constitution restoring the right of women's suffrage. Congress admitted Utah as a state with that constitution in 1896.
Though less numerous than other intermountain states at the time, several lynching murders for alleged misdeeds occurred in Utah territory at the hand of vigilantes. Those documented include the following, with their ethnicity or national origin noted in parentheses if it was provided in the source:
William Torrington in Carson City (then a part of Utah territory), 1859
Thomas Coleman (Black man) in Salt Lake City, 1866
3 unidentified men at Wahsatch, winter of 1868
A Black man in Uintah, 1869
Charles A. Benson in Logan, 1873
Ah Sing (Chinese man) in Corinne, 1874
Thomas Forrest in St. George, 1880
William Harvey (Black man) in Salt Lake City, 1883
John Murphy in Park City, 1883
George Segal (Japanese man) in Ogden, 1884
Joseph Fisher in Eureka, 1886
Robert Marshall (Black man) in Castle Gate, 1925
Other lynchings in Utah territory include multiple instances of mass murder of Native American children, women, and men by White settlers including the Battle Creek massacre (1849), Provo River Massacre (1850), Nephi massacre (1853), and Circleville Massacre (1866).
Beginning in the early 20th century, with the establishment of such national parks as Bryce Canyon National Park and Zion National Park, Utah began to become known for its natural beauty. Southern Utah became a popular filming spot for arid, rugged scenes, and such natural landmarks as Delicate Arch and "the Mittens" of Monument Valley are instantly recognizable to most national residents. During the 1950s, 1960s, and 1970s, with the construction of the Interstate highway system, accessibility to the southern scenic areas was made easier.
Beginning in 1939, with the establishment of Alta Ski Area, Utah has become world-renowned for its skiing. The dry, powdery snow of the Wasatch Range is considered some of the best skiing in the world. Salt Lake City won the bid for the 2002 Winter Olympics in 1995, and this has served as a great boost to the economy. The ski resorts have increased in popularity, and many of the Olympic venues scattered across the Wasatch Front continue to be used for sporting events. This also spurred the development of the light-rail system in the Salt Lake Valley, known as TRAX, and the re-construction of the freeway system around the city.
During the late 20th century, the state grew quickly. In the 1970s, growth was phenomenal in the suburbs. Sandy was one of the fastest-growing cities in the country at that time, and West Valley City is the state's 2nd most populous city. Today, many areas of Utah are seeing phenomenal growth. Northern Davis, southern and western Salt Lake, Summit, eastern Tooele, Utah, Wasatch, and Washington counties are all growing very quickly. Transportation and urbanization are major issues in politics as development consumes agricultural land and wilderness areas.
In 2012, the State of Utah passed the Utah Transfer of Public Lands Act in an attempt to gain control over a substantial portion of federal land in the state from the federal government, based on language in the Utah Enabling Act of 1894. The State does not intend to use force or assert control by limiting access in an attempt to control the disputed lands, but does intend to use a multi-step process of education, negotiation, legislation, and if necessary, litigation as part of its multi-year effort to gain state or private control over the lands after 2014.
Utah families, like most Americans everywhere, did their utmost to assist in the war effort. Tires, meat, butter, sugar, fats, oils, coffee, shoes, boots, gasoline, canned fruits, vegetables, and soups were rationed on a national basis. The school day was shortened and bus routes were reduced to limit the number of resources used stateside and increase what could be sent to soldiers.
Geneva Steel was built to increase the steel production for America during World War II. President Franklin D. Roosevelt had proposed opening a steel mill in Utah in 1936, but the idea was shelved after a couple of months. After the attack on Pearl Harbor, the United States entered the war and the steel plant was put into progress. In April 1944, Geneva shipped its first order, which consisted of over 600 tons of steel plate. Geneva Steel also brought thousands of job opportunities to Utah. The positions were hard to fill as many of Utah's men were overseas fighting. Women began working, filling 25 percent of the jobs.
As a result of Utah's and Geneva Steels contribution during the war, several Liberty Ships were named in honor of Utah including the USS Joseph Smith, USS Brigham Young, USS Provo, and the USS Peter Skene Ogden.
One of the sectors of the beachhead of Normandy Landings was codenamed Utah Beach, and the amphibious landings at the beach were undertaken by United States Army troops.
It is estimated that 1,450 soldiers from Utah were killed in the war.
Press "L". Lombok island, Indonesia.
Fuji GA645i, Fujinon Super-EBC 60mm f4, Fuji PRO400H self-developed in Fuji Hunt X-Press C41 kit, wet-mounted drumscan (through PhotoMultiplier Tubes - PMTs - no CCD nor CMOS involved in the digitizing process)
Diana F+ / Shanghai GP3 film
It's been a while since GP3's been available again after a long hiatus and it's as good (some would say bad) as always. I personally like the film for the kind of pictures I like to shoot, even when it's bad. And if you happen to find the bad badge, it can be REAL bad. When you pick the good one, what you have is a so-so black and white film, with very shitty latitude and (with the normal process I use to develop my rolls in HP110) very contrasty even with a honest to God plastic meniscus lens. The thing is that it feels like cracking a melon open; you can't tell what it's gonna be till you have developed a couple rolls, but, who cares; I love it either way.
Developed jointly by Stanford University and NASA’s Marshall Space Flight Center in Huntsville, Ala., Gravity Probe B (GP-B) was a scientific mission intended to test Albert Einstein’s theory of relativity, which predicted that both space and time are distorted by the presence of massive objects. Marshall was in charge of overall project management while Stanford was responsible for mission conception, design, integration of the science instrument, as well as mission operations and data analysis. GP-B was launched from Vandenberg Air Force Base, Calif. Atop a Boeing Delta II rocket on April 20, 2004.
Image credit: NASA
Original image:
www.nasa.gov/centers/marshall/history/gpb_launch_140422.html
More Marshall history images:
www.nasa.gov/centers/marshall/history/gallery/marshall_hi...
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Concord Mall was developed by Robert E. Fryling, Inc. opened in August 1972. The mall was originally anchored by Montgomery Ward and a local department store Robertson's, then a division of Gamble-Skogmo. J. C. Penney was added as a third anchor alongside a small expansion in 1976. Robertson's closed their location in 1985 due to the financial woes of Gamble-Skogmo and the space was quickly assumed by Terre Haute-based Meis, who opened later that year. Meis soon ran into financial problems after hitting a peak of 10 stores and the entire chain was sold to Elder-Beerman in 1989. In 2011 The Bon-Ton rebranded the Concord Mall Elder-Beerman with the Carson's nameplate alongside stores in Benton Harbor, MI, and Mattoon, IL.
Montgomery Ward folded during the company's last years of operation and the building was subdivided several times, becoming Hobby Lobby in 2002 another chunk becoming ABC Warehouse. A vacant Osco Drug was renovated into a food court christened 'The Grove' in 2008, but it did little to stop the exodus of tenants from the mall. On January 31, 2018, Carson's Parent company Bon-Ton announced they would be closing the Concord Mall location with 42 other stores as part of the company's initial wave of closures. In June 2020, JCPenney announced that they will close 13 stores, including the Concord Mall location, but they later removed the store from the closing list alongside several other locations after being able to negotiate a more favorable lease.
I waited until the last minute, since my goal was to learn home developing this summer. School starts for me on Monday. Since I wanted to do my first attempt while Perry was in school, I only had Thursday and Friday this week.
It went pretty well. The only thing I got wrong was loading the film onto the spirals. I had no practice, so it was all on feel in the developing bag. Part of the film at the beginning of the spiral was loaded wrong and was touching another part of the film. This made those parts not process correctly (or maybe even at all). The roll was just a bunch of practice shots around the house to see how my Rollei meter was working. (I think it is 2 stops under). Since I don't really care about these pics I am going to put this roll of negatives to good use. I am going to practice in the light and then in the bag getting the film on the spirals. That way I will have a feel for how the film should feel for my next attempt.
The actual processing went rather smoothly. It was nice to have that first attempt under my belt. I have a second roll to process, so maybe this weekend I will make my second go at it.
Svema 200, my favorite B/W film has a very strong but thin base. It is so thin it can be a challenge to load on a developing reel. Thinking a wider flange, like the one pictured on the bottom would make life a lot easier since getting it started is the hardest part. It did seem to load easier but I was having unusual problems of large areas not developing. hummmmm. So I loaded a strip in daylight and found the film was loading in the same spiral right behind itself. No more Arista reels for Svema.
The top reel is my good old faithful Paterson, I have many of these. AP, Coast and many other brands make reels very close to this design, although I have used some that do not have plastic as smooth and slick as Paterson. I really stick to the Paterson brand on these. Some consider this to be a standard reel and offer the wide flange as a premium reel.
The middle reel is a Vivitar branded reel, I don't know who really made it but I have only seen it with the Vivitar name. It works well for any film including Svema. I would love a few more of these, they are a little easier to teach newbies how to load a reel.
The bottom is the Arista Premium wide flange reel, I have seen it made under Samigon, AP, and Omega names, often referred to as a premium reel. Sorry but I need a reel to work with any film I load on it so out it went.
The short pieces of film in reels are simply there to make the loading flanges easier to see although nano_burger's comment below about film chimping is hilarious.
Some background:
The VF-1 was developed by Stonewell/Bellcom/Shinnakasu for the U.N. Spacy by using alien Overtechnology obtained from the SDF-1 Macross alien spaceship. It was preceded into production by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible.
After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).
The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I, and was the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later.
The VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentradi mecha even in most sorties which saw UN Spacy forces significantly outnumbered. The versatility of the Valkyrie design enabled the variable fighter to act as both large-scale infantry and as air/space superiority fighter. The signature skills of U.N. Spacy ace pilot Maximilian Jenius exemplified the effectiveness of the variable systems as he near-constantly transformed the Valkyrie in battle to seize advantages of each mode as combat conditions changed from moment to moment. The basic VF-1 was deployed in four minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie and FAST Pack "Super" Valkyrie weapon systems.
After the end of Space War I, the VF-1A continued to be manufactured both in the Sol system (notably on the Lunar facility Apollo Base) and throughout the UNG space colonies. Although the VF-1 would eventually be replaced as the primary VF of the UN Spacy by the more capable, but also much bigger, VF-4 Lightning III in 2020, a long service record and continued production after the war proved the lasting worth of the design.
The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters.
The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68)
However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!
Equipment Type: all-environment variable fighter and tactical combat battroid
Government: U.N. Spacy, U.N. Navy, U.N. Space Air Force
Accommodation: pilot only in Marty & Beck Mk-7 zero/zero ejection seat
Dimensions:
Fighter Mode:
Length 14.23 meters
Wingspan 14.78 meters (fully extended)
Height 3.84 meters
Battroid Mode:
Height 12.68 meters
Width 7.3 meters
Length 4.0 meters
Empty weight: 13.25 metric tons;
Standard T-O mass: 18.5 metric tons;
MTOW: 37.0 metric tons
Power Plant:
2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)
4 x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1 x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1 x wing thruster roll control system on each wingtip);
18 x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles
Performance:
Battroid Mode: maximum walking speed 160 km/h
Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87
g limit: in space +7
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Design Features: 3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system
Transformation:
Standard time from Fighter to Battroid (automated): under 5 sec.
Min time from Fighter to Battroid (manual): 0.9 sec.
Armament:
1 x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute
1 x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 rds fired at 1,200 rds/min
4 x underwing hard points for a wide variety of ordnance, including
12x AMM-1 hybrid guided multipurpose missiles (3/point), or
12x MK-82 LDGB conventional bombs (3/point), or
6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or
4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles, or a combination of above load-outs
Optional Armament:
Shinnakasu Heavy Industry GBP-1S ground-combat protector weapon system, or
Shinnakasu Heavy Industry FAST Pack augmentative space weapon system
The kit and its assembly:
This is one more 1:100 Bandai VF-1, IMHO a design masterpiece created by Shoji Kawamori and one of my favorite mecha designs ever, because it was created as an late 70ies style jet fighter that could transform into a robot in a secondary role, a simple, purposeful military vehicle.
I’ve built more than a dozen of these kits over the last 25 years, so I know it pretty well, especially its weaknesses. But the small Valkyries, originally manufactured by IMAI and now still on sale through Bandai (they pop up every 5 years when another Macross anniversary occurs…) are simple and easy to modify, and to me a kind of clean canvas for weird and colorful ideas. The VF-1 carries a huge creative potential.
This VF-1A was built almost OOB. I just made some minor mods, partly based on the design benchmark (see below). These include a pilot figure for the cockpit – actually a modified, HO (1:87) scale sitting soldier from Roco Minitanks; 1:100 pilot figures are hard to find, but I found that these squatted figures fill the cockpit and the relatively flat seat pretty well. A few characteristic blade antennae (four under the lower front fuselage and two behind the cockpit) were added.
Since this VF-1A was to be displayed in flight, the landing gear could be omitted and the covers mounted in closed position. The underwing ordnance was omitted and the pylons’ attachment points faired over. The handgun, hanging under the fuselage in flight mode, was replaced by a smoke generator and an associate tank - actually a drop tank from an Airfix 1:72 Saab Viggen. It also holds an adapter for a scratch-built display, which is taller and less obvious than the OOB offering.
Painting and markings:
This is where the actual work took place – and this Canadian VF-1 is a personal interpretation of a fictional custom Valkyrie profiles by CrazyCanuck, posted at macross.net in the fan art section (check
www.macross2.net/m3/forfansonly/crazycanuck/layouts-snowb... for reference).
There’s hardly a livery that does not suit the elegant VF-1, and I found the Snowbirds scheme very pleasing. I also liked the idea that the VF-1 would be used all over the world, with national adaptations like a Royal Navy(!) variant backed by official publications and source books. So, why not a Canadian Valkyrie?
For easy painting the kit was built in separate section (cockpit, fuselage with wings and butterfly tail, legs, head and the smoke generator), and the use of white AND red –together with yellow IMHO the most challenging tone to work with on models – scared me.
Due to the kit’s tininess I painted everything by brush with enamels. The basic tones are Humbrol 130 and 19, the latter turned out to be a very good representation of the Snowbirds’ deep scarlet red tone.
The cheatline all long the VF-1, literally from nose to feet, was created with decals. Most come from an 1:72 Snowbirds CL-141 Tutor sheet from Victoria productions in Canada (excellent stuff!), part of the trim had to be improvised and extended with generic blue and white decal sheet.
In contrast to the CrazyCanuck illustration, I decided to add Macross insignia instead of Canadian roundels – keeping in line with similar “nationalized” VF-1s in official source books. Some Canadian symbols like the flags on the fins, the roundels in the round depressions at the ankles and the huge Canadian flag on the starboard wing (a personal addition, the maple leaf is a decal while the rest was done with paint) were adopted, though, and they suit the Valkyrie well.
After basis painting was done I followed the engraved panel lines with a fine, very soft pencil. An experiment, because I just wanted a subtle emphasis esp. on the white surfaces, not the 2D/comic-style full black panel lines of former builds.
No other weathering was done, since this VF-1 was to look clean and bright. Finally, everything was sealed with a coat of gloss acrylic varnish, and the characteristic clear parts (visor on the head, position lights on the legs, laser muzzles, position lights) were laid out with acrylic silver and filled out with various shades of clear paint. Just small things, but they enhance the overall impression of the simple model kit a lot.
After a long time it’s a good feeling to build an VF-1 again, and creating a rather bright one was fun, even though the paint job was challenging. But patience and clever improvisation paid out: that Snowbird really stands out, the Snowbirds livery suits the VF-1 well! :-D