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Wanted to share another class work with you guys, this one's for a photoshop class though not illustrator.
We had to basically add in flora to the image, and develop the entire scene for a "client".
I think I'm so used to editing second life images it turned out a little more cartoony than I wanted... but bah XD *waves*
developed in diafine a then b then another 1.5 minutes in Acufine for an extra push. 78f. Shot at 1600 iso
I have tickets to a Charles Lloyd Concert at the Musical Instrument Museum. I am a member. I wanted to familiarize myself with the Museum before the concert so I toured it. It is an incredible treasure in my backyard. A target rich environment for photographers.
The sign reads:
Khong mon (gong chime)
Thailand, mid-20th c.
Bronze, wood, glass, cowskin
Typically played at Thai funerals,
these tuned gongs are mounted on a
frame decorated with the figure of a
thep kinnaree, a woman-swan hybrid
from Thai mythology.
MIM began with a vision to create a musical instrument museum that would be truly global. Realizing most musical museums featured historic, primarily Western classical instruments, MIM’s founder Bob Ulrich (then CEO of Target Corporation) was inspired to develop a new kind of museum that would focus on the kind of instruments played every day by people worldwide. A focus on the guest experience shaped every aspect of the museum’s development. From the beginning, our goal has been to deliver a musical experience that is enriching, inspiring, interesting, and fun.
Today, MIM has a collection of more than 7,500 instruments from more than 200 world countries and territories. The galleries reflect the rich diversity and history of many world cultures. But music and instruments also show us what we have in common—a thought powerfully expressed in our motto, music is the language of the soul.
MIM’s immersive exhibits foster an appreciation of diverse cultures and the craftsmanship and traditions of instrument makers from the past to the present. A visit to MIM is also about experiencing the sensory nature of music and how it affects our emotions. Through state-of-the-art, interactive media, guests can see the instruments, hear their sounds, and observe them being played in their original contexts.
en.wikipedia.org/wiki/Musical_Instrument_Museum_(Phoenix)
Musical Instrument Museum
MIM
Nataly.
Shot on Kodak Portra 800 @ EI400.
Developed in Fuji C41 X-Press kit on Jobo CPE2 processor.
Scanned in Nikon Scan 4.0.3 on Nikon Super Coolscan 8000 ED.
Manually inverted in Adobe Photoshop.
"Printed" in Dehancer plugin for Adobe Photoshop with "Kodak Endura Glossy Paper" profile.
Here is a third clouds and sky image that sat around unedited from the lazy days of summer. The clouds were beginning their usual afternoon roll out from the Rockies. The high peaks are already covered. The foothills will be next. I turned north up the Crane Hollow drive and noticed a hubub of cars parked and folks clustered. It looked like they were taking lessons from a painter at a spot I always glance at and have shot there before. I went on and pulled over up the road. My view wasn't in sight but I did kind of like the daily clouding lofting above the trees. I really like to do cloud work; I guess they like my clouds over on Eddie's site as well. Later on down the road, went for a few shots before I left. This sky suits me but more would be better! I thought it might be more than ordinary if I treated the clouds properly. I was about ready to give up anyway. Fortunately, some serious retouching has allowed me to start catching up on my back log. I will have to go through them and weed out the also-rans. I will prospect again tomorrow. I baled again the next morning.
Developing fruits.
They are ~3 inch diameter - one of the largest eucalypt flowers.
This image in Wikipedia now de.wikipedia.org/wiki/Eucalyptus_macrocarpa
Horizon Zero Dawn is an action role-playing video game developed by Guerrilla Games and published by Sony Interactive Entertainment. Story is set in the 31st century, in a world where humans have regressed to primitive tribal societies as a result of some unknown calamity. Their technologically advanced predecessors are vaguely remembered as the "Old Ones." Large robotic creatures known merely as "machines" now dominate the Earth. For the most part, they peacefully coexist with humans, who occasionally hunt them for parts. However, a phenomenon known as the "Derangement" has caused machines to become more aggressive towards humans, and larger and deadlier machines have begun to appear. There are three tribes that are prominently featured: the Nora, the Carja, and the Oseram. The Nora are fierce hunter-gatherers who live in the mountains and worship nature as the "All-Mother." The Carja are desert-dwelling city builders who worship the Sun. The Oseram are tinkerers known for their metalworking, brewing, and arguing. Aloy was cast out from the Nora tribe at birth, raised by an outcast named Rost (JB Blanc). As a child, she obtained a Focus, a small augmented reality device that gives her special perceptive abilities. After coming of age, Aloy (Ashly Burch) enters a competition called the Proving to win the right to become a Nora Brave, and by extension, a member of the Nora tribe. Aloy wins the competition, but the Nora are suddenly attacked by cultists. Aloy is almost killed by their leader Helis (Crispin Freeman), but is saved by Rost, who sacrifices himself to save Aloy from a bomb. When Aloy awakes, a Matriarch explains that the cultists had gained control of corrupted machines. Aloy also learns that as an infant, she was found at the foot of a sealed door. An Oseram foreigner called Olin (Chook Sibtain) informs Aloy that the cultists are part of a group calling themselves the Eclipse. Olin indicates that the reason Aloy was targeted by the Eclipse was due to her resemblance to an Old World scientist named Dr. Elisabet Sobeck (also voiced by Burch).
MiG-SPB "08 Red" and an early production Su-25 in echelon fomation over northern Afghanistan.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
In early 1968, the Soviet Ministry of Defense decided to develop a specialized shturmovik armored assault aircraft in order to provide close air support for the Soviet Ground Forces. The idea of creating a ground-support aircraft came about after analyzing the experience of shturmovaya (ground attack) aviation during World War II, and in local wars during the 1950s and 1960s. The Soviet fighter-bombers in service or under development at this time (Su-7, Su-17, MiG-21 and MiG-23) did not meet the requirements for close air support of the army. They lacked essential armor plating to protect the pilot and vital equipment from ground fire and missile hits, and their high flight speeds made it difficult for the pilot to maintain visual contact with a target. Ordnance load and loiter time were also insufficient.
In March 1969, a competition was announced by the Soviet Air Force that called for designs for a new battlefield close-support aircraft. Participants in the competition were the Design Bureaus of Sukhoi, Yakovlev, Ilyushin and Mikoyan.
Mikoyan OKB proposed two directions: First option were designs which were based upon proven technology of the MiG-21 and -23, with an eye on short development time – e. g. the LSSh and 27Sh concepts. The other approach was a more experimental type, designed from scratch, but this concept focused more radically on survivability and excellent low altitude agility, at the expense of speed and a short development time.
All MiG OKB designs were eventually rejected by the MoD, and effectively only Ilyushin’s Il-42 (later renamed into Il-102) and Sukhoi’s T-8 (the later Su-25) remained in the official competition. But Mikoyan’s second design showed potential and was considered as a basis for an advanced jet trainer. This aircraft was approved to be developed further, but not with high priority and outside of the official shturmovik competition. Anyway, it was a fallback option, should both main contenders fail.
The project received the internal development code ‘Izdeliye 1.43’, but the forthcoming aircraft was better known under its project handle MiG-SPB (Samolet Polya Boya – ‘armored combat aircraft’) or its nickname, ла́сточка (Lastochka = Swallow). Some sources claim that the type was also designated MiG-43, but it never received an official code, despite its front line test service (see below).
The MiG-SPB’s main design objective was superior maneuverability at low speeds and altitude. It offered the pilot excellent view and a high resilience to frontline combat situations. The aircraft’s most prominent trademark was its engine location: in overall layout, the MiG-SPB resembled Sukhoi’s T-8, with straight wings and two jet engines placed in nacelles at the fuselage flanks. But in order to protect the engines from gunfire and shield the hot exhaust gases from view (e .g. from IR seeker heads, esp. from MANPADS), the nacelles were placed above the mid-set wings, with the air intakes at wing leading edge level.
Despite carrying armor around the cockpit and the central fuselage, the aircraft was surprisingly slender and elegant – so slim that the rigid landing gear, which would allow operation from field air strips, retracted into fairings which also housed the internal gun on starboard and avionics on port. As a side benefit of this complex layout, the CoG was kept very centralized, so that agility was further improved. The tail was conventional, even though the vertical stabilizer was rather high and slender.
For its low altitude duties, a large wing area, high wing aspect ratio, and large ailerons were incorporated. The high aspect ratio wing also allowed for short takeoffs and landings, permitting operations from primitive forward airfields near front lines. It was planned that the type would typically fly at a relatively slow speed of 300 knots (350 mph; 560 km/h), loiter for extended periods and operate under 1.000 ft (300 m) ceiling with 1.5 mi (2.4 km) visibility. This would have made it a much better platform for the ground-attack role than contemporary fast fighter-bombers, which often gave difficulty targeting small and slow-moving targets, or finding them again for a second attack.
Originally, the MiG-SPB was powered by two Ivchenko AI-25 turbofan with 14.7 kN (3,300 lbf) each, basically the same engine that drove the Yak-40 regional jet airliner. In early 1981 these were replaced by two much more powerful Klimov RD-33M turbofans: non-afterburning versions of the engines that powered the Mikoyan MiG-29 fighter (under development at MiG OKB at that time) and which were also introduced in the production Su-25.
Armament comprised a fixed gun in the starboard fairing and 3.500kg (7.700 lb.) of external ordnance, carried on eight wing hardpoints plus a centerline pylon under the fuselage.
Originally, a two-barreled Gryazev-Shipunov GSh-23L 23 mm cannon with 350 rounds was fitted, but that soon gave way to a more powerful 30mm GSh-30-1 cannon which could fire armor-piercing shells at 1.800 rpm. The gun's maximum effective range was 1.200 to 1.800 m (3.900 to 5.900 ft.) and, in combination with the Klen-PS laser rangefinder/targeting system in the aircraft’s nose, it was extremely accurate as well as powerful, capable of destroying a target with as few as three to five rounds.
At least one pre-production aircraft was even fitted with a single-barreled 45mm cannon.
Further avionics included a DISS-7 Doppler navigation radar, coupled with a navigation system that permitted flight in day and night conditions, both in VMC and IMC (even though the aircraft did not feature an all-weather/attack capability), and providing flight data for the weapons-control system and flight instruments. Radios for air-to-ground and air-to-air communications were fitted, as well as a weapons-control system and a full self-defense suite, incorporating infra-red, flare and chaff dispensers capable of launching about 250 flares and dipole chaff. An SRO radar warning receiver that would alert the pilot of incoming attacks on the aircraft, as well as an SPO-15 radar homing & warning system (RHAWS) and an SO-69 identification-friend-or-foe (IFF) transponder were incorporated.
With no official support the MiG-SPB’s development went on slowly, but due to several delays and specification changes in the official shturmovik competition it kept up pace and was more or less ready just in time for direct comparison. The MiG-SPB prototype first flew on 14 February 1978 and began State acceptance trials on 12 October 1979. Since the secondary use as a trainer was still on the agenda, all prototypes and pre-production machines were two-seaters, even though the plane was still primarily intended for the ground attack role and accordingly equipped.
An order for a first batch of twenty pre-production machines was placed in November 1979, and five of these had been completed by the spring of 1980 and were undergoing pre-flight tests when the Soviet MoD decided to try the type under real conditions. Together with an initial batch of Su-25s a total of five MiG-SPBs with support crews and maintenance equipment were sent to Afghanistan.
On 19 July 1981 and with the new RD-33M engines already fitted, these aircraft arrived at Shindand Airbase in western Afghanistan and were assigned to the 201st Independent Shturmovaya Air Squadron, flying together with the first Su-25 unit deployed to that country. Their main task was to conduct air strikes against mountain military positions and structures controlled by the Afghan rebels. The MiG-SPB proved to be easy to handle, esp. under “hot and high” conditions.
Flight characteristics were closely comparable to the Su-25 and the aircraft gained a good reputation among the flight crews. But field maintenance was more complicated and the electronic systems proved not to be as reliable and sturdy as the Su-25’s, though. Another drawback was the lower ordnance load of 3.500kg (the Su-25 could theoretically carry 4.500kg), which suffered further in the thin air of the Afghan summer. Usually, only 1.000 kg were carried, unguided missiles or iron bombs being the most frequent weapons.
The MiG-SPB found its niche, though: the second seat made the MiG-SPB a formidable reconnaissance and observation aircraft. The MiG-SPBs were frequently used as forward air control aircraft which would locate and mark targets, guide other fighter bombers to them and later control/assess the attack success (BDA missions).
In the late months of employment, the rear seat was also taken up by a weapon officer who would steer guided weapons, when several smart bombs and missiles as well as their respective sensor and guidance packages were tried out under field conditions.
Over the course of the Soviet war in Afghanistan, five more MiG-SPB were transferred to Afghanistan in order to keep a minimum of four machines active at all times. The aircraft performed a total of roundabout 2.500 combat sorties, ~250 per aircraft (less than the Su-25, which clocked 340 and more). Between the first deployment in 1981 and the end of the tests in April 1983, one aircraft was lost in combat operations, another one crashed in a landing accident. When NATO became aware of the type in late 1982, the MiG-SPB received the code name ‘Flintstone’.
In the end, the MiG-SPB had no future. After a long development process for the new shturmovik, the Su-25 surpassed its main competitor in the Soviet Air Force competition, the Ilyushin Il-102, as well as the MiG-SPB, and series production of Sukhoi’s type was announced by the Ministry of Defense. Since the trainer option did not show any future potential (meanwhile, the smaller and much less costly L-39 Albatros had been chosen as jet trainer), further development of the MiG-SPB was stopped – even though the experience with the type would later be incorporated into the MiG-AT trainer aircraft.
General characteristics (as flown)
Crew: Two (one pilot, one observer/WO)
Length: 15.19 m (50 ft 5½ in) incl. pitot
Wingspan: 14.79 m (49 ft 1½ in)
Height: 4.26 m (14 ft 2 in)
Wing area: 37.19 m² (400.3 ft²)
Empty weight: 9.890 kg (21.784 lb)
Loaded weight: 14.150 kg (31.186 lb)
Max. take-off weight: 17.200 kg (37.885 lb)
Powerplant:
2 × Klimov RD-33M turbofans, 44.18 kN (9,480 lbf) each
Performance:
Maximum speed: 890 km/h (553 mph)
Combat radius: 400 km (250 mi)
Ferry range: 2,500 km (1,553 mi)
Service ceiling: 7,500 m (25,000 ft)
Rate of climb: 58 m/s (11,400 ft/min)
Wing loading: 490 kg/m² (100 lb/ft²)
Thrust/weight: 0.52
Armament:
1× GSh-30-1 30mm cannon with 300 rounds
9 hardpoints for up to 3.500 kg (7.700 lb) of disposable external ordnance, including rails for 2 × R-60 (AA-8 'Aphid') or other air-to-air missiles for self-defense and a wide variety of general-purpose bombs, cluster bombs, gun pods, rocket pods, laser- or TV-guided bombs, and air-to-surface missiles.
The centerline pylon was usually only used for sensor or reconnaissance pods.
The four inner wing hardpoints were ‘wet’ for 800l drop tanks.
The kit and its assembly:
I think it’s the first time that I convert a helicopter into an aircraft. But ESCI’s fictional Ka-34 ‘Hokum’ (probably only based on satellite pictures from above and vague sketches of the real thing, the Ka-50) is so sleek and aircraft-like – why not give it a try?
My idea behind this purely fictional whif was to build a contender to the Su-25 and its real introduction story, with the long development phase since the late 60ies, the competition with the Il-102 and the Afghanistan trials. Even the submissions of Mikoyan OKB are real (yet rejected…), but my SPB was an additional design outside of the “proven technology” sandbox.
So, the Ka-34 fuselage and the ground attack role were clear and defined further design elements.
Looking for suitable straight wings I came at first across Revell’s 1:100 SnapFit A-10 as a donation kit for the wings, but these turned out to be too small. When I rummaged for alternative parts I finally found an ancient (25 years? Its white polystyrene was thoroughly yellowed…), half-built Airfix A-1 – a horrible kit which now found its final and good use! So, effectively, my MiG-SPB is a kit-bashing of two kits with some extra donations.
The Ka-34’s fuselage was more modified than initially intended: the main rotor mount was faired over and the tail fin cut away, because it looked too small/slender/modern for the massive and straight A-1 wings.
I kept the Ka-34’s original nose, but flattened its top for a better field of view and added a window in the nose for a laser range finder with fixed glazing (much like the Su-25). Some antennae, an OoA sensor and pitots were added, too. Cockpit and landing gear were taken OOB, but I added new seats and pilot figures as well as bigger wheels (from an A-7).
Other external changes include bigger engine nacelles, from a Hobby Boss Me 262. They are mounted backwards, though, and their interior outfitted with new parts from the scrap box. I left them in their helicopter-like high position above the wings, but had to raise their position due to thick A-1 wings.
Ultimately, all tail stabilizers come from the A-1 kit, since they’d fit well in size and shape. The wings were modified in so far that I filled the A-1’s landing gear wells (covers were gone, used 2C putty) and tried to hide the folding wing lines. Weapon hardpoints come from A-7 and F-16 kits, the ordnance of two B-13L and two B-8M rocket pods comes from an ICM Soviet air-to-ground weapon sets – the choice reflects the FAC duty of the type in the hot-and-high Afghanistan environment, so only unguided rockets for target marking and against small, soft targets are carried, plus two R-60 for self-defense.
Painting and markings:
Normally I keep whifs rather subtle, but this time I gave the MiG-SPB a rather weird camouflage scheme. The MiG-SPB’s stylish three-tone clover pattern has actually been applied to Soviet Mi-24 helicopters, and a similar wrap-around scheme (in olive green, though) can be found on some Ukrainian Su-25. I found this scheme very attractive, and since it looks IMHO very Russian the MiG-SPB was a nice occasion to try it out – the colors even matching the dusty/mountainous Afghanistan theatre where the model would have been used, according to its fictional story.
Basic upper colors are Humbrol 168 and ‘clover leafs’ in 84 and 98 (Hemp, Mid-Stone and Chocolate, in these “levels” above each other), later ‘tamed down’ trough dry painting with shades of light beige and grey, for a worn and bleached look.
This pattern is utterly effective in order to break up contours: Even when the thing just sat on the work bench it was hard to tell where its front or rear end would be, or how the fuselage and wing intersection would look like in detail. And it even looks flashy…
Lower side was painted in Humbrol 65 – pretty bright, but such tones are typical for Soviet/Russian aircraft.
Additionally, the whole thing received a light wash with black ink in order to emphasize panel line and details and the leading edges were lightly dry-brushed with silver.
Most markings come from the scrap box, insignia, tactical code and some emblems like the MiG OKB badge come from an Authentic Decals 1:72 MiG-29 aftermarket sheet, most stencils from the vast X-20M missile decal sheet from ICM.
All in all a nice project which was based on a spontaneous idea. But it came out better than expected, concerning both the aircraft itself but also the weird cammo scheme, which will certainly pop up under other circumstances (mecha?)!
with lubitel 166U on kodak TMAX 400 @400
developed in D76 stock, 7:30min
epson v600 negative scan
The Long Goodbye
A 365 midlife-crisis self-portrait project
Documenting my 39th year
Camera: Rolleiflex 6008i
Lens: Rollei 120mm F/4 Makro-Planar HFT PQ
Focal length: 120mm
Aperture: f5.6
Exposure: 1/2
Film: Ilford Delta 3200 @ 6400
Rollei Teleconverter 2x
Developed with rotation technique.
Developer: Ilford DD-X
Stop Bath: Ilford Ilfostop
Fixer: Ilford Rapid Fixer
The Chincoteague Pony, also known as the Assateague horse, is a breed of pony that developed and lives in a feral condition on Assateague Island in the United States states of Virginia and Maryland. The breed was made famous by the Misty of Chincoteague series written by Marguerite Henry starting in 1947. While phenotypically horse-like, they are commonly called "ponies". This is due in part to their smaller stature, created by the poor habitat present on Assateague Island. Variation is found in their physical characteristics due to blood from different breeds being introduced at various points in their history. They can be any solid color, and are often found in pinto patterns, which are a favorite with breed enthusiasts. Island Chincoteagues live on a diet of salt marsh plants and brush. This poor-quality and often scarce food combined with uncontrolled inbreeding created a propensity for conformation faults in the Chincoteague before outside blood was added beginning in the early 20th century.
Several legends are told regarding the origins of the Chincoteague, with the most popular being that they descend from survivors of wrecked Spanish galleons off the Virginia coast. It is more likely that they descend from stock released on the island by 17th century colonists looking to escape livestock laws and taxes on the mainland. In 1835, the practice of pony penning began, with settlers rounding up ponies and removing some of them to the mainland. In 1924 the first official "Pony Penning Day" was held by the Chincoteague Volunteer Fire Company, where ponies were auctioned as a way to raise money for fire equipment. The annual event has continued in the same fashion almost uninterrupted to the present day.
from Wikipedia the Free Encyclopedia
Thank you everyone for all your well wishes and thoughtful comments, very much appreciated, I had a viral thingy. Have a beautiful Sunday!!!
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The "Entwicklung" tank series (= "development"), more commonly known as the E-Series, was a late-World War II attempt by Germany to produce a standardized series of tank designs. There were to be six standard designs in different weight classes, from which several specialized variants were to be developed. This intended to reverse the trend of extremely complex tank designs that had resulted in poor production rates and mechanical unreliability.
The E-series designs were simpler, cheaper to produce and more efficient than their predecessors; however, their design offered only modest improvements in armor and firepower over the designs they were intended to replace, such as the Jagdpanzer 38(t), Panther Ausf.G or Tiger II. However, the resulting high degree of standardization of German armored vehicles would also have made logistics and maintenance easier. Indeed, nearly all of the E-series vehicles — up through and including the E-75 — were intended to use what were essentially the Tiger II's eighty centimeter diameter, steel-rimmed road wheels for their suspension, meant to overlap each other (as on the later production Tiger I-E and Panther designs that also used them), even though in a much simplified fashion.
Compared with the earlier designs, the amount of drilling and machining involved in producing the Standardpanzer designs was reduced drastically, which would have made them quicker, easier and cheaper to produce, as would the proposed conical spring system, replacing their predecessors' torsion bar system which required a special steel alloy.
Focus of initial chassis and combat vehicle development was the E-50/75 Standardpanzer, designed by Adler, both being mostly identical and only differing in armor thickness, overall weight and running gear design to cope with the different weights.
There were also lighter chassis variants, though, including the light E-5 and E-10 for armored, tracked reconnaissance vehicles and the E-25. The E-25 designs, in the 25-50 tonnes weight class, were to be the replacements of all Panzer III and Panzer IV based designs, with Alkett, Argus and Adler, with involvement of Porsche. This family would include medium reconnaissance vehicles, medium Jagdpanzer and heavy Waffenträger, using five Tiger II style road wheels per side, combined with "slack-track" design. Track propulsion was switched to a rear drive sprocket, as a consequence of mating the engine and the gearbox into a tail-mounted, single and very compact power pack that made the voluminous and heavy power train through the hull obsolete. This allowed the gun mount to be directly attached to the hull floor, which lowered the overall silhouette, and the gained space offered more room for the crew’s operations as well as for ammunition storage.
The medium tank hunter received high priority and the project was called Jagdpanzer E-25/88 and ran under the inventory ordnance number "SdKfz. 198"; . It was to replace various Panzer IV tank hunters and the light "Hetzer" from 1945 onwards, which all either suffered from insufficient firepower, lack of mobility, or armor. Another tank the E-25/88 would replace was the excellent but complex and expensive Jagdpanther with its 8.8 cm Pak 43/3 or 43/4 L/71 cannon.
The Jagdpanzer E-25/88 was to eradicate all problems of the Panzer IV tank hunter family and combine the benefits from all former types, including the powerful 8.8cm PaK, which could take down any Allied tank around late 1944 at considerably distances. Even though the E-25 tank hunter was initially to be outfitted with the proven 7.5 cm/L70 gun from the Jagdpanzer IV and the Panther battle tank, it was surmised that this armament would not be enough for the enemy's next generation tanks.
Beyond its heavy armament, the new tank hunter was to offer good protection through armor and hull shape alike, as well as high mobility, while keeping overall weight at around 30 tons (the Jagdpanzer IV weighed roundabout 25 tons, while the much bigger Jagdpanther weighed 45 tons) and overall size smaller than the Jagdpanther.
Heavier tank hunters than the E-25/88, based of the new E-50 and E-75 chassis were under development in parallel, but they were all to carry heavier guns, including the 12.8 cm PaK and newly developed 10.5 cm and 13 cm cannons. An E-100 SPG on the drawing board (called "Krokodil") was to carry a 15 cm or even a 17.5 cm anti tank gun.
In late 1944, with the Allied invasion in the West and rising pressure from the East, anti tank and assault SPGs were direly needed and the rejuvenation of the German tank force was sped up in a hurry. As a consequence the Jagdpanzer E-25/88 was prematurely ushered into production before the medium E-25 chassis development had been fully completed.
As a stopgap solution, initial production tanks were outfitted with a Henschel running gear that dated back to the canceled VK20 and VK30 tank program, and these vehicles were later re-designated SdKfz. 198/1 (while the vehicles with the new/standardized running gear became the SdKfz. 198/2). However, its overlapped and interleaved roadwheel-based suspension system (called “Schachtellaufwerk”) was a considerable improvement against the Panzer IV design, even though it was more complex than the final E-25 system. Around 80 vehicles were produced with the Henschel suspension until production was switched to the simplified Alkett suspension based on the unified wheels of the bigger Einheitspanzer types.
The upper hull remained basically the same throughout production, though, and was based on proven principles. To accommodate the heavy-calibre gun, much as on previous unturreted tank destroyers, the glacis plate and sloped hull sides of the Jagdpanzer E-25/88 were extended up into an integral, turretless fixed casemate as part of the main hull itself, providing a relatively roomy interior. The Jagdpanzer E-25/88 had side armour of up to 60 mm, frontal and gun mantlet armour was 80mm. The E-25's engine was a Maybach HL 101 with 550 PS (539 hp, 341 kW), another recognizable improvement in comparison with its frequently underpowered predecessors. Maximum speed was up to 52 km/h (32 mph) on level ground, and the interleafed running gear allowed a smooth ride and high speed even in rough terrain - even though the complex design meant that the wheels could clog up easily with heavy mud or snow.
The gun was mounted in a central "Saukopf" mantlet, similar to the Jagdpanzer IV, and had a limited traverse of 11° to each side, with an elevation of −8° to +15°. 50 rounds for the main gun could be stowed. A single 7.92 mm MG-34 machine gun for frontal defence and against soft ground targets was carried in a ball mount on the right side of the front glacis plate, operated by the wireless operator. Another MG-34 was mounted in a remotely controlled turret on top of the hull, operated by the commander who sat under a cupola with seven periscopes for a good field of view. This machine gun was, in later production tanks, to be replaced by a 30mm MK 108 (actually a compact, belt-fed aircraft machine gun), but this was never carried out since MK 103 production was completely allocated to the Luftwaffe. The driver sat on the left. The gunner had a visual rangefinder and a periscope telescopic sight. The periscope - linked to the gun mount - was under an armored housing on the roof.
In service the vehicle was, due to its crouched silhouette, unofficially called "Dachs" (Badger), a name that was quickly adopted in official circles, too. The first vehicles reached Western front line units along the Rhine in March 1945. They proved to be very successful and popular with its crews, because the tank was agile, easy to handle and less cramped than most of its predecessors. Total production reached 250 vehicles until the end of hostilities, and many of the E-25/88s design features were later incorporated into the post WWII “Jagdpanzer Kanone” for the German Bundeswehr.
Specifications:
Crew: Five (commander, gunner, loader, radio operator, driver)
Weight: 31 tonnes (34.5 short tons)
Length: 6.98 metres (22 ft 10 in) (hull only)
9.93 metres (32 ft 6 1/2 in) incl. gun
Width: 3.20 metres (10 ft 6 in)
Height 2.48 metres (8 ft 1 1/2 in)
Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)
Suspension: Torsion bar
Fuel capacity: 450 litres (120 US gal)
Armor:
10–80 mm (0.4 – 3.15 in)
Performance:
Speed
- Maximum, road: 52 km/h (32 mph)
- Sustained, road: 42 km/h (26 mph)
- Cross country: 16 to 25 km/h (9.5 to 15.5 mph)
Operational range: 210 km (130 mi)
Power/weight: 17,74 PS/tonne (16 hp/ton)
Engine:
V-12 Maybach Maybach HL 101 gasoline engine with 550 PS (539 hp, 341 kW)
Transmission:
ZF AK 7-200 with 7 forward 1 reverse gears
Armament:
1× 8.8 cm KwK 43/4 L/71 with 50 rounds
2× 7.92 mm MG 34 machine guns with a total of 5.200 rounds
(one in the casemate front and a remote-controlled gun on the commander's cupola)
The kit and its assembly:
It does not look spectacular, but this compact tank hunter is a major kitbashing, inspired by - but not necessarily an exact model of - the real but unrealized German E-25 Jagdpanzer project.
Things started with a leftover chassis from a Trumpeter "Sturer Emil" SPG with an early interleaf suspension design and a relatively long hull. I wanted to save it and incorporate it into a Heer '46 design, and soon the idea of a Jagdpanzer IV successor was born. Selling it as an E-25 design and incorporating a bigger gun was a logical step.
The build was very pragmatic. The lower hull with the wheel attachments was taken OOB, but it was shortened by 5mm. This was achieved by simply taking away a plug behind the last road wheel and in front of the sprocket wheel, which was moved from the front to the rear end.
While this sounds simple, the attachment points’ different diameters and the need for a sturdy construction (due to the kit’s vinyl tracks) posed quite a challenge. In the wake of this modification, the track’s support wheels were deleted, too, for the E-25’s simplified “slack track” layout. The tracks were shortened accordingly, and mounted/fixed with super glue (as one of the final steps after painting).
The upper hull comes basically from an Armorfast Jagdpanther, after several trials with a Jagdpanzer IV, a Brummbär and even a potentially scratched casemate. The Jagdpanther hull was reduced in height, though, and also slightly shortened, so that the new tank would be more compact than a Jagdpanther and also differ in the silhouette.
In order to change the look even more, the “Saukopf” gun mantlet from a Jagdpanzer IV/70 was implanted (even though with an 8,8cm barrel), as well as the vehicle’s protective shields for the motor deck. Overall hull width was adapted to the Sturer Emil tracks through mudguards.
The machine gun turret was scratched, and some other details changed or added, including some periscopes, a Panzer IV commander cupola and some equipment pieces on the mudguards.
Painting and markings:
This time, I wanted a disruptive scheme for this tank hunter, and adopted a rather simple livery for the E-25/88: a uniform RAL 6003 Olivgrün for the upper hull (appied with a rattle can, plus a hush with RAL 6011 on the upper surfaces), with a dense, irregular pattern of sand/yellow blotches - lighter than the authentic RAL 7028 Dunkelgelb, though (I have used Humbrol 103, Cream).
Wheels and the lower hull flanks (behind the running gear) were painted in RAL 7028 Dunkelgelb (RAL 8000, which comes pretty close, IMHO).
Similar schemes were, for instance, applied to some Ferdinand tank Hunters, operated in Italy and the Eastern Front, but also on Jagdpanthers at the Western front (e. g. in Belgium). The result reminds a bit of a Giraffe, or of the unique British "net" scheme applied to tanks on Malta.
On top of the basic paintwork, a dark brown washing was added and the edges further emphasized through dry-brushing with light grey and pale sand tones, plus some acrylic silver.
Once the wheels and tracks were fitted into place and the few decals applied, a coat of matt acrylic varnish was added. Finally, dust and dry mud were simulated with mixed pigments, applied with a soft brush onto wet stains of varnish.
This E-25 tank hunter model looks pretty conclusive, and at first glance it looks very German, because it incorporates many typical design features. But the more you look the more “unique” it looks, e. g. through the low Schachtellaufwerk, the lowered Jagdpanther upper hull and its combination with the Saukopf gun mantlet from the Jagdpanzer IV. It looks very purposeful, and the paint scheme appears to be very effective, too, blurring the outlines and details well.
Some background:
]The VF-4 Lightning III began development in 2005 under the initial designation of the VF-X-4. Developed as a successor craft to the VF-1 Valkyrie, the VF-4 Lightning III was designed as a variable fighter that emphasized mobility in outer space.
The VF-4's development began with the prototype VF-X-4 and the VF-X-3. However, when Earth was devastated in Space War I the loss of military facilities also resulted in loss of the VF-X-3. Amongst the airframes under development exist prototype No. 1 craft, VF-X-4V1 and the trial manufactured VF-4A-0 and thus the surviving VF-X-4 was developed and completed as the VF-4 Lightning III. A trial-produced variable fighter, designated the VF-4A-0, was also built using 25% VF-1 Valkyrie parts.
VF-X-4 underwent flight tests, including being test piloted by Space War I veteran Hikaru Ichijo. Once successful operational models were ready, the VF-4 began mass production on February 2012. Initial deployment began on the SDF-2 Megaroad-01 in VF-1 Skull and SVF-184 Iron Chiefs Squadrons on September 2012. When the SDF-2 Megaroad launched in the same month, Hikaru Ichijō flew a VF-4 alongside the new colonization vessel as the ship lifted from Earth and began exploration outside of the Sol system.
As a result of integrating existing Overtechnology and Zentradi-series technology, the VF-4 had a characteristic three-hulled-type airframe structure remarkably different from the conservative VF-1 Valkyrie design. The three-hulled style of the VF-4 increased fuselage volume, propellant capacity and armament load capability that all resulted in a 40% improved combat ability over the VF-1. Fully transformable, the VF-4 could shift into Battroid and Gerwalk modes like previous variable fighters.
However, the VF-4 did suffer minor mobility problems within an atmosphere and the new type was primarily deployed to the Space Air Corps of emigrant fleets to serve as the main fighter craft of the UN Forces in the 2020s. It was because flight performance within the atmosphere was not as good as the VF-1 that the VF-5000 Star Mirage became the main combat craft within atmosphere, while the VF-4 operated mainly in outer space.
Built as a space fighter, the VF-4 primary weapons became two large beam cannons, though the craft was capable of carrying a GU-11 gun pod in Gerwalk and Battroid modes. In addition to the powerful primary beam guns, the Lightning III also featured twelve semi-recessed long-range missiles, as well as underwing pylons for additional missiles and other stores.
The VF-4 was only slightly heavier than the VF-1, but featured considerably more powerful engines, making the craft ideal for operations deeper out in space. The Lightning III was also much faster in the atmosphere than the older VF-1, although the VF-4’s flight mobility performance was not as great.
The VF-4 was also notable as the first production variable fighter to utilize a HOTAS system (Hands On Throttle And Stick) for the cockpit HMI (Human-Machine Interface). Furthermore, the VF-4's cockpit was laid out as a single hexagonal MFD (Multi-Function Display) that proved so successful that it was retrofitted into "Block 6" VF-1 fighters, as well as providing the template for all future variable fighter cockpits.
By the end of 2015, mass production of the VF-1 series at last had come to an end. From 2020 onward, the VF-4 Lightning III officially replaced the VF-1 to become the main variable fighter of U.N. Forces. Production of the VF-4 continued for a decade and ceased in 2022, with a total of 8,245 Lightning III variable fighters produced.
The VF-4 variable fighter remained in active service into the late 2040's but was complemented or substituted in many branches of the UN Forces by the cheaper and more atmospherically maneuverable VF-5000 Star Mirage. The VF-4 Lightning III was eventually replaced as the main variable fighter of U.N. Spacy in the later half of the 2030s by the VF-11 Thunderbolt.
General characteristics:
Manufacturer: Stonewell/Bellcom
Equipment Type: Variable fighter
Government: U.N. Spacy, U.N. Space Marines
Introduction: 2012
Operational Deployment: September 2012
Dimensions:
Accommodation: pilot only
Fighter Mode: wingspan 12.65 meters; height 5.31 meters; length 16.8 meters
Mass: empty 13.95 metric tons
Structure: space metal frame, SWAG energy conversion armor
Powerplant:
2x Shinnakasu/P&W/Roice FF-2011 thermonuclear turbine engines,
rated at 14,000 kg (137.34 kN) each
2x dorsal rocket engines (mounted on top of the main thermonuclear turbine engines)
2x ramjet engines (embedded into the inner wing sections)
P&W HMM-1A high-maneuverability vernier thrusters
Performance:
Fighter Mode: Mach 3.02 at 10,000 m
Mach 5.15 at 30,000+ m
Thrust-to-weight ratio: (empty) 2.01 (rating for turbine engine thrust ONLY)
g limit: unknown
[Armament:
2 x large beam cannons in forward engine nacelles
12x semi-recessed long range missiles (mounted on engine nacelles and ventral fuselage)
8x underwing pylons for missiles, gun pods an/or drop tanks
The kit and its assembly:
Well, this build has been lingering for almost 25 years in the back of my mind. It just took so long that a suitable IP kit (with a reasonable price tag) would materialize!
The original inspiration struck me with a VF-4 profile in the source book "This is animation special: Macross PLUS" from 1994, which accidently fell into my hands in a local Japanese book store. Among others, a side and top view profile of an aggressor VF-4 in an all-brown, Soviet-style paint scheme was featured. At that time I found the idea and the scheme pretty cool, so much that I even built a modified 1:100 VF-1 as a ground attack aircraft in this paint scheme.
However, the original VF-4 profile from the source book had always been present, but for years there had been no affordable kit. There have been garage/resin kits, but prices would start at EUR 250,-, and these things were and are extraordinarily rare.
Things changed for the better when WAVE announced an 1:72 VF-4 kit in late 2016, and it eventually materialized in late 2017. I immediately pre-ordered one from Japan (in a smart move, this even saved money) and it eventually turned up here in Germany in early 2018. Patience pays out, it seems...
I had preferred a 1:100 kit, though, due to space issues and since almost any other Macross variable fighter model in my collection is in this small scale, but I am happy that a decent VF-4 kit at all appeared after so many years!
Concerning the WAVE kit, there’s light and shadow. First of all, you have to know that you get a VF-4A. This is mentioned nowhere on the box, but might be a vital information for hardcore modelers. The early VF-4A is a rather different aircraft than the later VF-4G, with so fundamental differences that it would warrant a completely new kit! On the other side, with a look at the kit’s parts, I could imagine that a VF-4B two-seater could be easily realized in the future, too.
The kit is a solid construction, a snap-fit kit molded in different colors so that it can be built without painting. This sounds toy-like, but - like many small scale Bandai Valkyrie kits - anything you ask for is actually there. When you use glue and put some effort into the kit and some donor parts, you can make a very good model from it.
The kit's box is pretty oversized, though (any sprue is shrink-wrapped, horrendous garbage pile and wasted space!), and the kit offers just a single decal (water-slide decals, not stickers) option for a Skull Squadron VF-4A – AFAIK it’s Hikaru Ichijoe’s machine that appears in one of the Macross Flash Back 2012 music videos, as it escorts the SDF-02 “Megaroad” colonial ship after launch from Earth towards the center of our Galaxy.
The parts are crisply molded, and I actually like the fact that the kit is not as uber-engineered as the Hasegawa Valkyries. You can actually call the WAVE kit simple - but in a positive sense, because the parts number is reduced to a minimum, material strength is solid and the kit's construction is straightforward. Fit is excellent – I just used some putty along the engine gondolas due to their complex shape, but almost anything else would either fit almost perfectly or just call for some sanding. Impressive!
Surface details etc. are rather basic, but very crisp and emphasized enough that anything remains visible after adding some paint. However, after all, this aircraft is just a fictional animation mecha, and from this perspective the kit is really O.K..
After building the kit I most say that it's nothing that leaves you in awe, and for a retail price of currently roundabout EUR 50-70,- (I was lucky to get it for an early bird deal at EUR 40,-, but still pricey for what I got) the kit is pretty expensive and has some weaknesses:
The model comes with a decent (= simple) cockpit and a very nice and large pilot figure, but with no ordnance except for the semi-recessed long-range missiles (see below). The cockpit lacks any side consoles, floor or side wall details. If you put the pilot into the cockpit as intended, this is not a big issue, since the figure blocks any sight into the cockpit’s lower regions. However, the side sticks are molded into the pilot’s hands, so that you have to scratch a lot if you want to present the cockpit open and with an empty seat.
The landing gear is simple, too, and the wells are very shallow (even though they feature interior details). As a special feature, you can switch with some extra parts between an extended or retracted landing gear, and there are extra parts that allow the air intakes and some vectoring nozzles to be closed/extended for orbital operations. However, detail fetishists might replace the OOB parts with the landing gear from an 1:72 F-18 for an overall better look.
Provisions for underwing hardpoints are actually molded into the lower fuselage part (and could be punched/drilled open - another indication that more VF-4 boxings with extra sprues might follow?), but the kit does not come with any pylons or other ordnance than the dozen fuselage-mounted AAMs. Furthermore, the semi-recessed missiles are just that: you only get the visible halves of the only provided ordnance, which are simply stuck into slits on the model’s surface. As a consequence, you have to mount them at any rate – building a VF-4 for a diorama in which the missiles are about to be loaded would require massive scratch-building efforts and modifications.
Another problem indirectly arises when you put some effort into the kit and want to clean and pre-paint the missiles before assembly: every missile is different and has its allocated place on the VF-4 hull. The missiles are numbered – but only on the sprue! Once you cut them out, you either have to keep them painstakingly in order, or you will spend a long evening figuring out where which missile belongs! This could be easily avoided if the part number would be engraved on the missiles’ back sides – and that’s what I actually did (with a water-proof pen, though) in order to avoid trouble.
The clear canopy is another issue. The two parts are crystal-clear, but, being a snap-fit kit, the canopy parts have to be clipped into the fuselage (rear part) and onto a separate canopy frame (front part). In order to fit, the clear parts have cramps molded into their bases – and due to the excellent transparency and a magnifier effect, you can see them easily from the outside – and on the inside, when you leave the cockpit open. It’s not a pretty solution, despite the perfect fit of the parts.
One option I can think of is to carefully sand the cramps and the attachment points away, but I deem this a hazardous stunt. I eventually hid the cramps behind a thin line of paint, which simulates a yellow-ish canopy seal. The extra windscreen framing is not accurate, but the simplest solution that hides this weak point.
The kit itself was built OOB, because it goes together so well. I also refrained from adding pylons and ordnance – even though you can easily hang anything from Hasegawa’s VF-1 weapon set under the VF-4’s wings and fuselage. A final, small addition was a scratched, ventral adapter for a 3.5 mm steel rod, as a display for the flight scene beauty pic.
Painting and markings:
As mentioned above, the livery is based on an official profile which I deem authentic and canonical. My aircraft depicts a different machine from VFT-127, though, since I could not (and did not really want to) 100% replicate the profile's machine from the Macross PLUS source book, "13 Red". Especially the squadron’s emblem on the fin would create massive problems.
For the two-tone wrap-around scheme I used Humbrol 72 (Khaki Drill) and 98 (Chocolate Brown), based on the printed colors in the source book where I found the scheme. The pattern is kept close to the benchmark profile, and, lacking an underside view, I just mirrored the upper scheme. The starboard side pattern was guesstimated.
As a second-line aggressor aircraft, I weathered the VF-4 with a black ink wash, some post-shading with various lighter tones (including Humbrol 160, 168, 170 and 187) and did some wet-sanding treatment for an uneven and worn look.
Interior surfaces were painted according to visual references from various sources: the landing gear and the air intakes became white, while the cockpit was painted in RAF Dark Sea Grey.
In order to add some color to the overall brown aircraft I decided to paint the missiles all around the hull in white with tan tips – in the profile, the appear to be integrated into the camouflage, what I found dubious.
Most stencils come from the OOB sheet, but I added some more from the scrap box. The grey "kite" roundels come from an 1:72 Hasegawa Macross F-14 Tomcat kit sheet, which I acquired separately for a reasonable price. Even though it took four weeks to be delivered from Asia, the investment was worthwhile, since the sheet also provided some useful low-viz stencils.
The VAT-127 “Zentraedi Busters” unique tail insignia was more complicated, because these had to be printed at home. As a side note, concerning the fin marking, I recently found a translation of the benchmark profile's text on mahq.net, which is interesting: "The Regult within the targeting reticle on the tail met with disapproval from micronized Zentraedi pilots, and so was only used for a short time." The comment also reveals that the original aircraft's modex is "713", not just "13" as depicted, so I tried to reflect these details on my build, too.
I eventually settled for a solution that was partly inspired by the kit’s OOB fin marking and the wish for more contrast for the motif: I scanned the original Regult pod illustration from the source book and printed it on white decal sheet. This was sealed with two layers of glossy acrylic varnish (applied with a rattle can) and then cut into a white field that fills the fixed part of the fin (using the WAVE kit’s OOB fin markings as reference). Once in place and dry, two black outlines were added separately (generic decal material) which help blend the decal and the surroundings. Finally, thin strips of silver decal sheet were used for the fins’ leading edges.
This design variation, compared with the original “13 Red” illustration, led to the idea of a flight leader’s machine with slightly more prominent markings. In order to take this concept further I also gave the aircraft a white stripe around the front fuselage, placed under the kite roundel and again with black outlines for a consistent look. It’s not much different from “13 Red”, but I think that it looks conclusive and, together with the white fin markings and the missiles, livens up the VF-4’s look.
The appropriate flight leader tactical code “01 Red” was puzzled together from single digits from a Begemot Su-27 sheet, the rest of the bort numbers were taken from the OOB sheet (which incidentally feature a “01” code, too).
Concerning the OOB decal sheet, there’s much light but also some deep shadow. While the register is excellent and the carrier film flexible enough to lay down smoothly, the instructions lack information where to place the zillion of stencils (“No step” and “Beware of Blast” stuff) are to be placed! You only get references for the major markings – the rest has either to be guessed, OR you are in possession of the VF-4 source book from Softbank Publishing which was (incidentally?) released in parallel with the WAVE kit. This mecha porn offers an overview of all(!) relevant stencils on the VF-4A’s hull, and ONLY with this information the exhaustive decal sheet makes some sense…
As final steps, the VF-4 received some dry-brushing with light grey around the leading edges, some chipped paint was simulated with dry-brushed aluminum and, finally, light soot stains around the vectoring nozzles all around the hull and the weapon bays were created with graphite. Then the kit was sealed with matt acrylic varnish (Italeri).
Well, in the end, it’s not a carbon copy of the inspiring illustration, but rather another machine from the same squadron, with more creative freedom. I stayed as true to the benchmark as possible, though, and I like the result. Finally, after almost 25 years, I can tick this project off of my long ideas and inspiration list.
Considering the kit itself, I am really torn. I am happy that there finally is a VF-4 IP kit at all after so many years, but to me it’s a contradictive offer. I am not certain about the target group, because for a toy-like snap-fit kit it’s too detailed and expensive, but for the serious modeler it has some major flaws.
The biggest issue is the kit’s horrendous price – even if it would be more detailed or contained some fine resin or PE parts (which I would not want, just a “good” plastic kit). Sure, you can put some effort into the kit and improve it, e .g. in the cockpit or with a donor landing gear, but weak points like the “flat” missiles and the lack of proper bays for them are IMHO poor. For the relatively huge price tag I’d hoped for a “better” OOB offer. However, the kit is easy to build and a good representation of the Lightning III, and I am curious if there are kit variants in WAVE’s pipeline?
Camera: Leica M6
Lens: 50mm Voigtlander
Film: 35mm Kodak Ektar 100
Developed in C41 with AGO Processor
Scanned with Epson v600
picassocam pinhole camera, paper negative, 8 sec exp, developed in Caffenol C, colorized in Photoshop.
The eastern border of California along Interstate 8 is the location of some really great, expansive sand dunes! My kids really wanted to visit, because the Tatoonie scenes of Star Wars were filmed here. I really wanted to try and capture the Dunes in pinhole, hoping the wide-angled nature of my cameras might capture it's utter vastness.
I am still trying to decide if that vastness was captured or not. It seems that the wide-angleness flattened out the inclines of the sand slopes, making the landscape seem more even elevation-wise than it actually was.
As far as the brightness of the scenes went, I was lucky that an approaching storm made the skies partly cloudy, so the bright sand under a semi-bright sky didn't make my exposures too squirrely. Still, exposure times were about 1/3 of what I am used to, so it was pretty bright!
There are many places to experience the Imperial Dunes. Some places are wilderness areas, so one can't walk out onto them, but simply enjoy their natural beauty.. Other places are recreational areas, and people in ATVs are riding all over them. Different strokes for different folks! (or different moods in the same person)
Since we were just passing through, we stopped at exit 156- Grant's Well Road, which is a recreation area. You have to buy a week-long permit to have full access to the dunes, but the very nice camp host let us walk on to the dunes without charge, as long as we didn't take our vehicle out onto them.
Day 336 // Y4 // 28.01.2012
This is how the messy face-paint game generally works for Libby - line the colours up in a row, throw them on your face in now particular order and hope that the result is satisfactory.
Week 4: Develop and Emulation #121 for My Face is My Canvas (and inspired by).
Marina Bay Sands is an integrated resort fronting Marina Bay in Singapore. Developed by Las Vegas Sands (LVS), it is billed as the world's most expensive stand-alone casino property at US$ 5.7 billion, including the cost of the prime land.
Marina Bay Sands is situated on 15.5 hectares of land with the gross floor area of 581,000 square metres. The iconic design has transformed Singapore's skyline and tourism landscape since it opened on 27 April, 2010. The property has a hotel, convention and exhibition facilities, theatres, entertainment venues, retailers, and restaurants.
Marina Bay Sands was one of two winning proposals for Singapore's first integrated resorts, the other being the Resorts World Sentosa, which incorporates Universal Studios Theme Park. The two resorts aimed to meet Singapore's economic and tourism objectives, and have 30-year casino licenses, exclusively for the first ten years.
Bidders were assessed based on four criteria:
tourism appeal and contribution
architectural concept and design
development investment
strength of the consortium and partners
On 27 May, 2006, Las Vegas Sands (LVS) was declared as the winner to develop the Marina Bay site in the prime new business district of Marina South. LVS highlighted its forte in Meetings, Incentives, Conferencing, Exhibitions (MICE). LVS's founder Sheldon Adelson is a pioneer in Las Vegas and the key to his early business success.[3] In the Design Evaluation portion of the tender, a panel of local and international architects commended Sands' design as superior to other bids in terms of pedestrian circulation and layout, and it also fit in with the Marina Bay landscape best. They liked that the hotel towers were set back from the waterfront to open up expansive views of the city and the entire Marina Bay, making the skyline for Singapore's downtown more attractive and distinctive.Construction of the property commenced in early 2007 and was expected to be completed by 2009.
Singapore Tourism Board highlighted Sands' line-up of six celebrity chefs, such as Tetsuya Wakuda, Wolfgang Puck, Daniel Boulud and Mario Batali.
LVS submitted its winning bid on its own. Its original partner City Developments Limited (CDL), with a proposed 15% equity stake, pulled out of the partnership in the second phase of the tender process. CDL's CEO, Kwek Leng Beng said his company's pullout was a combination of factors – such as difficulties in getting numerous companies he owns to comply in time, as well as reluctance of some parties to disclose certain private information in probity checks required by the Singapore government. However, Kwek was retained as an advisor for Sands' bid.
Las Vegas Sands initially committed to invest S$3.85 billion in the project, not including the fixed S$1.2 billion cost of the 6,000,000 square feet (560,000 m2) site itself. With the escalating costs of materials, such as sand and steel, and labour shortages owing to other major infrastructure and property development in the country, Sheldon Adelson placed the total cost of the development at S$8 billion as of July 2009.
Las Vegas Sands declared the undertaking as "one of the world's most challenging construction projects and certainly the most expensive stand-alone integrated resort property ever built". It expects the casino to generate at least $1 billion in annual profit. Two months after the initial phased opening, the casino attracts around 25,000 visitors daily, about a third being Singaporeans and permanent residents who pay a $100 daily entry levy or $2,000 for annual unlimited access. Half a million gamblers passed through the casino in June 2010. In the third quarter of 2012, the revenues of the Marina Bay Sands fell almost 28 per cent from a year earlier.
For the economy, Marina Bay Sands is projected to stimulate an addition of $2.7 billion or 0.8% to Singapore's Gross Domestic Product by 2015, employing 10,000 people directly and 20,000 jobs being created in other industries.
Moshe Safdie was approached to lead the design on this massive project. Taking inspiration from the form of card decks, led to the unique design of the three hotel towers. Other key structures of the property include the 200,000-square-foot (19,000 m2) ArtScience Museum, The Shoppes, Expo and Convention center and the casino. During the resort's planning and construction phases, feng shui consultants, the late Master Chong Swan Lek and Master Louisa Ong-Lee were consulted in regards to divination.
The engineering for the project was headed by Arup and Parsons Brinkerhoff (MEP/ELV). Arup had originally worked on prestigious projects such as the Beijing National Aquatics Centre and the Sydney Opera House. In spite of their experience in constructing challenging designs, the Marina Bay Sands project was described as the 'most difficult to carry out in the whole world' due to the amount of integration of the varied and advanced technologies needed to complete the project.
The extensive background music system was installed by Singapore based contractor Electronics & Engineering Pte Ltd
The Marina Bay Sands hotel has three 55-story towers with 2,561 luxury rooms and suites, which is capped by the Sands SkyPark, which offers 360-degree views of Singapore's skyline. The SkyPark is home to restaurants, gardens, a 150-metre vanishing edge and the world's largest public cantilever housing an observation deck. This architectural marvel stands at the height of 200 metres and boasts 12,400 square metres of space. Dining options at the Skypark include local celebrity chef restaurant, Sky on 57 (by Justin Quek), restaurant and nightclub KU DÉ TA, and executive club lounge The Club at Marina Bay Sands.
To help the Skypark withstand the natural motion of the towers caused by wind, engineers designed and constructed four movement joints beneath the main pools, each possessing a unique range of motion. The total range of motion is 500 millimetres (19.68 inches). In addition to wind, the hotel towers are also subject to settlement in the earth over time, hence custom jack legs were built and installed to allow for future adjustment at more than 500 points beneath the pool system. This jacking system is important primarily to ensure the infinity edge of the pool continues to function properly.[citation needed]
Connected to the hotel towers are the Sands Expo and Convention Centre, Marina Bay Sands Casino and The Shoppes at Marina Bay Sands.
The Sands Expo and Convention Centre has more than 120,000 square metres or 1.3 million square feet of meeting space, making it one of the largest and most flexible locations in Asia. It is also the biggest MICE (Meeting, Incentives, Conference and Exhibitions) facility in Singapore, and the ballroom is the largest in Southeast Asia, capable of hosting up to 11,000 delegates. The Sands Expo and Convention Centre has five floors of exhibition and convention space, with up to 2,000 exhibition booths and 250 meeting rooms. It has hosted events ranging from banquets, theater-style conventions, to exhibitions and roadshows.
Located near the Sands Expo and Convention Centre is the Marina Bay Sands Casino. Spanning 15,000 square metres over four levels of gaming, the casino features over 600 gaming tables and 1,500 slot machines along with two noodle bars, The Nest and Tong Dim, and local Chinese eatery, Fatt Choi Express.
Another attraction found at Marina Bay Sands is The Shoppes at Marina Bay Sands. With close to 800,000 square feet of retail and restaurant space, The Shoppes at Marina Bay Sands is Singapore's first large-scale luxury shopping mall in the Central Business District with boutiques such as Ralph Lauren, Chanel, Cartier and Prada. Other luxury stores include Salon by Surrender, Gucci, Hermès, Emporio Armani, Chopard, REDValentino, Dior, Dunhill, Vertu, Miu Miu, Saint Laurent Paris, Salvatore Ferragamo, Montblanc, Blancpain, and an Hermès Watch Boutique. Also housed within the Shoppes are the five of the six Celebrity Chef Restaurants – Cut (by Wolfgang Puck), Waku Ghin (by Tetsuya Wakuda), Pizzeria and Osteria Mozza (by Mario Batali), Guy Savoy (by Guy Savoy), and DB Bistro Moderne (by Daniel Boulud).
Other attractions within The Shoppes at Marina Bay Sands include a canal which runs through the length of the Shoppes, in the same style as the Venetian in Las Vegas, two Crystal Pavilions, one housing renowned nightclubs – Avalon and Pangaea and the other the world's largest Louis Vuitton boutique. An indoor skating rink (synthetic ice) measuring 6,500 square feet (600 m2) as well as the MasterCard Theatres, compromising of the Sands Theatre and Grand Theatre which seat 1,680 people and 2,155 people respectively can also be found at The Shoppes at Marina Bay Sands.
The MasterCard Theatres has played host to many international acts and plays since its opening, with Broadway smash musicals like The Lion King, Wicked, Annie, and The Phantom of the Opera. Other acts such as Cirque Éloize and A. R. Rahman's Jai Ho, located in the latter during their world tours.
Visitors to the Event Plaza at The Shoppes can enjoy the nightly Wonder Full show, a 13-minute light and water show featuring lasers, lights, water movements and graphics, set against the backdrop of Marina Bay Sands.
Marina Bay Sands is also home to the ArtScience Museum, With a form reminiscent of the lotus, the ArtScience Museum has been called "The Welcoming Hand of Singapore". It features an adjustable roof waterfall which uses rainwater collected when the roof is sealed in the day.
The resort also features an Art Path designed by Moshe Safdie, incorporating 11 installations by five artists including Zheng Chongbin, Antony Gormley, and Sol LeWitt. The 11 art installations were commissioned to integrate seamlessly with Moshe Safdie's iconic architecture. These art installations form the largest art commissions ever completed as part of an integrated architectual proccess
self developed with caffenol C,
colored film developed with coffee in black and white.
solaris 100 asa (exp. 2008) / cosina hi lite drl
Bordertown: regional capital.
Unlike Mundulla, Bordertown was surveyed as part of the Gold Escort Route and not in response to the declaration of the Tatiara Agricultural selection area in 1872. Bordertown was surveyed in 1852 after discussion between the Surveyor–General and Inspector Tolmer of the Gold Escort service. They chose a site near a well, on the banks of Tatiara Creek and on Cannawigara Station close to Mr Scott’ woolshed. Importantly they wanted a town site near the Victorian border. They surveyed a grid town with North, South, East and West terraces and streets named after local pastoralists- McLeod, Binnie, Scott and Woolshed after Scott’s woolshed! The town was to be a half way depot for the Gold Escort service. Of the 104 town lots offered for sale only 10 sold and they were to Mr Scott and two speculators. More sold later but no one bought land to develop or use. In 1854 two police officers were stationed at Bordertown and a small police station was built and a police paddock for their horses etc established. They were the only residents in Bordertown. In 1856 a store keeper arrived and opened a store in the town and the first house was built. Then in 1859 a block was purchased for a hotel, the Woolshed Inn and the first hotel licensed. Later in 1865 the publican took over the store as well. The population of Bordertown was not growing! A new police station was built in 1863 and in 1867 a local committee erected a small wooden school room. The town had a few residents only but the surrounding stations had more. This was the situation in Bordertown when the Tatiara Agricultural Area was declared in 1872. As so little development had occurred in the town a new town was surveyed and designed. The new town surveyed in 1871 had a surrounding parkland belt and suburban blocks of land beyond that. With time the suburban blocks were all converted into ¼ acre residential plots.
But one other resident of the district needs mentioning. In 1859 the owners of the main local stations Cannawigara, Wirrega, Nalang and Padthaway got together and decided they needed the services of a doctor and that they would encourage Dr Penny to take up residence in or near Bordertown. Dr Penny had practised in Robe since 1851 and the station owners offered him a fixed annual income to move to Bordertown. Dr Penny chose a site outside of the town, nearer to Mundulla for his home site which he called Charla. A block of land was taken from Binnie’s Wirrega station. Penny started building a substantial stone home in 1861 which was not completed until 1865. Behind the stone house was a wooden slab kitchen. Dr Penny had 40 acres of gardens and stabling for his horses around the house. With such improvements Dr Penny wanted the freehold for his land. Special permission had to be obtained for a survey not within one of the hundreds. In 1865 George Goyder authorised and conducted the survey himself of a 38 acre block for Dr Penny. It became section one of the Hundred of Tatiara in later years. Dr Penny practised from Charla until his death in 1887. The Penny’s had purchased freehold selector lands in the 1870s and his family remained at Charla and on this property until 1968.
Once the farmers moved into the Hundred of Tatiara and the rural population increased so did the township of Bordertown as a major service centre. The town grew slowly but surely until the 1950s when it was boosted further with the AMP development of lands near Keith and the introduction of trace elements to make the lands north of Bordertown productive pastoral country. The 1950s were also boom years for both wool and wheat prices and farmer prosperity resulted in town growth and prosperity. Unfortunately it was also the time when so many early buildings were demolished and replaced with 1960s style structures. Today Bordertown has a population of 2,500 and many functions of a regional centre such as saleyards, stock agents, state government offices, regional hospital and nursing home, high school, local abattoir, engineering works, fuel depots etc.
Bordertown Historical Walk.
Bordertown railway station. The rail yards were hives of activity in the early years with wheat stores, two rail gauges, railway dam, interstate and local trains and stock yards run by the major stock and station agents such as Elder Smith and Company. The first railway station for passengers was erected in 1883 but without a platform. This burnt down in a fire in 1889 and a wooden replacement station, with platform opened in 1890. In turn this was replaced by a fine Art Nouveau American design stone railway station in 1914.
Eudunda Farmers Cooperative Store. This group opened a general store in 1936 as their 39 ninth store in SA. They opened in an 1880s store which they remodelled in 1940. The store was further altered in 1955 and completely revamped in 1987. In 1989 the Eudunda Farmers store moved to another location in the town and became the Foodland store and it still operates as an IGA supermarket.
Bordertown Hotel. It was licensed early in 1869 in the western part of Bordertown but the business struggled in the late 19th century. Finally the hotel closed in 1893. Owners tried to get it relicensed for several years and were not successful until 1898. They then purchased a new site near the railway station for ease of access by travellers and a brand new two storey hotel opened in 1903. Its exterior is largely unaltered from that time.
1. Child Care Centre/Kindergarten/Hospital.
Like most country towns Bordertown had several private hospitals, usually run by local nurses before the government hospital opened in 1924 as the Tatiara Soldiers Memorial Hospital. It was enlarged in 1926/27 to increase the size to over 30 beds. In 1967 a new hospital was built with more than 42 beds. A two storey nurse’s home was constructed adjoining the hospital in 1972. It is now the Charla Nursing Home, named after the home of the district’s first Doctor, Dr Robert Penny. After World War Two many SA communities wanted to adopt the relatively new trend of having a town kindergarten for pre-school age children. After lots of local fund raising Bordertown opened a kindergarten in 1955 on the corner of Patterson Street. It is now the Child Care Centre.
2. Lutheran Church.
Lutheran church services began in Lutheran homes, conducted by the Lutheran minister from Dimboola in Victoria, in the early 1930s. A Lutheran minister was stationed in Bordertown from 1939 but no church was built at that time. A second Lutheran synod also began regular Lutheran services in Bordertown from the late 1930s. At one stage Lutheran services were held in the Methodist Church. In 1950 both congregations met and decided to build a joint church for both synods and this was completed in 1953. Separate Lutheran services were held in the one church until formal amalgamation of the two synods in 1965 and the formation of Trinity Lutheran church in 1967. The church was too small for the combined congregations and so the 1953 church was demolished and replaced with a grand new church in 1985.
3. Anglican Church.
Anglican services began in 1880 in Bordertown but the first church was not opened until 1887. A fine stone rectory was erected next to the church in 1907. A vestry was added in 1925 and a stone hall in 1961. Surprisingly the church was not consecrated until a visit by the Anglican bishop in 1936. It is unusual in that the entrance is now at the rear of the church.
4. Methodist/Uniting Church.
Wesleyan Methodist services began in Bordertown around 1882 but a church was not built until 1887. An adjoining parsonage was built in 1897 but it has since been demolished and replaced (1961.) A new church hall was opened in 1963 and the old church has been much altered.
5. Masonic Lodge/Temple.
This strange looking building in DeCourcey Street began as the Masonic Lodge. It was opened in 1926 after being built by one of the local members. The Lodge was formed in Bordertown in 1911 and it met for years in the Institute building. Note the pillar and curved brick entrance. By 1926 the Lodge had obviously decided it was allowed to have windows facing the street. It had a large hall about 50 feet by 30 feet and a couple of meeting and supper rooms. It closed in 2008 and was sold in 2011. Note the symmetry of the façade; strong brick quoins and bricks across the roof line to give two identical almost square sections beside the entrance. It is an interesting structure.
6. Churches of Christ.
The first home services of the churches of Christ started in the Tatiara in 1882 with the origins of their building fund going back to 1890. A church opened at Carew in the Tatiara in 1899. The first Bordertown church opened in 1905, built by church members and a fine manse was completed in 1912. In 1953 a second church was built on their town land. This 1953 church is now used as a hall. The old 1905 church was demolished in 1963 and a new church of red brick replaced it in 1965. It still serves the Churches of Christ community in Bordertown.
7. Former Congregational Church.
The Congregational Church was erected 1880; the porch was added in 1924, and the hall was erected 1926. In 1966 a porch was added to link the church and the hall. Reverend David Milne was the first minister in this region. He visited Bordertown in 1862 and held the first services in the Woolshed Inn. He lived in Kingston with his second wife with whom he had seven children to complement the four from his first marriage. He travelled regularly to the Bordertown district for many years until he moved here with his family in 1873 after the Tatiara Agricultural Area was declared. He then continued with services and pushed for the erection of a Congregational Church which took another seven years to accomplish. He also serviced the Congregational Church in Mundalla and in Cannawigara and other small settlements. He continued preaching and he undertook Congregational Missionary work until 1910 when he died aged 83 years. The Congregational church closed when it amalgamated with the Methodist church to form the Uniting Church in Bordertown in 1971. It is now leased by the Naracoorte funeral parlour.
8. Old School Room.
Bordertown Old Primary School. The local wooden school room opened in 1867 only to be replaced with a stone room in 1874. The Education Department added another couple of rooms to create a T shaped school in 1884 as the school enrolments rose once the farmers arrived in the Tatiara. When the government started up the first country high schools Bordertown was one of the first when it opened in 1913 in the original 1874 classroom. The first teacher in charge was a woman but the high school closed in 1916 because of World War One. Few boys were left in the school as these younger ones had to work full time on the family farms as older boys had gone to war. High school classes resumed in Bordertown in 1920 and two new classrooms were added to the school for their use in 1921. The revamped high school became a Higher Primary School in 1922. From 1939 the Higher Primary classes occupied the 1884 classrooms as well as the 1921 rooms. In 1959 the government made the decision to separate the primary and high schools and the primary school moved to a new school site in 1971. The old school complex is used as club rooms for several town organisations.
9. Old Catholic Church.
Bordertown was added to the Catholic parish of Penola from its first surveying in 1852. After the 1872 farm selection act the parish priests from Penola visited more often. Catholic services in Bordertown began at the Woolshed Inn in 1881. A foundation stone for a Catholic Church was laid in 1883 and opened in 1884. This impressive church still stands albeit as a private residence. The limestone walls are an impressive 22 inches thick. The first resident priest for Bordertown arrived in 1939.
10. New Catholic Church.
When the first priest arrived in 1939 he purchased five acres of land for a Catholic School which was eventually built. The priest worked on building his own presbytery and it was completed in 1954 next to the church. A new St. Mary’s Catholic Church as opened in 1969. The old church was used as a hall for some time.
11. Council Offices.
The original Council Chamber for the district was in Mundulla. It closed in 1904 when the stone and brick chamber opened in Bordertown. This fine old building was demolished in 1959 when the new Council Offices were opened. A further two storey structure was added in 1978. Outside of the Council Offices is a bust of Prime Minister Robert Hawke donated in 1987 and unveiled by Bob Hawke’s father who returned to the town in which he had formerly served. In the foyer of the Council Offices is a painting of Hawke in the Hawke Gallery. The Council has an art gallery.
12. Old Institute and current Library.
Bordertown Institute. A local committee was formed and after several years of discussions and fund raising an institute was opened in 1878. Prior to this the library facility had been located in the 1867 school classroom until the Education Department took over that school and wanted to charge high rents for the library room. The Institute was increased in size and a new façade and new front rooms in the classical style with a grand pediment were added in 1909. The Premier of the day Mr Peake opened the new Institute. Yet another new institute hall was opened in 1960 again with the opening ceremony by the Premier of the day who was Sir Thomas Playford on that occasion. The extensions included a new town library. Many organisations held their meetings here and it was also the location of many private and official town functions. A theatre was added to the Institute/Library complex in 1982.
13. Hawke House.
This building opened in 1888 as the first national Bank in Bordertown. In 1897 it was sold to the Congregational Church as a manse and much later Prime Minister Bob (or Robert) Hawke was born here in December 1929. Presumably he was conceived here too as Clement and Ella Hawkes occupied this manse in 1928. The Reverend Hawke left Bordertown in 1935 and Bob Hawke started school at Maitland Primary School on Yorke Peninsula. The Hawkes left Maitland in 1939 and moved to Perth. Bob Hawke then undertook his secondary education at Perth Modern School before going on to the University of Western Australia. The school established in 1911 is a government school for academically gifted students. Hawke House is now owned by the Uniting Church and used as a welfare centre. Opposite Hawke House is the Apex Park which was originally designated as McLaren Place by the surveyor of the town in 1852 who was John McLaren. Look for the sculpture done by Bordertown High School students in 1999 and the mural done by Bordentown Primary School students in 1996. The mural on the Library wall was done by the High School students.
14. Woolshed Inn.
This was the first hotel licensed in Bordertown in 1859 and it was so named because it was close to John and Charles Scott’s woolshed for their Cannawigara station. In 1882 the early structures were added to with a new single storey hotel. As fashions and interests changed the Woolshed Inn became the Tatiara Hotel in 1927 but it reverted to the historic Woolshed Inn name in 1969. The original 1859 building with its 12 paned window can be seen in the yard of the current hotel.
15. Police/Information Centre/Tolmer Park.
This spot was originally the police paddock from 1854. Police have always been stationed on the corner. The toilets are called the Old Gaol but there was never a gaol, only a couple of cells in conjunction with the police station which was usual in any country towns. The Information Centre is here and inside you can see the front of the old police station built in 1930. The first police building was erected early in 1854- a mere shack. In 1863 the first proper police station costing £300 was built. In 1930 another new police station was built and the third station was put up in 1963. The old 1863 station was then demolished and the 1930 station was turned into a police residence. In 1983 the fourth police station was opened along the street. The old police paddock is now Tolmer Recreation Park. It was fenced in 1857 to stop the troopers’ horses from straying. The last Gold Escort service left here in December 1853. The police were then on their own with little to do. Look for the white kangaroos which have been bred from a single white male obtained in 1980 on the road towards Melbourne and read the information boards around Tolmer Park.
Famagusta is a city on the east coast of the de facto state Northern Cyprus. It is located east of Nicosia and possesses the deepest harbour of the island. During the Middle Ages (especially under the maritime republics of Genoa and Venice), Famagusta was the island's most important port city and a gateway to trade with the ports of the Levant, from where the Silk Road merchants carried their goods to Western Europe. The old walled city and parts of the modern city are de facto part of Northern Cyprus as the capital of the Gazimağusa District.
The city was known as Arsinoe or Arsinoë (Greek: Ἀρσινόη, Arsinóē) in antiquity, after Ptolemy II of Egypt's sister and wife Arsinoe II.
By the 3rd century, the city appears as Ammochostos (Greek: Ἀμμόχωστος or Αμμόχωστος, Ammókhōstos, "Hidden in Sand") in the Stadiasmus Maris Magni.[5] This name is still used in modern Greek with the pronunciation [aˈmːoxostos], while it developed into Latin Fama Augusta, French Famagouste, Italian Famagosta, and English Famagusta during the medieval period. Its informal modern Turkish name Mağusa (Turkish pronunciation: [maˈusa]) came from the same source. Since 1974, it has formally been known to Turkey and Northern Cyprus as Gazimağusa ([ɡaːzimaˈusa]), from the addition of the title gazi, meaning "veteran" or "one who has faught in a holy war".
In the early medieval period, the city was also known as New Justiniana (Greek: Νέα Ἰουστινιανία, Néa Ioustinianía) in appreciation for the patronage of the Byzantine emperor Justinian, whose wife Theodora was born there.
The old town of Famagusta has also been nicknamed "the City of 365 Churches" from the legend that, at its peak, it boasted a church for every day of the year.
The city was founded around 274 BC, after the serious damage to Salamis by an earthquake, by Ptolemy II Philadelphus and named "Arsinoe" after his sister.[6] Arsinoe was described as a "fishing town" by Strabo in his Geographica in the first century BC. In essence, Famagusta was the successor of the most famous and most important ancient city of Cyprus, Salamis. According to Greek mythology, Salamis was founded after the end of the Trojan War by Teucros, the son of Telamon and brother of Aedes, from the Greek island of Salamis.
The city experienced great prosperity much later, during the time of the Byzantine emperor Justinian. To honor the city, from which his wife Theodora came, Justinian enriched it with many buildings, while the inhabitants named it New Justiniania to express their gratitude. In AD 647, when the neighboring cities were destroyed by Arab raiding, the inhabitants of these cities moved to Famagusta, as a result of which the city's population increased significantly and the city experienced another boom.
Later, when Jerusalem was occupied by the Arabs, the Christian population fled to Famagusta, as a result of which the city became an important Christian center, but also one of the most important commercial centers in the eastern Mediterranean.
The turning point for Famagusta was 1192 with the onset of Lusignan rule. It was during this period that Famagusta developed as a fully-fledged town. It increased in importance to the Eastern Mediterranean due to its natural harbour and the walls that protected its inner town. Its population began to increase. This development accelerated in the 13th century as the town became a centre of commerce for both the East and West. An influx of Christian refugees fleeing the downfall of Acre (1291) in Palestine transformed it from a tiny village into one of the richest cities in Christendom.
In 1372 the port was seized by Genoa and in 1489 by Venice. This commercial activity turned Famagusta into a place where merchants and ship owners led lives of luxury. By the mid-14th century, Famagusta was said to have the richest citizens in the world. The belief that people's wealth could be measured by the churches they built inspired these merchants to have churches built in varying styles. These churches, which still exist, were the reason Famagusta came to be known as "the district of churches". The development of the town focused on the social lives of the wealthy people and was centred upon the Lusignan palace, the cathedral, the Square and the harbour.
In 1570–1571, Famagusta was the last stronghold in Venetian Cyprus to hold out against the Turks under Mustafa Pasha. It resisted a siege of thirteen months and a terrible bombardment, until at last the garrison surrendered. The Ottoman forces had lost 50,000 men, including Mustafa Pasha's son. Although the surrender terms had stipulated that the Venetian forces be allowed to return home, the Venetian commander, Marco Antonio Bragadin, was flayed alive, his lieutenant Tiepolo was hanged, and many other Christians were killed.
With the advent of the Ottoman rule, Latins lost their privileged status in Famagusta and were expelled from the city. Greek Cypriots natives were at first allowed to own and buy property in the city, but were banished from the walled city in 1573–74 and had to settle outside in the area that later developed into Varosha. Turkish families from Anatolia were resettled in the walled city but could not fill the buildings that previously hosted a population of 10,000. This caused a drastic decrease in the population of Famagusta. Merchants from Famagusta, who mostly consisted of Latins that had been expelled, resettled in Larnaca and as Larnaca flourished, Famagusta lost its importance as a trade centre. Over time, Varosha developed into a prosperous agricultural town thanks to its location away from the marshes, whilst the walled city remained dilapidated.
In the walled city, some buildings were repurposed to serve the interests of the Muslim population: the Cathedral of St. Nicholas was converted to a mosque (now known as Lala Mustafa Pasha Mosque), a bazaar was developed, public baths, fountains and a theological school were built to accommodate the inhabitants' needs. Dead end streets, an Ottoman urban characteristic, was imported to the city and a communal spirit developed in which a small number of two-storey houses inhabited by the small upper class co-existed with the widespread one-storey houses.
With the British takeover, Famagusta regained its significance as a port and an economic centre and its development was specifically targeted in British plans. As soon as the British took over the island, a Famagusta Development Act was passed that aimed at the reconstruction and redevelopment of the city's streets and dilapidated buildings as well as better hygiene. The port was developed and expanded between 1903 and 1906 and Cyprus Government Railway, with its terminus in Famagusta, started construction in 1904. Whilst Larnaca continued to be used as the main port of the island for some time, after Famagusta's use as a military base in World War I trade significantly shifted to Famagusta. The city outside the walls grew at an accelerated rate, with development being centred around Varosha. Varosha became the administrative centre as the British moved their headquarters and residences there and tourism grew significantly in the last years of the British rule. Pottery and production of citrus and potatoes also significantly grew in the city outside the walls, whilst agriculture within the walled city declined to non-existence.
New residential areas were built to accommodate the increasing population towards the end of the British rule,[11] and by 1960, Famagusta was a modern port city extending far beyond Varosha and the walled city.
The British period saw a significant demographic shift in the city. In 1881, Christians constituted 60% of the city's population while Muslims were at 40%. By 1960, the Turkish Cypriot population had dropped to 17.5% of the overall population, while the Greek Cypriot population had risen to 70%. The city was also the site for one of the British internment camps for nearly 50,000 Jewish survivors of the Holocaust trying to emigrate to Palestine.
From independence in 1960 to the Turkish invasion of Cyprus of 1974, Famagusta developed toward the south west of Varosha as a well-known entertainment and tourist centre. The contribution of Famagusta to the country's economic activity by 1974 far exceeded its proportional dimensions within the country. Whilst its population was only about 7% of the total of the country, Famagusta by 1974 accounted for over 10% of the total industrial employment and production of Cyprus, concentrating mainly on light industry compatible with its activity as a tourist resort and turning out high-quality products ranging from food, beverages and tobacco to clothing, footwear, plastics, light machinery and transport equipment. It contributed 19.3% of the business units and employed 21.3% of the total number of persons engaged in commerce on the island. It acted as the main tourist destination of Cyprus, hosting 31.5% of the hotels and 45% of Cyprus' total bed capacity. Varosha acted as the main touristic and business quarters.
In this period, the urbanisation of Famagusta slowed down and the development of the rural areas accelerated. Therefore, economic growth was shared between the city of Famagusta and the district, which had a balanced agricultural economy, with citrus, potatoes, tobacco and wheat as main products. Famagusta maintained good communications with this hinterland. The city's port remained the island's main seaport and in 1961, it was expanded to double its capacity in order to accommodate the growing volume of exports and imports. The port handled 42.7% of Cypriot exports, 48.6% of imports and 49% of passenger traffic.
There has not been an official census since 1960 but the population of the town in 1974 was estimated to be around 39,000 not counting about 12,000–15,000 persons commuting daily from the surrounding villages and suburbs to work in Famagusta. The number of people staying in the city would swell to about 90,000–100,000 during the peak summer tourist period, with the influx of tourists from numerous European countries, mainly Britain, France, Germany and the Scandinavian countries. The majority of the city population were Greek Cypriots (26,500), with 8,500 Turkish Cypriots and 4,000 people from other ethnic groups.
During the second phase of the Turkish invasion of Cyprus on 14 August 1974 the Mesaoria plain was overrun by Turkish tanks and Famagusta was bombed by Turkish aircraft. It took two days for the Turkish Army to occupy the city, prior to which Famagusta's entire Greek Cypriot population had fled into surrounding fields. As a result of Turkish airstrikes dozens of civilians died, including tourists.
Unlike other parts of the Turkish-controlled areas of Cyprus, the Varosha suburb of Famagusta was fenced off by the Turkish army immediately after being captured and remained fenced off until October 2020, when the TRNC reopened some streets to visitors. Some Greek Cypriots who had fled Varosha have been allowed to view the town and journalists have been allowed in.
UN Security Council resolution 550 (1984) considers any attempts to settle any part of Famagusta by people other than its inhabitants as inadmissible and calls for the transfer of this area to the administration of the UN. The UN's Security Council resolution 789 (1992) also urges that with a view to the implementation of resolution 550 (1984), the area at present under the control of the United Nations Peace-keeping Force in Cyprus be extended to include Varosha.
Famagusta's historic city centre is surrounded by the fortifications of Famagusta, which have a roughly rectangular shape, built mainly by the Venetians in the 15th and 16th centuries, though some sections of the walls have been dated earlier times, as far as 1211.
Some important landmarks and visitor attractions in the old city are:
The Lala Mustafa Pasha Mosque
The Othello Castle
Palazzo del Provveditore - the Venetian palace of the governor, built on the site of the former Lusignan royal palace
St. Francis' Church
Sinan Pasha Mosque
Church of St. George of the Greeks
Church of St. George of the Latins
Twin Churches
Nestorian Church (of St George the Exiler)
Namık Kemal Dungeon
Agios Ioannis Church
Venetian House
Akkule Masjid
Mustafa Pasha Mosque
Ganchvor monastery
In an October 2010 report titled Saving Our Vanishing Heritage, Global Heritage Fund listed Famagusta, a "maritime ancient city of crusader kings", among the 12 sites most "On the Verge" of irreparable loss and destruction, citing insufficient management and development pressures.
Famagusta is an important commercial hub of Northern Cyprus. The main economic activities in the city are tourism, education, construction and industrial production. It has a 115-acre free port, which is the most important seaport of Northern Cyprus for travel and commerce. The port is an important source of income and employment for the city, though its volume of trade is restricted by the embargo against Northern Cyprus. Its historical sites, including the walled city, Salamis, the Othello Castle and the St Barnabas Church, as well as the sandy beaches surrounding it make it a tourist attraction; efforts are also underway to make the city more attractive for international congresses. The Eastern Mediterranean University is also an important employer and supplies significant income and activity, as well as opportunities for the construction sector. The university also raises a qualified workforce that stimulates the city's industry and makes communications industry viable. The city has two industrial zones: the Large Industrial Zone and the Little Industrial Zone. The city is also home to a fishing port, but inadequate infrastructure of the port restricts the growth of this sector. The industry in the city has traditionally been concentrated on processing agricultural products.
Historically, the port was the primary source of income and employment for the city, especially right after 1974. However, it gradually lost some of its importance to the economy as the share of its employees in the population of Famagusta diminished due to various reasons. However, it still is the primary port for commerce in Northern Cyprus, with more than half of ships that came to Northern Cyprus in 2013 coming to Famagusta. It is the second most popular seaport for passengers, after Kyrenia, with around 20,000 passengers using the port in 2013.
The mayor-in-exile of Famagusta is Simos Ioannou. Süleyman Uluçay heads the Turkish Cypriot municipal administration of Famagusta, which remains legal as a communal-based body under the constitutional system of the Republic of Cyprus.
Since 1974, Greek Cypriots submitted a number of proposals within the context of bicommunal discussions for the return of Varosha to UN administration, allowing the return of its previous inhabitants, requesting also the opening of Famagusta harbour for use by both communities. Varosha would have been returned to Greek Cypriot control as part of the 2004 Annan Plan but the plan had been rejected by a majority(3/4) of Greek Cypriot voters.
The walled city of Famagusta contains many unique buildings. Famagusta has a walled city popular with tourists.
Every year, the International Famagusta Art and Culture Festival is organized in Famagusta. Concerts, dance shows and theater plays take place during the festival.
A growth in tourism and the city's university have fueled the development of Famagusta's vibrant nightlife. Nightlife in the city is especially active on Wednesday, Friday and Saturday nights and in the hotter months of the year, starting from April. Larger hotels in the city have casinos that cater to their customers. Salamis Road is an area of Famagusta with a heavy concentration of bars frequented by students and locals.
Famagusta's Othello Castle is the setting for Shakespeare's play Othello. The city was also the setting for Victoria Hislop's 2015 novel The Sunrise, and Michael Paraskos's 2016 novel In Search of Sixpence. The city is the birthplace of the eponymous hero of the Renaissance proto-novel Fortunatus.
Famagusta was home to many Greek Cypriot sport teams that left the city because of the Turkish invasion and still bear their original names. Most notable football clubs originally from the city are Anorthosis Famagusta FC and Nea Salamis Famagusta FC, both of the Cypriot First Division, which are now based in Larnaca. Usually Anorthosis Famagusta fans are politically right wing where Nea Salamis fans are left wing.
Famagusta is represented by Mağusa Türk Gücü in the Turkish Cypriot First Division. Dr. Fazıl Küçük Stadium is the largest football stadium in Famagusta. Many Turkish Cypriot sport teams that left Southern Cyprus because of the Cypriot intercommunal violence are based in Famagusta.
Famagusta is represented by DAÜ Sports Club and Magem Sports Club in North Cyprus First Volleyball Division. Gazimağusa Türk Maarif Koleji represents Famagusta in the North Cyprus High School Volleyball League.
Famagusta has a modern volleyball stadium called the Mağusa Arena.
The Eastern Mediterranean University was founded in the city in 1979. The Istanbul Technical University founded a campus in the city in 2010.
The Cyprus College of Art was founded in Famagusta by the Cypriot artist Stass Paraskos in 1969, before moving to Paphos in 1972 after protests from local hoteliers that the presence of art students in the city was putting off holidaymakers.
Famagusta has three general hospitals. Gazimağusa Devlet Hastahanesi, a state hospital, is the biggest hospital in city. Gazimağusa Tıp Merkezi and Gazimağusa Yaşam Hastahanesi are private hospitals.
Personalities
Saint Barnabas, born and died in Salamis, Famagusta
Chris Achilleos, illustrator of the book versions on the BBC children's series Doctor Who
Beran Bertuğ, former Governor of Famagusta, first Cypriot woman to hold this position
Marios Constantinou, former international Cypriot football midfielder and current manager.
Eleftheria Eleftheriou, Cypriot singer.
Derviş Eroğlu, former President of Northern Cyprus
Alexis Galanos, 7th President of the House of Representatives and Famagusta mayor-in-exile (2006-2019) (Republic of Cyprus)
Xanthos Hadjisoteriou, Cypriot painter
Oz Karahan, political activist, President of the Union of Cypriots
Oktay Kayalp, former Turkish Cypriot Famagusta mayor (Northern Cyprus)
Harry Luke British diplomat
Angelos Misos, former international footballer
Costas Montis was an influential and prolific Greek Cypriot poet, novelist, and playwright born in Famagusta.
Hal Ozsan, actor (Dawson's Creek, Kyle XY)
Dimitris Papadakis, a Greek Cypriot politician, who served as a Member of the European Parliament.
Ṣubḥ-i-Azal, Persian religious leader, lived and died in exile in Famagusta
Touker Suleyman (born Türker Süleyman), British Turkish Cypriot fashion retail entrepreneur, investor and reality television personality.
Alexia Vassiliou, singer, left here as a refugee when the town was invaded.
George Vasiliou, former President of Cyprus
Vamik Volkan, Emeritus Professor of Psychiatry
Derviş Zaim, film director
Famagusta is twinned with:
İzmir, Turkey (since 1974)
Corfu, Greece (since 1994)
Patras, Greece (since 1994)
Antalya, Turkey (since 1997)
Salamina (city), Greece (since 1998)
Struga, North Macedonia
Athens, Greece (since 2005)
Mersin, Turkey
Northern Cyprus, officially the Turkish Republic of Northern Cyprus (TRNC), is a de facto state that comprises the northeastern portion of the island of Cyprus. It is recognised only by Turkey, and its territory is considered by all other states to be part of the Republic of Cyprus.
Northern Cyprus extends from the tip of the Karpass Peninsula in the northeast to Morphou Bay, Cape Kormakitis and its westernmost point, the Kokkina exclave in the west. Its southernmost point is the village of Louroujina. A buffer zone under the control of the United Nations stretches between Northern Cyprus and the rest of the island and divides Nicosia, the island's largest city and capital of both sides.
A coup d'état in 1974, performed as part of an attempt to annex the island to Greece, prompted the Turkish invasion of Cyprus. This resulted in the eviction of much of the north's Greek Cypriot population, the flight of Turkish Cypriots from the south, and the partitioning of the island, leading to a unilateral declaration of independence by the north in 1983. Due to its lack of recognition, Northern Cyprus is heavily dependent on Turkey for economic, political and military support.
Attempts to reach a solution to the Cyprus dispute have been unsuccessful. The Turkish Army maintains a large force in Northern Cyprus with the support and approval of the TRNC government, while the Republic of Cyprus, the European Union as a whole, and the international community regard it as an occupation force. This military presence has been denounced in several United Nations Security Council resolutions.
Northern Cyprus is a semi-presidential, democratic republic with a cultural heritage incorporating various influences and an economy that is dominated by the services sector. The economy has seen growth through the 2000s and 2010s, with the GNP per capita more than tripling in the 2000s, but is held back by an international embargo due to the official closure of the ports in Northern Cyprus by the Republic of Cyprus. The official language is Turkish, with a distinct local dialect being spoken. The vast majority of the population consists of Sunni Muslims, while religious attitudes are mostly moderate and secular. Northern Cyprus is an observer state of ECO and OIC under the name "Turkish Cypriot State", PACE under the name "Turkish Cypriot Community", and Organization of Turkic States with its own name.
Several distinct periods of Cypriot intercommunal violence involving the two main ethnic communities, Greek Cypriots and Turkish Cypriots, marked mid-20th century Cyprus. These included the Cyprus Emergency of 1955–59 during British rule, the post-independence Cyprus crisis of 1963–64, and the Cyprus crisis of 1967. Hostilities culminated in the 1974 de facto division of the island along the Green Line following the Turkish invasion of Cyprus. The region has been relatively peaceful since then, but the Cyprus dispute has continued, with various attempts to solve it diplomatically having been generally unsuccessful.
Cyprus, an island lying in the eastern Mediterranean, hosted a population of Greeks and Turks (four-fifths and one-fifth, respectively), who lived under British rule in the late nineteenth-century and the first half of the twentieth-century. Christian Orthodox Church of Cyprus played a prominent political role among the Greek Cypriot community, a privilege that it acquired during the Ottoman Empire with the employment of the millet system, which gave the archbishop an unofficial ethnarch status.
The repeated rejections by the British of Greek Cypriot demands for enosis, union with Greece, led to armed resistance, organised by the National Organization of Cypriot Struggle, or EOKA. EOKA, led by the Greek-Cypriot commander George Grivas, systematically targeted British colonial authorities. One of the effects of EOKA's campaign was to alter the Turkish position from demanding full reincorporation into Turkey to a demand for taksim (partition). EOKA's mission and activities caused a "Cretan syndrome" (see Turkish Resistance Organisation) within the Turkish Cypriot community, as its members feared that they would be forced to leave the island in such a case as had been the case with Cretan Turks. As such, they preferred the continuation of British colonial rule and then taksim, the division of the island. Due to the Turkish Cypriots' support for the British, EOKA's leader, Georgios Grivas, declared them to be enemies. The fact that the Turks were a minority was, according to Nihat Erim, to be addressed by the transfer of thousands of Turks from mainland Turkey so that Greek Cypriots would cease to be the majority. When Erim visited Cyprus as the Turkish representative, he was advised by Field Marshal Sir John Harding, the then Governor of Cyprus, that Turkey should send educated Turks to settle in Cyprus.
Turkey actively promoted the idea that on the island of Cyprus two distinctive communities existed, and sidestepped its former claim that "the people of Cyprus were all Turkish subjects". In doing so, Turkey's aim to have self-determination of two to-be equal communities in effect led to de jure partition of the island.[citation needed] This could be justified to the international community against the will of the majority Greek population of the island. Dr. Fazil Küçük in 1954 had already proposed Cyprus be divided in two at the 35° parallel.
Lindley Dan, from Notre Dame University, spotted the roots of intercommunal violence to different visions among the two communities of Cyprus (enosis for Greek Cypriots, taksim for Turkish Cypriots). Also, Lindlay wrote that "the merging of church, schools/education, and politics in divisive and nationalistic ways" had played a crucial role in creation of havoc in Cyprus' history. Attalides Michael also pointed to the opposing nationalisms as the cause of the Cyprus problem.
By the mid-1950's, the "Cyprus is Turkish" party, movement, and slogan gained force in both Cyprus and Turkey. In a 1954 editorial, Turkish Cypriot leader Dr. Fazil Kuchuk expressed the sentiment that the Turkish youth had grown up with the idea that "as soon as Great Britain leaves the island, it will be taken over by the Turks", and that "Turkey cannot tolerate otherwise". This perspective contributed to the willingness of Turkish Cypriots to align themselves with the British, who started recruiting Turkish Cypriots into the police force that patrolled Cyprus to fight EOKA, a Greek Cypriot nationalist organisation that sought to rid the island of British rule.
EOKA targeted colonial authorities, including police, but Georgios Grivas, the leader of EOKA, did not initially wish to open up a new front by fighting Turkish Cypriots and reassured them that EOKA would not harm their people. In 1956, some Turkish Cypriot policemen were killed by EOKA members and this provoked some intercommunal violence in the spring and summer, but these attacks on policemen were not motivated by the fact that they were Turkish Cypriots.
However, in January 1957, Grivas changed his policy as his forces in the mountains became increasingly pressured by the British Crown forces. In order to divert the attention of the Crown forces, EOKA members started to target Turkish Cypriot policemen intentionally in the towns, so that Turkish Cypriots would riot against the Greek Cypriots and the security forces would have to be diverted to the towns to restore order. The killing of a Turkish Cypriot policeman on 19 January, when a power station was bombed, and the injury of three others, provoked three days of intercommunal violence in Nicosia. The two communities targeted each other in reprisals, at least one Greek Cypriot was killed and the British Army was deployed in the streets. Greek Cypriot stores were burned and their neighbourhoods attacked. Following the events, the Greek Cypriot leadership spread the propaganda that the riots had merely been an act of Turkish Cypriot aggression. Such events created chaos and drove the communities apart both in Cyprus and in Turkey.
On 22 October 1957 Sir Hugh Mackintosh Foot replaced Sir John Harding as the British Governor of Cyprus. Foot suggested five to seven years of self-government before any final decision. His plan rejected both enosis and taksim. The Turkish Cypriot response to this plan was a series of anti-British demonstrations in Nicosia on 27 and 28 January 1958 rejecting the proposed plan because the plan did not include partition. The British then withdrew the plan.
In 1957, Black Gang, a Turkish Cypriot pro-taksim paramilitary organisation, was formed to patrol a Turkish Cypriot enclave, the Tahtakale district of Nicosia, against activities of EOKA. The organisation later attempted to grow into a national scale, but failed to gain public support.
By 1958, signs of dissatisfaction with the British increased on both sides, with a group of Turkish Cypriots forming Volkan (later renamed to the Turkish Resistance Organisation) paramilitary group to promote partition and the annexation of Cyprus to Turkey as dictated by the Menderes plan. Volkan initially consisted of roughly 100 members, with the stated aim of raising awareness in Turkey of the Cyprus issue and courting military training and support for Turkish Cypriot fighters from the Turkish government.
In June 1958, the British Prime Minister, Harold Macmillan, was expected to propose a plan to resolve the Cyprus issue. In light of the new development, the Turks rioted in Nicosia to promote the idea that Greek and Turkish Cypriots could not live together and therefore any plan that did not include partition would not be viable. This violence was soon followed by bombing, Greek Cypriot deaths and looting of Greek Cypriot-owned shops and houses. Greek and Turkish Cypriots started to flee mixed population villages where they were a minority in search of safety. This was effectively the beginning of the segregation of the two communities. On 7 June 1958, a bomb exploded at the entrance of the Turkish Embassy in Cyprus. Following the bombing, Turkish Cypriots looted Greek Cypriot properties. On 26 June 1984, the Turkish Cypriot leader, Rauf Denktaş, admitted on British channel ITV that the bomb was placed by the Turks themselves in order to create tension. On 9 January 1995, Rauf Denktaş repeated his claim to the famous Turkish newspaper Milliyet in Turkey.
The crisis reached a climax on 12 June 1958, when eight Greeks, out of an armed group of thirty five arrested by soldiers of the Royal Horse Guards on suspicion of preparing an attack on the Turkish quarter of Skylloura, were killed in a suspected attack by Turkish Cypriot locals, near the village of Geunyeli, having been ordered to walk back to their village of Kondemenos.
After the EOKA campaign had begun, the British government successfully began to turn the Cyprus issue from a British colonial problem into a Greek-Turkish issue. British diplomacy exerted backstage influence on the Adnan Menderes government, with the aim of making Turkey active in Cyprus. For the British, the attempt had a twofold objective. The EOKA campaign would be silenced as quickly as possible, and Turkish Cypriots would not side with Greek Cypriots against the British colonial claims over the island, which would thus remain under the British. The Turkish Cypriot leadership visited Menderes to discuss the Cyprus issue. When asked how the Turkish Cypriots should respond to the Greek Cypriot claim of enosis, Menderes replied: "You should go to the British foreign minister and request the status quo be prolonged, Cyprus to remain as a British colony". When the Turkish Cypriots visited the British Foreign Secretary and requested for Cyprus to remain a colony, he replied: "You should not be asking for colonialism at this day and age, you should be asking for Cyprus be returned to Turkey, its former owner".
As Turkish Cypriots began to look to Turkey for protection, Greek Cypriots soon understood that enosis was extremely unlikely. The Greek Cypriot leader, Archbishop Makarios III, now set independence for the island as his objective.
Britain resolved to solve the dispute by creating an independent Cyprus. In 1959, all involved parties signed the Zurich Agreements: Britain, Turkey, Greece, and the Greek and Turkish Cypriot leaders, Makarios and Dr. Fazil Kucuk, respectively. The new constitution drew heavily on the ethnic composition of the island. The President would be a Greek Cypriot, and the Vice-President a Turkish Cypriot with an equal veto. The contribution to the public service would be set at a ratio of 70:30, and the Supreme Court would consist of an equal number of judges from both communities as well as an independent judge who was not Greek, Turkish or British. The Zurich Agreements were supplemented by a number of treaties. The Treaty of Guarantee stated that secession or union with any state was forbidden, and that Greece, Turkey and Britain would be given guarantor status to intervene if that was violated. The Treaty of Alliance allowed for two small Greek and Turkish military contingents to be stationed on the island, and the Treaty of Establishment gave Britain sovereignty over two bases in Akrotiri and Dhekelia.
On 15 August 1960, the Colony of Cyprus became fully independent as the Republic of Cyprus. The new republic remained within the Commonwealth of Nations.
The new constitution brought dissatisfaction to Greek Cypriots, who felt it to be highly unjust for them for historical, demographic and contributional reasons. Although 80% of the island's population were Greek Cypriots and these indigenous people had lived on the island for thousands of years and paid 94% of taxes, the new constitution was giving the 17% of the population that was Turkish Cypriots, who paid 6% of taxes, around 30% of government jobs and 40% of national security jobs.
Within three years tensions between the two communities in administrative affairs began to show. In particular disputes over separate municipalities and taxation created a deadlock in government. A constitutional court ruled in 1963 Makarios had failed to uphold article 173 of the constitution which called for the establishment of separate municipalities for Turkish Cypriots. Makarios subsequently declared his intention to ignore the judgement, resulting in the West German judge resigning from his position. Makarios proposed thirteen amendments to the constitution, which would have had the effect of resolving most of the issues in the Greek Cypriot favour. Under the proposals, the President and Vice-President would lose their veto, the separate municipalities as sought after by the Turkish Cypriots would be abandoned, the need for separate majorities by both communities in passing legislation would be discarded and the civil service contribution would be set at actual population ratios (82:18) instead of the slightly higher figure for Turkish Cypriots.
The intention behind the amendments has long been called into question. The Akritas plan, written in the height of the constitutional dispute by the Greek Cypriot interior minister Polycarpos Georkadjis, called for the removal of undesirable elements of the constitution so as to allow power-sharing to work. The plan envisaged a swift retaliatory attack on Turkish Cypriot strongholds should Turkish Cypriots resort to violence to resist the measures, stating "In the event of a planned or staged Turkish attack, it is imperative to overcome it by force in the shortest possible time, because if we succeed in gaining command of the situation (in one or two days), no outside, intervention would be either justified or possible." Whether Makarios's proposals were part of the Akritas plan is unclear, however it remains that sentiment towards enosis had not completely disappeared with independence. Makarios described independence as "a step on the road to enosis".[31] Preparations for conflict were not entirely absent from Turkish Cypriots either, with right wing elements still believing taksim (partition) the best safeguard against enosis.
Greek Cypriots however believe the amendments were a necessity stemming from a perceived attempt by Turkish Cypriots to frustrate the working of government. Turkish Cypriots saw it as a means to reduce their status within the state from one of co-founder to that of minority, seeing it as a first step towards enosis. The security situation deteriorated rapidly.
Main articles: Bloody Christmas (1963) and Battle of Tillyria
An armed conflict was triggered after December 21, 1963, a period remembered by Turkish Cypriots as Bloody Christmas, when a Greek Cypriot policemen that had been called to help deal with a taxi driver refusing officers already on the scene access to check the identification documents of his customers, took out his gun upon arrival and shot and killed the taxi driver and his partner. Eric Solsten summarised the events as follows: "a Greek Cypriot police patrol, ostensibly checking identification documents, stopped a Turkish Cypriot couple on the edge of the Turkish quarter. A hostile crowd gathered, shots were fired, and two Turkish Cypriots were killed."
In the morning after the shooting, crowds gathered in protest in Northern Nicosia, likely encouraged by the TMT, without incident. On the evening of the 22nd, gunfire broke out, communication lines to the Turkish neighbourhoods were cut, and the Greek Cypriot police occupied the nearby airport. On the 23rd, a ceasefire was negotiated, but did not hold. Fighting, including automatic weapons fire, between Greek and Turkish Cypriots and militias increased in Nicosia and Larnaca. A force of Greek Cypriot irregulars led by Nikos Sampson entered the Nicosia suburb of Omorphita and engaged in heavy firing on armed, as well as by some accounts unarmed, Turkish Cypriots. The Omorphita clash has been described by Turkish Cypriots as a massacre, while this view has generally not been acknowledged by Greek Cypriots.
Further ceasefires were arranged between the two sides, but also failed. By Christmas Eve, the 24th, Britain, Greece, and Turkey had joined talks, with all sides calling for a truce. On Christmas day, Turkish fighter jets overflew Nicosia in a show of support. Finally it was agreed to allow a force of 2,700 British soldiers to help enforce a ceasefire. In the next days, a "buffer zone" was created in Nicosia, and a British officer marked a line on a map with green ink, separating the two sides of the city, which was the beginning of the "Green Line". Fighting continued across the island for the next several weeks.
In total 364 Turkish Cypriots and 174 Greek Cypriots were killed during the violence. 25,000 Turkish Cypriots from 103-109 villages fled and were displaced into enclaves and thousands of Turkish Cypriot houses were ransacked or completely destroyed.
Contemporary newspapers also reported on the forceful exodus of the Turkish Cypriots from their homes. According to The Times in 1964, threats, shootings and attempts of arson were committed against the Turkish Cypriots to force them out of their homes. The Daily Express wrote that "25,000 Turks have already been forced to leave their homes". The Guardian reported a massacre of Turks at Limassol on 16 February 1964.
Turkey had by now readied its fleet and its fighter jets appeared over Nicosia. Turkey was dissuaded from direct involvement by the creation of a United Nations Peacekeeping Force in Cyprus (UNFICYP) in 1964. Despite the negotiated ceasefire in Nicosia, attacks on the Turkish Cypriot persisted, particularly in Limassol. Concerned about the possibility of a Turkish invasion, Makarios undertook the creation of a Greek Cypriot conscript-based army called the "National Guard". A general from Greece took charge of the army, whilst a further 20,000 well-equipped officers and men were smuggled from Greece into Cyprus. Turkey threatened to intervene once more, but was prevented by a strongly worded letter from the American President Lyndon B. Johnson, anxious to avoid a conflict between NATO allies Greece and Turkey at the height of the Cold War.
Turkish Cypriots had by now established an important bridgehead at Kokkina, provided with arms, volunteers and materials from Turkey and abroad. Seeing this incursion of foreign weapons and troops as a major threat, the Cypriot government invited George Grivas to return from Greece as commander of the Greek troops on the island and launch a major attack on the bridgehead. Turkey retaliated by dispatching its fighter jets to bomb Greek positions, causing Makarios to threaten an attack on every Turkish Cypriot village on the island if the bombings did not cease. The conflict had now drawn in Greece and Turkey, with both countries amassing troops on their Thracian borders. Efforts at mediation by Dean Acheson, a former U.S. Secretary of State, and UN-appointed mediator Galo Plaza had failed, all the while the division of the two communities becoming more apparent. Greek Cypriot forces were estimated at some 30,000, including the National Guard and the large contingent from Greece. Defending the Turkish Cypriot enclaves was a force of approximately 5,000 irregulars, led by a Turkish colonel, but lacking the equipment and organisation of the Greek forces.
The Secretary-General of the United Nations in 1964, U Thant, reported the damage during the conflicts:
UNFICYP carried out a detailed survey of all damage to properties throughout the island during the disturbances; it shows that in 109 villages, most of them Turkish-Cypriot or mixed villages, 527 houses have been destroyed while 2,000 others have suffered damage from looting.
The situation worsened in 1967, when a military junta overthrew the democratically elected government of Greece, and began applying pressure on Makarios to achieve enosis. Makarios, not wishing to become part of a military dictatorship or trigger a Turkish invasion, began to distance himself from the goal of enosis. This caused tensions with the junta in Greece as well as George Grivas in Cyprus. Grivas's control over the National Guard and Greek contingent was seen as a threat to Makarios's position, who now feared a possible coup.[citation needed] The National Guard and Cyprus Police began patrolling the Turkish Cypriot enclaves of Ayios Theodoros and Kophinou, and on November 15 engaged in heavy fighting with the Turkish Cypriots.
By the time of his withdrawal 26 Turkish Cypriots had been killed. Turkey replied with an ultimatum demanding that Grivas be removed from the island, that the troops smuggled from Greece in excess of the limits of the Treaty of Alliance be removed, and that the economic blockades on the Turkish Cypriot enclaves be lifted. Grivas was recalled by the Athens Junta and the 12,000 Greek troops were withdrawn. Makarios now attempted to consolidate his position by reducing the number of National Guard troops, and by creating a paramilitary force loyal to Cypriot independence. In 1968, acknowledging that enosis was now all but impossible, Makarios stated, "A solution by necessity must be sought within the limits of what is feasible which does not always coincide with the limits of what is desirable."
After 1967 tensions between the Greek and Turkish Cypriots subsided. Instead, the main source of tension on the island came from factions within the Greek Cypriot community. Although Makarios had effectively abandoned enosis in favour of an 'attainable solution', many others continued to believe that the only legitimate political aspiration for Greek Cypriots was union with Greece.
On his arrival, Grivas began by establishing a nationalist paramilitary group known as the National Organization of Cypriot Fighters (Ethniki Organosis Kyprion Agoniston B or EOKA-B), drawing comparisons with the EOKA struggle for enosis under the British colonial administration of the 1950s.
The military junta in Athens saw Makarios as an obstacle. Makarios's failure to disband the National Guard, whose officer class was dominated by mainland Greeks, had meant the junta had practical control over the Cypriot military establishment, leaving Makarios isolated and a vulnerable target.
During the first Turkish invasion, Turkish troops invaded Cyprus territory on 20 July 1974, invoking its rights under the Treaty of Guarantee. This expansion of Turkish-occupied zone violated International Law as well as the Charter of the United Nations. Turkish troops managed to capture 3% of the island which was accompanied by the burning of the Turkish Cypriot quarter, as well as the raping and killing of women and children. A temporary cease-fire followed which was mitigated by the UN Security Council. Subsequently, the Greek military Junta collapsed on July 23, 1974, and peace talks commenced in which a democratic government was installed. The Resolution 353 was broken after Turkey attacked a second time and managed to get a hold of 37% of Cyprus territory. The Island of Cyprus was appointed a Buffer Zone by the United Nations, which divided the island into two zones through the 'Green Line' and put an end to the Turkish invasion. Although Turkey announced that the occupied areas of Cyprus to be called the Federated Turkish State in 1975, it is not legitimised on a worldwide political scale. The United Nations called for the international recognition of independence for the Republic of Cyprus in the Security Council Resolution 367.
In the years after the Turkish invasion of northern Cyprus one can observe a history of failed talks between the two parties. The 1983 declaration of the independent Turkish Republic of Cyprus resulted in a rise of inter-communal tensions and made it increasingly hard to find mutual understanding. With Cyprus' interest of a possible EU membership and a new UN Secretary-General Kofi Annan in 1997 new hopes arose for a fresh start. International involvement from sides of the US and UK, wanting a solution to the Cyprus dispute prior to the EU accession led to political pressures for new talks. The believe that an accession without a solution would threaten Greek-Turkish relations and acknowledge the partition of the island would direct the coming negotiations.
Over the course of two years a concrete plan, the Annan plan was formulated. In 2004 the fifth version agreed upon from both sides and with the endorsement of Turkey, US, UK and EU then was presented to the public and was given a referendum in both Cypriot communities to assure the legitimisation of the resolution. The Turkish Cypriots voted with 65% for the plan, however the Greek Cypriots voted with a 76% majority against. The Annan plan contained multiple important topics. Firstly it established a confederation of two separate states called the United Cyprus Republic. Both communities would have autonomous states combined under one unified government. The members of parliament would be chosen according to the percentage in population numbers to ensure a just involvement from both communities. The paper proposed a demilitarisation of the island over the next years. Furthermore it agreed upon a number of 45000 Turkish settlers that could remain on the island. These settlers became a very important issue concerning peace talks. Originally the Turkish government encouraged Turks to settle in Cyprus providing transfer and property, to establish a counterpart to the Greek Cypriot population due to their 1 to 5 minority. With the economic situation many Turkish-Cypriot decided to leave the island, however their departure is made up by incoming Turkish settlers leaving the population ratio between Turkish Cypriots and Greek Cypriots stable. However all these points where criticised and as seen in the vote rejected mainly by the Greek Cypriots. These name the dissolution of the „Republic of Cyprus", economic consequences of a reunion and the remaining Turkish settlers as reason. Many claim that the plan was indeed drawing more from Turkish-Cypriot demands then Greek-Cypriot interests. Taking in consideration that the US wanted to keep Turkey as a strategic partner in future Middle Eastern conflicts.
A week after the failed referendum the Republic of Cyprus joined the EU. In multiple instances the EU tried to promote trade with Northern Cyprus but without internationally recognised ports this spiked a grand debate. Both side endure their intention of negotiations, however without the prospect of any new compromises or agreements the UN is unwilling to start the process again. Since 2004 negotiations took place in numbers but without any results, both sides are strongly holding on to their position without an agreeable solution in sight that would suit both parties.
Web--> Kowska Portofolio
Blog -> Kowska.blogspot.com
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Camera / Cámara: Bronica EC-TL
Lenses / Objetivo: Nikkor-O 50mm 2.8
Exposure / Exposición: 20 Seg f/5.6
Filter / Filtro: ND 16.000 DIY -14 EV
Film: Fuji Acros 100
Develop / Revelado: Rodinal 1:100 Stand develop / Revelado desatendido
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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. Its production was preceded by an aerodynamic proving version of its airframe, the VF-X. Unlike all later VF vehicles, the VF-X (sometimes referred to as VF-X1) was strictly a conventional/non-transformable jet aircraft, even though it incorporated many structural components and several key technologies that were vital for the transformable VF-1’s successful development that ran in parallel. Therefore, the VF-X was never intended as an air superiority fighter, but rather a flight-capable analogue test bed and proof of concept for the VF-1’s basic layout and major components. In this role, however, the VF-X made vital contributions to systems’ development that were later incorporated into the VF-1’s serial production and sped the program up considerably.
VF-X production started in early 2006, with four airframes built. The flight tests began in February 2007. The first prototype (“01”) was piloted and evaluated by ace pilot Roy Fokker, in order to explore the aircraft’s flight envelope, general handling and for external stores carriage tests. The three other VF-Xs successively joined the test program, each with a different focus. “02” was primarily tasked with the flight control and pilot interface program, “03” was allocated to the engine, vectoring thrust and steering systems development, and “04” was primarily involved in structural and fatigue tests.
In November 2007, the successful VF-X tests and the flights of the VF-X-1 (the first fully transformable VF-1 prototype, which had been under construction in parallel to the VF-X program) led to formal adoption of the “Valkyrie” variable fighter by the United Nations Government.
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 remained the mainstay fighter of the U.N. Spacy for the entire conflict.
Introduced in 2008, the VF-1 proved to be an extremely capable craft, successfully combating a variety of Zentraedi 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 sub-variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements. These included the GBP-1S "Armored Valkyrie” external armor and infantry weapons pack, so-called FAST Packs for "Super Valkyries” for orbital use, and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S “Strike Valkyrie” with additional firepower.
After the end of Space War I, the VF-1 continued to be manufactured both in the Sol system and throughout the UNG space colonies. Although the VF-1 would eventually be replaced as the primary Variable Fighter of the U.N. 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), and several upgrade programs were introduced.
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.
General characteristics:
Accommodation: One pilot in a Marty & Beck Mk-7 zero/zero ejection seat
Length 14.23 meters
Wingspan 14.78 meters (at 20° minimum sweep)
Height 3.84 meters
Empty weight: 13.25 metric tons
Standard T-O mass: 18.5 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);
Performance:
Top speed: Mach 2.71 at 10,000 m; Mach 3.87 at 30,000+ m
Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24
Armament:
None installed, but the VF-X had 4x underwing hard points for a wide variety of ordnance, plus a ventral hardpoint for a Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min or other stores like test instruments
The model and its assembly:
Another submission to the “Prototypes” group build at whatifmodelers.com in July 2020. Being a VF-1 fan (and have built maybe twenty o these simple Arii kits), adding a VF-X was, more or less, a must – even more so because I had a suitable Valkyrie Fighter kit at hand for the conversion. As a side note, I have actually built something quite similar from a VF-1D many years ago: a fictional, non-transformable advanced trainer, without knowing about the VF-X at all.
Thanks to the “Macross - Perfect Memory” source book, the differences between the transformable VF-1 and its early testbed were easy to identify:
- Fixed legs with faired ducts from the intakes on (thighs)
- Ankle recesses disappeared
- Less and slightly different panel lines on the back and on the nose
- ventral head unit deleted and a respective fairing installed instead
- Levelled underside (shoulder fairings of the folded arms were cut down)
- Leg attachment points on the nose deleted
- No small, circular vernier thrusters all around the hull
- Some new/different venting grills (created mostly with 0.5mm black decal stripes)
Beyond the changes, the VF-1A was basically built OOB. Thankfully, the VF-X already features the later VF-1’s vectored thrust nozzles/feet, so that no changes had to be made in this respect. A pilot figure was added to the cockpit for the beauty pics, and after the flight scenes had been shot, the canopy remained open on a swing arm for static display. For the same reason, the model was built with the landing gear extended.
As a test aircraft, the underwing pylons and their AMM-1 ordnance were left away and the attachment points hidden with putty. I also omitted the ventral gun pod and left the aircraft clean. However, for the flight scene pictures, I implanted an adapter for a display holder made from wire.
In order to emphasize the test vehicle character of the VF-X, I gave the model a scratched spin recovery parachute installation between the fins, using a real world F-22 testbed as benchmark. It consists of styrene profiles, quite a delicate construction. For the same reason I gave the VF-X a long sensor boom on the nose, which changes the Valkyrie’s look, too. Finally, some small blade antennae were added to the nose and to the spine behind the cockpit.
Painting and markings:
To be honest, I have no idea if there was only a single VF-X prototype in the Macross universe, or more. Just one appears in the TV series in episode #33, and lack of suitable information and my personal lack of Japanese language proficiency prevents any deeper research. However, this would not keep me from inventing a personal interpretation of the canonical VF-X, especially because I do not really like the original livery from the TV series: an overall light grey with some simple black trim and “TEST” written on the (fixed) legs. Yamato did an 1:60 scale toy of the VF-X, but it was/is just a VF-1 with a ventral fairing; they added some shading to the basic grey – but this does not make the aircraft more attractive, IMHO.
When I looked at the original conceptual drawing of the VF-X in the “Macross - Perfect Memory” source book, however, I was immediately reminded of the F-15 prototypes from the Seventies (and this program used a total of twelve machines!). These featured originally a light grey (FS 36375?) overall base, to which bright dayglo orange markings on wings, fins and fuselage were soon added – in a very similar pattern to the VF-X. I think the VF-X livery was actually inspired by this, the time frame matches well with the production of the Macross TV series, too, and that’s what I adapted for my model.
In order to come close to the F-15 prototype livery, I gave “my” VF-X an overall basic coat of RAL 7047 “Telegrau 4”, one of German Telekom’s corporate colors and a very pale grey that can easily be mistaken for white when you do not have a contrast reference.
The cockpit received a medium grey finish, the ejection seat became black with brown cushions; the pilot figure is a 1:100 seated passenger from an architecture supplies, painted like an early VF-1 pilot in a white/blue suit. The jet nozzles/feet were painted with Revell 91 (Iron) and later treated with grinded graphite for a more metallic finish. The landing gear became classic white (I used Revell 301, which is a very pure tone, as contrast to the RAL 7047 on the hull), the air intake ducts and the internal sections of the VG wings were painted with dark grey (Revell 77).
For some diversity I took inspiration from the Yamato VF-X toy and added slightly darker (Humbrol 166, RAF Light Aircraft Grey) areas to the hull and the legs. Next, the panel lines were emphasized through a thinned black ink wash, but I did no panel post shading so that the VF-X would not look too dirty or worn.
Onto this basis I applied the orange dayglo markings. On the wings and fins, these were painted – they were applied with spray paint from a rattle can, involving lots of masking. The leading edges on wings and fins were created with grey decal sheet material, too. At this stage, some surface details and more fake panel lines were added with a soft pencil.
The orange cheatline under the cockpit is a personal addition; I found that some more orange had to be added to the nose for visual balance, and I eventually went for the simple, trimmed stripe (TL Modellbau material) instead of trying to apply decal sheet material around the jagged air intakes (F-15 prototype style). The black “TEST”, “VFX” and “U.N. Spacy” markings were designed at the computer and printed on clear inkjet decal paper. Even though the “real” VF-X does not feature the UNS “kite” insignia, I decided to add them to the model. These come from the OOB sheet, which also provided most (slightly yellowed) stencils.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri).
A rather different VF-1 project (and it is – to my astonishment – #28 in my 1:100 VF-1 Fighter mode collection!!!), with more changes to the basic model kit than one might expect at first sight. VF-X and VF-1 differ considerably from each other, despite identical outlines! However, I like the outcome, and I think that going a different route from the canonical grey/black livery paid out, the bright orange markings really make this VF-X stand out, and it looks IMHO more like a testbed than the “real” aircraft from the TV series.