Made in 1913 by British born, German trained, Melbourne stained glass artist William Montgomery, it is the first window by him, to be installed in the north nave, the others being St. Stephen (1915) and William Major Olive Memorial (1916).

 

The window pictures Saint Mark, after whom St. Mark the Evangelist Church of England is named. Saint Mark the Evangelist is the traditionally ascribed author of the Gospel of Mark. Mark is said to have founded the Church of Alexandria, one of the most important episcopal sees of Early Christianity. As a result, he is depicted holding a Gospel Book and quill. His symbol, the winged lion, appears at the top of the lancet window.

 

The vignette at the bottom depicts him as one of the Twelve Apostles, listening to the words of Jesus. The vignette at the base of the memorial window features the following inscription; "In memoriam: Reverend Charlie Crace Sage, Missionary in the South Seas. Called to higher service June 7th 1913.

 

Built amid workers' cottages and terrace houses of shopkeepers, St. Mark the Evangelist Church of England sits atop an undulating rise in the inner Melbourne suburb of Fitzroy. Nestled behind a thick bank of agapanthus beyond its original cast-iron palisade fence, it would not look out of place in an English country village with its neat buttresses, bluestone masonry and simple, unadorned belfry.

 

St. Mark the Evangelist was the first church to be built outside of the original Melbourne grid as Fitzroy developed into the city's first suburb. A working-class suburb, the majority of its residents were Church of England and from 1849 a Mission Church and school served as a centre for religious, educational and recreational facilities. The school was one of a number of denominational schools established by the Church of England and was partly funded by the Denominational School Board.

 

St. Mark the Evangelist Church of England was designed by architect James Blackburn and built in Early English Gothic style. Richard Grice, Victorian pastoralist and philanthropist, generously contributed almost all the cost of its construction. Work commenced in 1853 to accommodate the growing Church of England congregation of Fitzroy. On July 1st, 1853, the first stone of St. Mark the Evangelist was laid by the first Bishop of Melbourne, The Right Rev. Charles Perry.

Unfortunately, Blackburn did not live to see its completion, dying the following year in 1854 of typhoid. This left St. Mark the Evangelist without an architect to oversee the project, and a series of other notable Melbourne architects helped finish the church including Lloyd Tayler, Leonard Terry and Charles Webb. Even then when St. Mark the Evangelist opened its doors on Sunday, January 21st, 1855, the church was never fully completed with an east tower and spire never realised. The exterior of the church is very plain, constructed of largely unadorned bluestone, with simple buttresses marking structural bays and tall lancet windows. The church's belfry is similarly unadorned, yet features beautiful masonry work. It has a square tower and broach spire.

 

Inside St. Mark the Evangelist Church of England it is peaceful and serves as a quiet sanctuary from the noisy world outside. I visited it on a hot day, and its enveloping coolness was a welcome relief. Walking across the old, highly polished hardwood floors you cannot help but note the gentle scent of the incense used during mass. The church has an ornately carved timber Gothic narthex screen which you walk through to enter the nave. Once there you can see the unusual two storey arcaded gallery designed by Leonard Terry that runs the entire length of the east side of building. Often spoken of as “The Architect’s Folly” Terry's gallery was a divisive point in the Fritzroy congregation. Some thought it added much beauty to the interior with its massive square pillars and seven arches supporting the principals of the roof. Yet it was generally agreed that the gallery was of little effective use, and came with a costly price tag of £3,000.00! To this day, it has never been fully utlised by the church. St. Mark the Evangelist has been fortunate to have a series of organs installed over its history; in 1854 a modest organ of unknown origin: in 1855 an 1853 Foster and Andrews, Hull, organ which was taken from the Athenaeum Theatre in Melbourne's Collins Street: in 1877 an organ built by Melbourne organ maker William Anderson: and finally in 1999 as part of major renovation works a 1938 Harrison and Harrison, Durham, organ taken from St. Luke's Church of England in Cowley, Oxfordshire. The church has gone through many renovations over the ensuing years, yet the original marble font and pews have survived these changes and remain in situ to this day. Blackwood reredos in the chancel, dating from 1939, feature a mosaic of the last supper by stained glass and church outfitters Brooks, Robinson and Company. A similar one can be found at St. Matthew's Church of England in High Street in Prahran. The fine lancet stained glass windows on the west side of St. Mark the Evangelist feature the work of the stained glass firms Brooks, Robinson and Company. and William Montgomery. Many of the windows were installed in the late Nineteenth Century.

 

The St. Mark the Evangelist Parish Hall and verger's cottage were added in 1889 to designs by architects Hyndman and Bates. The hall is arranged as a nave with clerestorey windows and side aisles with buttresses. In 1891 the same architects designed the Choir Vestry and Infants Sunday School on Hodgson Street, to replace the earlier school of 1849 which had been located in the forecourt of the church.

 

The present St. Mark the Evangelist's vicarage, a two-storey brick structure with cast-iron lacework verandahs, was erected in 1910.

 

I am very grateful to the staff of Anglicare who run the busy adjoining St. Mark's Community Centre for allowing me to have free range of the inside of St. Mark the Evangelist for a few hours to photograph it so extensively.

 

James Blackburn (1803 - 1854) was an English civil engineer, surveyor and architect. Born in Upton, West Ham, Essex, James was the third of four sons and one daughter born to his parents. His father was a scalemaker, a trade all his brothers took. At the age of 23, James was employed by the Commissioners of Sewers for Holborn and Finsbury and later became an inspector of sewers. However, his life took a dramatic turn in 1833, when suffering economic hardship, he forged a cheque. He was caught and his penalty was transportation to Van Diemen’s Land (modern day Tasmania). As a convicted prisoner, yet also listed as a civil engineer, James was assigned to the Roads Department under the management of Roderic O’Connor, a wealthy Irishman who was the Inspector of Roads and Bridges at the time. On 3 May 1841 James was pardoned, whereupon he entered private practice with James Thomson, another a former convict. In April 1849, James sailed from Tasmania aboard the "Shamrock" with his wife and ten children to start a new life in Melbourne. Once there he formed a company to sell filtered and purified water to the public, and carried out some minor architectural commissions including St. Mark the Evangelist in Fitzroy. On 24 October he was appointed city surveyor, and between 1850 and 1851 he produced his greatest non-architectural work, the basic design and fundamental conception of the Melbourne water supply from the Yan Yean reservoir via the Plenty River. He was injured in a fall from a horse in January 1852 and died on 3 March 1854 at Brunswick Street, Collingwood, of typhoid. He was buried as a member of St. Mark The Evangelist Church of England. James is best known in Tasmania for his ecclesiastical architectural work including; St Mark's Church of England, Pontville, Tasmania (1839-1841), Holy Trinity Church, Hobart, Tasmania (1841-1848): St. George's Church of England, Battery Point, Tasmania, (1841-1847).

 

Leonard Terry (1825 - 1884) was an architect born at Scarborough, Yorkshire, England. Son of Leonard Terry, a timber merchant, and his wife Margaret, he arrived in Melbourne in 1853 and after six months was employed by architect C. Laing. By the end of 1856 he had his own practice in Collins Street West (Terry and Oakden). After Mr. Laing's death next year Leonard succeeded him as the principal designer of banks in Victoria and of buildings for the Anglican Church, of which he was appointed diocesan architect in 1860. In addition to the many banks and churches that he designed, Leonard is also known for his design of The Melbourne Club on Collins Street (1858 - 1859) "Braemar" in East Melbourne (1865), "Greenwich House" Toorak (1869) and the Campbell residence on the corner of Collins and Spring Streets (1877). Leonard was first married, at 30, on 26 June 1855 to Theodosia Mary Welch (d.1861), by whom he had six children including Marmaduke, who trained as a surveyor and entered his father's firm in 1880. Terry's second marriage, at 41, on 29 December 1866 was to Esther Hardwick Aspinall, who bore him three children and survived him when on 23 June 1884, at the age of 59, he died of a thoracic tumor in his last home, Campbellfield Lodge, Alexandra Parade, in Collingwood.

 

Lloyd Tayler (1830 - 1900) was an architect born on 26 October 1830 in London, youngest son of tailor William Tayler, and his wife Priscilla. Educated at Mill Hill Grammar School, Hendon, and King's College, London, he is said to have been a student at the Sorbonne. In June 1851 he left England to join his brother on the land near Albury, New South Wales. He ended up on the Mount Alexander goldfields before setting up an architectural practice with Lewis Vieusseux, a civil engineer in 1854. By 1856 he had his own architectural practice where he designed premises for the Colonial Bank of Australasia. In the 1860s and 1870s he was lauded for his designs for the National Bank of Australasia, including those in the Melbourne suburbs of Richmond and North Fitzroy, and further afield in country Victoria at Warrnambool and Coleraine. His major design for the bank was the Melbourne head office in 1867. With Edmund Wright in 1874 William won the competition for the design of the South Australian Houses of Parliament, which began construction in 1881. The pair also designed the Bank of Australia in Adelaide in 1875. He also designed the Australian Club in Melbourne's William Street and the Melbourne Exchange in Collins Street in 1878. Lloyd's examples of domestic architecture include the mansion "Kamesburgh", Brighton, commissioned by W. K. Thomson in 1872. Other houses include: "Thyra", Brighton (1883): "Leighswood", Toorak, for C. E. Bright: "Roxcraddock", Caulfield: "Cherry Chase", Brighton: and "Blair Athol", Brighton. In addition to his work on St. Mark the Evangelist in Fitzroy, Lloyd also designed St. Mary's Church of England, Hotham (1860); St Philip's, Collingwood, and the Presbyterian Church, Punt Road, South Yarra (1865); and Trinity Church, Bacchus Marsh (1869). The high point of Lloyd's career was the design for the Melbourne head office of the Commercial Bank of Australia. His last important design was the Metropolitan Fire Brigade Headquarters Station, Eastern Hill in 1892. Lloyd was also a judge in 1900 of the competition plans for the new Flinders Street railway station. Lloyd was married to Sarah Toller, daughter of a Congregational minister. They established a comfortable residence, Pen-y-Bryn, in Brighton, and it was from here that he died of cancer of the liver on the 17th of August 1900 survived by his wife, four daughters and a son.

 

Charles Webb (1821 - 1898) was an architect. Born on 26 November 1821 at Sudbury, Suffolk, England, he was the youngest of nine children of builder William Webb and his wife Elizabeth. He attended Sudbury Academy and was later apprenticed to a London architect. His brother James had migrated to Van Diemen's Land in 1830, married in 1833, gone to Melbourne in 1839 where he set up as a builder in and in 1848 he bought Brighton Park, Brighton. Charles decided to join James and lived with James at Brighton. They went into partnership as architects and surveyors. The commission that established them was in 1850 for St Paul's Church, Swanston Street. It was here that Charles married Emma Bridges, daughter of the chief cashier at the Bank of England. Charles and James built many warehouses, shops and private homes and even a synagogue in the city. After his borther's return to England, Charles designed St. Andrew's Church, Brighton, and receiving an important commission for Melbourne Church of England Grammar School in 1855. In 1857 he added a tower and a slender spire to Scots Church, which James had built in 1841. He designed Wesley College in 1864, the Alfred Hospital and the Royal Arcade in 1869, the South Melbourne Town Hall and the Melbourne Orphan Asylum in 1878 and the Grand Hotel (now the Windsor) in 1884. In 1865 he had designed his own home, "Farleigh", in Park Street, Brighton, where he died on 23 January 1898 of heat exhaustion. Predeceased by Emma in 1893 and survived by five sons and three daughters, he was buried in Brighton cemetery.

 

William Montgomery (1850 - 1927) was an artist who specialised in stained glass painting and design. He was born in England in 1850, and studied at the School of Art in Newcastle-on-Tyne. In his final year William was awarded one of only three National Art Scholarships that year to study at South Kensington School of Art (now the Royal College of Art). He was employed by the leading London stained glass firm, Clayton and Bell, before joining Franz Mayer and Company in Munich, Germany. Over the next seven years he not only designed windows he also trained others in the English style of glass painting. William arrived in Melbourne, Australia, in 1886 during the Boom Period provided by the Gold Rush. Melbourne was at the time one of the wealthiest cities in the world, and was in the throes of a building boom. He quickly set up his studio at 164 Flinders Street in the heart of Melbourne, bringing with him the latest in European style and design and achieving instant success amongst wealthy patrons. He worked equally for Catholic and Protestant denominations, his windows being found in many churches as well as in mansions, houses and other commercial buildings around the city. This extended to the country beyond as his reputation grew. A painter as well as stained glass window designer William was a founding member of the Victorian Art Society in Albert Street, Eastern Hill. William became President of its Council in 1912, a position he held until 1916. He was a trustee of the National Gallery of Victoria. His commissions included; stained glass windows at Christ Church, Hawthorn: St. John's, Heidelberg, St. Ignatius', Richmond: Christ Church, St Kilda: Geelong Grammar School: the Bathurst Cathedral and private houses "Tay Creggan", Hawthorn (now Strathcona Baptist Girls Grammar), and "Earlsbrae Hall", Essendon (now Lowther Hall Anglican Grammar School). The success of William Montgomery made Melbourne the leading centre of stained glass in the Southern Hemisphere. William Montgomery died in 1927.

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: Yashica T5

Film: BERGGER BRF400 Plus

Developed in ILFORD Ilfosol-3, 8.30 mins @ 20˙C

Scan: Epson Perfection V550

 

BLOG: avahanvati.com/2016/05/16/2016-5-16-the-traveling-yashica/

AND

www.35mmc.com/25/05/2016/portraits-traveling-yashica-duba...

Fuji Neopan 400 developed in Xtol 1+3 with Rodinal 3+500

Mamiya twin lens reflex C33 with Sekor 80/2.8

Developed in ACR with custom made "Fujifilm FinePix S5 pro" DCP profile.

Color graded in Dehancer Photoshop plugin with "Kodak Ektar 100" film profile, "Kodak Endura Glossy" paper profile and film simulation effects.

Henry county, Georgia

Nikon S3 35mm rangefinder camera

Kodak Ektar 100 film developed with FPP's C-41 kit.

The developing sunset behind Anvil Point Lighthouse, taken from Durlston Head, Purbeck, Dorset, UK.

Well, it's tomorrow and the parcel I stood on when I logged off had a home on it when I logged back in.

 

Visit this location at Protected Land in Second Life

Kodak Plus-X developed w/D-23, Leica F, negative scan

A view of an old barn that sits in a valley down below where my Parent's house is. The barn has new owners as of this year so it will be interesting to see how the preservation of the barn plays out. I've already watched them do some maintenance and preservation on the barn so that's a good sign.

 

4x5 for 365 Project details: greggobst.photography/4x5-for-365

 

Technical details:

Sakai Toyo 4 1/2 x 6 1/2" (half-plate) large format metal field camera with 4x5" film back.

Fujinon-W 210mm F5.6 lens in Copal B shutter.

Ilford Delta 100 B&W Negative Film, shot at ISO 100.

1/8th second at F45.

Developed in Kodak Xtol 1+2 dilution in Mod54 daylight development tank. 13 minutes @ 20 degrees Celsius.

Negative scanned with Epson V600.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

In the first years of the war, the Wehrmacht had only little interest in developing self-propelled anti-aircraft guns, but as the Allies developed air superiority and dedicated attack aircraft threatened the ground troops from above, the need for more mobile and better-armed self-propelled anti-aircraft guns increased. As a stopgap solution the Wehrmacht initially adapted a variety of wheeled, half-track and tracked vehicles to serve as mobile forward air defense positions. Their tasks were to protect armor and infantry units in the field, as well as to protect temporary forward area positions such as mobile headquarters and logistic points.

 

These vehicles were only lightly armored, if at all, and rather mobilized the anti-aircraft weapons. As Allied fighter bombers and other ground attack aircraft moved from machine gun armament and bombing to air-to-ground rockets and large-caliber cannons, the air defense positions were even more vulnerable. The answer was to adapt a tank chassis with a specialized turret that would protect the gun crews while they fired upon approaching Allied aircraft. Furthermore, the vehicle would have the same mobility as the battle tanks it protected.

 

Initial German AA-tank designs were the ‘Möbelwagen’ and the ‘Wirbelwind’, both conversions of refurbished Panzer IV combat tank chassis with open platforms or turrets with four 20mm cannon. Alternatively, a single 37mm AA gun was mounted, too – but all these vehicles were just a compromise and suffered from light armor, a high silhouette and lack of crew protection.

 

Further developments of more sophisticated anti-aircraft tank designs started in late 1943 and led into different directions. One development line was the ‘Kugelblitz’, another Panzer IV variant, but this time the ball-shaped turret, armed with very effective 30 mm MK 103 cannon, was fully integrated into the hull, resulting in a low silhouette and a protected crew. However, the ‘Kugelblitz’ only featured two of these guns and the tilting turret was very cramped and complicated. Venting and ammunition feed problems led to serious delays and a prolonged development stage.

The ‘Coelian’ family of bigger turrets with various weapon options for the Panzer V (the ‘Panther’) was another direction, especially as a response against the armored Il-2 attack aircraft at the Eastern front and against flying targets at medium altitude. Targets at high altitude, esp. Allied bombers, were to be countered with the very effective 8.8 cm Flak, and there were also several attempts to mount this weapon onto a fully armored hull.

 

The primary weapon for a new low/medium altitude anti-aircraft tank was to become the heavy automatic 55 mm MK 214. Like the 30 mm MK 103 it was a former aircraft weapon, belt-fed and adapted to continuous ground use. However, in early 1944, teething troubles with the ‘Kugelblitz’ suggested that a completely enclosed turret with one or (even better) two of these new weapons, mounted on a ‘Panther’ or the new E-50/75 tank chassis, would need considerable development time. Operational vehicles were not expected to enter service before mid-1945. In order to fill this operational gap, a more effective solution than the Panzer IV AA conversions, with more range and firepower than anything else currently in service, was direly needed.

 

This situation led to yet another hasty stopgap solution, the so-called ‘Ostwind II’ weapon system, which consisted primarily of a new turret, mated with a standard medium battle tank chassis. It was developed in a hurry in the course of 1944 and already introduced towards the end of the same year. The ‘Ostwind II’ was a compromise in the worst sense: even though it used two 37 mm FlaK 43 guns in a new twin mount and offered better firepower than any former German AA tank, it also retained many weaknesses from its predecessors: an open turret with only light armor and a high silhouette. But due to the lack of time and resources, the ‘Ostwind II’ was the best thing that could be realized on short notice, and with the perspective of more effective solutions within one year’s time it was rushed into production.

 

The ‘Ostwind II’ system was an open, roughly diamond-shaped, octagonal turret, very similar in design to the Panzer IV-based ‘Wirbelwind’ and ‘Ostwind’ (which was re-designated ‘Ostwind I’). As a novelty, in order to relieve the crew from work overload, traverse and elevation of the turret was hydraulic, allowing a full elevation (-4° to +90° was possible) in just over four seconds and a full 360° traverse in 15 seconds. This had become necessary because the new turret was bigger and heaver, both the weapons and their crews required more space, so that the Ostwind II complex could not be mounted onto the Panzer IV chassis anymore and movement by hand was just a fallback option.

In order to provide the ‘Ostwind II’ with a sufficiently large chassis, it was based on the SdKfz. 171 Panzer V medium battle tank, the ‘Panther’, exploiting its bigger turret ring, armor level and performance. The Panther chassis had, by late 1944, become available for conversions in considerable numbers through damaged and/or recovered combat tanks, and updated details like new turrets or simplified road wheels were gradually introduced into production and during refurbishments. Mounting the ‘Ostwind II’ turret on the Panzer VI (Tiger) battle tank chassis had been theoretically possible, too, but it never happened, because the Tiger lacked agility and its protection level and fuel consumption were considered impractical for an SPAAG that would typically protect battle tank groups.

 

The ‘Ostwind II’ turret was built around a motorized mount for the automatic 3.7 cm FlaK 43 twin guns. These proven weapons were very effective against aircraft flying at altitudes up to 4,200 m, but they also had devastating effect against ground targets. The FlaK 43’s armor penetration was considerable when using dedicated ammunition: at 100 m distance it could penetrate 36 mm of a 60°-sloped armor, and at 800 m distance correspondingly 24 mm. The FlaK 43’s theoretical maximum rate of fire was 250 shots/minute, but it was practically kept at ~120 rpm in order to save ammunition and prevent wear of the barrels. The resulting weight of fire was 76.8 kg (169 lb) per minute, but this was only theoretical, too, because the FlaK 43 could only be fed manually by 6-round clips – effectively, only single shots or short bursts could be fired, but a trained crew could maintain fire through using alternating gun use. A more practical belt feed was at the time of the Ostwind II's creation not available yet, even though such a mechanism was already under development for the fully enclosed Coelian turret, which could also take the FlaK 43 twin guns, but the armament was separated from the turret crew.

 

The new vehicle received the official designation ‘Sd.Kfz. 171/2 Flakpanzer V’, even though ‘Ostwind II’ was more common. When production actually began and how many were built is unclear. The conversion of Panther hulls could have started in late-1944 or early-1945, with sources disagreeing. The exact number of produced vehicles is difficult to determine, either. Beside the prototype, the number of produced vehicles goes from as little as 6 to over 40. The first completed Ostwind II SPAAGs were exclusively delivered to Eastern front units and reached them in spring 1945, where they were immediately thrown into action.

All Flakpanzer vehicles at that time were allocated to special anti-aircraft tank platoons (so-called Panzer Flak Züge). These were used primarily to equip Panzer Divisions, and in some cases given to special units. By the end of March 1945, there were plans to create mixed platoons equipped with the Ostwinds and other Flakpanzers. Depending on the source, they were either to be used in combination with six Kugelblitz, six Ostwinds and four Wirbelwinds or with eight Ostwinds and three Sd.Kfz. 7/1 half-tracks. Due to the war late stage and the low number of anti-aircraft tanks of all types built, this reorganization was never truly implemented, so that most vehicles were simply directly attached to combat units, primarily to the commanding staff.

 

The Ostwind II armament proved to be very effective, but the open turret (nicknamed ‘Keksdose’ = cookie tin) left the crews vulnerable. The crew conditions esp. during wintertime were abominable, and since aiming had to rely on vision the system's efficacy was limited, esp. against low-flying targets. The situation was slightly improved when the new mobile ‘Medusa’ and ‘Basilisk’ surveillance and target acquisition systems were introduced. These combined radar and powerful visual systems and guided the FlaK crews towards incoming potential targets, what markedly improved the FlaKs' first shot hit probability. However, the radar systems rarely functioned properly, the coordination of multiple SPAAGs in the heat of a low-level air attack was a challenging task, and - to make matters worse - the new mobile radar systems were even more rare than the new SPAAGs themselves.

 

All Ostwind II tanks were built from recovered ‘Panther’ battle tanks of various versions. The new Panther-based SPAAGs gradually replaced most of the outdated Panzer IV AA variants as well as the Ostwind I. Their production immediately stopped in the course of 1945 when the more sophisticated 'Coelian' family of anti-aircraft tanks with fully enclosed turrets became available. This system was based on Panzer V hulls, too, and it was soon followed by the first E-50 SPAAGs with the new, powerful twin-55 mm gun.

  

Specifications:

Crew: Six (commander, gunner, 2× loader, driver, radio-operator/hull machine gunner)

Weight: 43.8 tonnes (43.1 long tons; 48.3 short tons)

Length (hull only): 6.87 m (22 ft 6 in)

Width: 3.42 m (11 ft 3 in)

Height: 3.53 m (11 ft 6 3/4 in)

Suspension: Double torsion bar, interleaved road wheels

Fuel capacity: 720 litres (160 imp gal; 190 US gal)

 

Armor:

15–80 mm (0.6 – 3.15 in)

 

Performance:

Maximum road speed: 46 km/h (29 mph)

Operational range: 250 km (160 mi)

Power/weight: 15.39 PS (11.5 kW)/tonne (13.77 hp/ton)

 

Engine:

Maybach HL230 P30 V-12 petrol engine with 700 PS (690 hp, 515 kW)

ZF AK 7-200 gear; 7 forward 1 reverse

 

Armament:

2× 37 mm (1.46 in) FlaK 43 cannon in twin mount with 1.200 rounds

1× 7.92 mm MG 34 machine gun in the front glacis plate with 2.500 rounds

  

The kit and its assembly:

This was a spontaneous build, more or less the recycling of leftover parts from a 1:72 Revell Ostwind tank on a Panzer III chassis that I had actually bought primarily for the chassis (it became a fictional Aufklärungspanzer III). When I looked at the leftover turret, I wondered about a beefed-up/bigger version with two 37 mm guns. Such an 'Ostwind II' was actually on the German drawing boards, but never realized - but what-if modelling can certainly change that. However, such a heavy weapon would have to be mounted on a bigger/heavier chassis, so the natural choice became the Panzer V, the Panther medium battle tank. This way, my ‘Ostwind II’ interpretation was born.

The hull for this fictional AA tank is a Hasegawa ‘Panther Ausf. G’ kit, which stems from 1973 and clearly shows its age, at least from today’s point of view. While everything fits well, the details are rather simple, if not crude (e. g. the gratings on the engine deck or the cupola on the turret). However, only the lower hull and the original wheels were used since I wanted to portray a revamped former standard battle tank.

 

The turret was a more complicated affair. It had to be completely re-constructed, to accept the enlarged twin gun and to fit onto the Panther hull. The first step was the assembly of the twin gun mount, using parts from the original Ostwind kit and additional parts from a second one. In order to save space and not to make thing uber-complicated I added the second weapon to the right side of the original gun and changed some accessories.

This, together with the distance between the barrels, gave the benchmark for the turret's reconstruction. Since the weapon had not become longer, I decided to keep things as simple as possible and just widen the open turret - I simply took the OOB Ostwind hexagonal turret (which consists of an upper and lower half), cut it up vertically and glued them onto the Panther turret's OOB base, shifting the sides just as far to the outside that the twin gun barrels would fit between them - a distance of ~0.4 inch (1 cm). At the rear the gap was simply closed with styrene sheet, while the front used shield parts from the Revell Ostwind kit that come from a ground mount for the FlaK 43. Two parts from this shield were glued together and inserted into the front gap. While this is certainly not as elegant as e. g. the Wirbelwind turret, I think that this solution was easier to integrate.

Massive PSR was necessary to blend the turret walls with the Panther turret base, and as a late modification the opening for the sight had to be moved, too. To the left of the weapons, I also added a raised protective shield for the commander.

Inside of the turret, details from the Ostwind kit(s), e. g. crew seats and ammunition clips, were recycled, too.

  

Painting and markings:

Since the Ostwind II would be based on a repaired/modified former Panzer V medium battle tank, I settled upon a relatively simple livery. The kit received a uniform finish in Dunkelgelb (RAL 7028), with a network of greenish-grey thin stripes added on top, to break up the tank's outlines and reminiscent of the British ‘Malta’ scheme, but less elaborate. The model and its parts were initially primed with matt sand brown from the rattle can (more reddish than RAL 7028) and then received an overall treatment with thinned RAL 7028 from Modelmaster, for an uneven, dirty and worn look. The stripes were created with thinned Tamiya XF-65 (Field Grey).

 

Once dry, the whole surface received a dark brown wash, details were emphasized with dry-brushing in light grey and beige. Decals were puzzled together from various German tank sheets, and the kit finally sealed with matt acrylic varnish.

 

The black vinyl tracks were also painted/weathered, with a wet-in-wet mix of black, grey, iron and red brown (all acrylics). Once mounted into place, mud and dust were simulated around the running gear and the lower hull with a greyish-brown mix of artist mineral pigments.

  

A bit of recycling and less exotic than one would expect, but it’s still a whiffy tank model that fits well into the historic gap between the realized Panzer IV AA tanks and the unrealized E-50/75 projects. Quite subtle! Creating the enlarged turret was the biggest challenge, even, even more so because it was/is an open structure and the interior can be readily seen. But the new/bigger gun fits well into it, and it even remained movable!

 

Developed in the early 1960s by Vickers and in service with the British army from 1965 until 2016. The type also saw service with the Indian army.

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 was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

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 minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.

The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.

 

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 be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

The versatile aircraft also underwent constant upgrade programs, leading to improved versions like the VF-1N and P. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards, placed in a streamlined fairing on the upper side of the nose, just in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could also be used for target illumination and guiding precision weapons.

Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs. Improved ECM measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.

 

A limited number of machines was also, when the type was replaced in the fighter units by the VF-4, handed over to U.N.S.A.F. units and modified into fighter bombers for the exclusive use within Earth's atmosphere, intended as a supplement to the dedicated VFA-1 ground attack Valkyrie variant. The machine’s prime task would be to attack and neutralize potential invaders’ landing vehicles, plus general close air support for ground troops and battlefield interdiction missions.

This conversion included structural reinforcements and additional weapon hardpoints under the air intakes, improved avionics as well as active and passive sensor systems from the VF-1P in a modified head unit with two laser cannon. These revamped aircraft received an "a" suffix (Alpha for attack, the Greek letter was chosen in order to avoid confusion with the widespread standard VF-1A variant and VF-1JA updates) to their original designation. Roundabout 120 VF-1s, mostly VF-1As, -Ns and a few -Js were converted to the a-standard between 2017 and 2019 and served at air bases in Africa, Northern America and Australia until 2032.

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 in several variants.

 

However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

  

General characteristics:

All-environment variable fighter and tactical combat Battroid,

used by U.N. Spacy, U.N. Navy, U.N. Space Air Force and U.N.Spacy Marines

 

Accommodation:

Single pilot in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

 

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

 

Empty weight: 13.25 metric tons;

Standard T-O mass: 18.5 metric tons;

MTOW: 37.0 metric tons

 

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)

 

4x Shinnakasu Heavy Industry NBS-1 high-thrust vernier thrusters (1x counter reverse vernier thruster nozzle mounted on the side of each leg nacelle/air intake, 1x wing thruster roll control system on each wingtip);

 

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

 

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

 

Design Features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

 

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

 

Armament:

2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing and 2x underfuselage hard points for a wide variety of ordnance, including:

- 12x AMM-1 hybrid guided multipurpose missiles (3/point), or

- 12x MK-82 LDGB conventional bombs (3/point), or

- 6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

- 4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

- or a combination of above load-outs

  

The kit and its assembly:

Another build of one of these vintage ARII kits, primarily for the (fictional) livery. This one was inspired by a profile found in a source book (the "VF-1 Master File" from Softbank Publishing), where I found a profile of a late VF-1P from 2024 in a pale, three-tone desert paint scheme, similar to an IDF aircraft, with some white trim on the wings and a white radome. While this machine basically looked attractive, I was a little confused by its supposed operation theatre: Australia. There, over a typical outback landscape, the paint scheme would IMHO hardly work, the tones being much too light and just "wrong". From this, the idea was born to create a "Valkyroo"!

 

Since the model would rather center around the paint scheme, the VF-1, an “S” variant kit, remained basically OOB. Nevertheless, it received some standard mods and some extras. The basic updates include some additional blade antennae (leaving out the dorsal antennae for a Block 13/14 aircraft), a pilot figure and a modified dashboard. This time the VF-1 would have its landing gear extended, but the ventral gun pod was nevertheless modified to accept one of my home-made VF-1 standard display stands for in-flight beauty pics over the Australian desert.

 

Since the machine would, in its wraparound paint scheme, rather look like a low-level fighter bomber and mud mover, the ordnance was changed from a dozen AMM-1 air-to-air missiles to something grittier. I gave the kit a pair of GBUs on the inner wing stations, which are Paveway bombs from an 1:72 Hasegawa ordnance set, but modified into optically-guided weapons since the original laser sensor with its ring-shaped stabilizer would be quite large at 1:100.

On the outer pylons the VF-1 received four streamlined pods with unguided missiles, left over from KP MiG-21s which are pretty small and slender for their 1:72 scale. Under the 1:100 VF-1 they work well.

I furthermore gave it another pair of hardpoints under the air intakes, holding an ECM and a FLIR pod (both from a Dragon 1:144 RAF Tornado GR.1, the FLIR is a reversed chaff dispenser w/o fins). That’s not canonical, but this one here is fictional, anyway.

 

On the legs, small chaff/flare dispensers made from styrene strips were added, and small radar warning fairings adorn the nose and the tail. Thin styrene profile strips were added on the legs and the fins, for a little more external structure, and a small laser range finder fairing was mounted under the VF-1’s nose (also from the 1:144 Tonka).

In order to emphasize this Valkyrie's updated and modified status, I modified the horribly misshaped “S” head unit, lowering and narrowing the cranium’s rear part and reducing the number of lasers from four to just two. For the in-flight pictures a pilot figure was added to the cockpit, which also had the dashboard extended downwards to the console between the pilot’s feet.

  

Painting and markings:

The goal was to apply an effective (and potentially) attractive paint scheme that would be appropriate for the Australian desert/outback landscape, with its distinct red sand, low, pale shrubs and occasional dark rocks and trees. I checked both RAAF schemes as well as landscape pictures, and eventually created a four-tone wraparound scheme, somewhat inspired by unique RAAF DHC-4s and Pilatus Porter transporter liveries, as well as the SAC bomber scheme that was/is used on RAAF C-130. The US Army MERCD scheme also has some influence. However, the result is not a copy of an existing scheme, the scheme rather evolved gradually – even though, once it was done, it somewhat reminds of the famous Swedish “Fields & Meadows” pattern, just with lighter colors, even though this was not intended!

 

Due to the model’s small size and the potentially bright Australian theatre of operation, I did not want the disruptive scheme to become too dark. Consequently, the wraparound scheme consists of four tones: splotches of Brown Yellow (Humbrol 94) and IJN Grey Green (Tamiya XF-76), two tones with similar brightness, are the basis. Next came a medium red brown (Leather, Humbrol 62) and finally some Bronze Green (Humbrol 75), the latter intended to break up the aircraft's silhouette through a strong color contrast.

For a subtle counter-shading effect against the sky, relatively more of the Sand and IJN Grey Green was used on the undersides and the dark green was not applied underneath at all. The radome, in order to set it slightly apart from the rest of the airframe, as well as some other dielectric fairings, were painted with Hemp (Humbrol 168).

 

The cockpit became standard medium grey (Humbrol 140) with a brown seat. The landing gear was painted in classic white, while the air intakes and some other openings were painted in dark grey (Revell 77).

 

In an attempt to further subdue the aircraft's overall visual profile, I avoided any flashy trim and rather went for monochrome markings in black. The low-viz U.N. Spacy “kite” roundels were created and printed at home. The eagle emblems on the fins belong, in real life, to an F-15E prototype (Italeri kit), the tactical codes were puzzled together from A-10 and T-4 decal sheets. Most characteristic VF-1 stencils come from the OOB sheet, some lines were created with generic decal material.

Due to the model’s small size, only some light, overall dry-brushing with hemp and light grey was done, and then the kit was finally sealed with matt acrylic varnish (Italeri).

 

A camouflaged VF-1 surely looks odd, esp. in desert colors, but there actually are several canonical aircraft painted in such a fashion, to be found in various official Macross publications - in fact, this model is the attempt to create a more plausible livery than one that I found in such a sourcebook. IMHO, the home-brew disruptive four-tone scheme for this "Valkyroo" VF-1 looks quite attractive, and thanks to the selected tones it also makes the subtle Australia connection. Those small Valkyrie kits never get boring, at least to me! :D

Indigenously developed surface-to-air supersonic Akash missile System was successfully test fired from complex-3 of the Integrated Test Range (ITR) at Chandipuri in Odisha.

Test:

 

2 rounds of Akash missiles were fired against Pilot less target aircraft (PTA) Lakshya, Unmanned Aerial Vehicle... www.sharegk.com/technology/akash-missile-system-successfu...

 

‪#‎gk‬ ‪‪#‎EntranceExam‬ ‪#‎OnlineTest‬ ‪#‎Aptitude‬‬

Ishikari, Hokkaido.

Pentax ME, Sekor 110mm F2.8 for Mamiya M645, negative ISO 100 exposed as 240, developed with reversal processing as described before.

Learn DIY development and upgrade to film !

developed myself in the dark room haha

Developed using darktable 3.0.0

Developing !!

William Alexander Madocks (1773-1828) was an English landowner who represented Boston, Lincolnshire in Parliament. He also became interested in Wales, where his family had held property since the 12th century, and decided to develop the Glaslyn estuary. He dammed the river with a mile-long causeway called the Cob, reclaiming Traeth Mawr and forcing the redirected Glaslyn river to naturally dredge out a deep port. The new city, Portmadoc (Porthmadog), became a major slate exporter after Madocks got his plan for a railway from Blaenau Ffestiniog to Portmadoc approved by Parliament, defeating rival railways proposed by George Overton, William Provis, and Meyer Rothschild. Madocks also built the "model town" of Tremadog, an early planned community. However, Madocks did not live to see his dream fully realized, as he died of jaundice while visiting Paris on family vacation around Europe. His wife and children returned to Britain to resolve his debts, and did see the Ffestiniog Railway open. This bust of Madocks stands at the Porthmadog end of the Cob next to the old customs house and the Ffestiniong Railway's Porthmadog Harbour Station.

 

Porthmadog is a coastal town and community in the Eifionydd area of Gwynedd, Wales, and the historic county of Caernarfonshire. It lies 5 miles (8 km) east of Criccieth, 11 miles (18 km) south-west of Blaenau Ffestiniog, 25 miles (40 km) north of Dolgellau and 20 miles (32 km) south of Caernarfon. The community population of 4,185 in the 2011 census was put at 4,134 in 2019. It grew in the 19th century as a port for local slate, but as the trade declined, it continued as a shopping and tourism centre, being close to Snowdonia National Park and the Ffestiniog Railway. The 1987 National Eisteddfod was held there. It includes nearby Borth-y-Gest, Morfa Bychan and Tremadog.

 

Porthmadog came about after William Madocks built a sea wall, the Cob, in 1808–1811 to reclaim much of Traeth Mawr from the sea for farming use. Diversion of the Afon Glaslyn caused it to scour out a new natural harbour deep enough for small ocean-going sailing ships, and the first public wharves appeared in 1825. Quarry companies followed, with wharves along the shore almost to Borth-y-Gest, while slate was carted from Ffestiniog down to quays along the Afon Dwyryd, then boated to Porthmadog for transfer to seagoing vessels.

 

In the later 19th-century, Porthmadog flourished as a port, its population rising from 885 in 1821 to over 3,000 by 1861. The rapidly growing cities of England needed high-quality roofing slate, which was brought to the new port by tramway from quarries in Ffestiniog and Llanfrothen.[6] The Ffestiniog Railway opened in 1836, followed by the Gorseddau Tramway in 1856 and the Croesor Tramway in 1864. By 1873 over 116,000 tons (117,800 t) were exported through Porthmadog in over a thousand ships. Several shipbuilders were active at this time. They were known particularly for their three-masted schooners called Western Ocean Yachts, the last of which was launched in 1913.

 

By 1841 the trackway across the reclaimed land had been straightened. It would develop into Stryd Fawr, the main commercial street of the town, with a range of shops and public houses and a post office, but the open green retained. A mineral railway to Tremadog ran along what would become Heol Madog. To the north was an industrial area of foundries, timber saw mills, slate works, a flour mill, a soda-pop plant and gasworks.

 

Porthmadog's role as a commercial port, already reduced by the opening of the Aberystwith and Welsh Coast Railway in 1867, was effectively ended by the First World War, when the lucrative German market for slate collapsed. The 19th-century wharves survive, but the slate warehouses have been replaced by holiday apartments and the harbour is used by leisure yachts.

 

The Cob is a prominent embankment built across the Glaslyn estuary in 1811 by William Madocks to reclaim land at Traeth Mawr for agriculture. It opened with a four-day feast and Eisteddfod celebrating the roadway connecting Caernarfonshire to Meirionnydd, which figured in Madocks's plans for a road from London to his proposed port at Porthdinllaen. Three weeks later, the embankment was breached by high tides and Madocks's supporters had to drum up money and men from all Caernarfonshire to repair the breach and strengthen the whole embankment. By 1814 it was open again, but Madocks's finances were in ruins. By 1836 the Ffestiniog Railway had opened its line across the embankment. It then become the main route for Ffestiniog slate to reach the new port at Porthmadog. In 1927 the Cob was breached again and took several months to repair. In 2012, 260 metres of the embankment were widened on the seaward side of the Porthmadog end to allow a second platform to be added to the Ffestiniog Railway's Harbour Station.

 

The former tollhouse at the north-western end of the Cob has slate-clad walls. It is one of few buildings to retain the interlocking slate ridge-tiles devised by Moses Kellow, manager of Croesor Quarry. The toll was abolished in 2003 when the Welsh Assembly Government bought the Cob.

 

Pen Cei, to the west of the harbour was a centre of the harbour's commercial activities. Boats were built and repaired. There were slate wharves for each quarry company with tracks connecting to the railway. Bron Guallt, built in 1895, was the Oakeley Quarry shipping agent's house. Grisiau Mawr ("Big Steps") connected the quay to Garth and houses were built for the ship owners and sea captains. A School of Navigation was also built.

 

Melin Yr Wyddfa ("Snowdon Mill") on Heol Y Wyddfa is a former flour mill built in 1862. A scheme of renovation and conversion to luxury flats began there, but has yet to reach completion.

 

The Welsh Highland Heritage Railway, not to be confused with Welsh Highland Railway, is a three-quarter-mile (1.2 km) heritage railway. It includes an award-winning miniature railway, a heritage centre, a shop and a cafe.

 

Kerfoots, in a Victorian building on Stryd Fawr, is a small department store founded in 1874. It contains a unique spiral staircase, chandeliers and slender cast-iron columns to support the upper floors. The Millennium Dome, constructed by local craftsmen in 1999 to mark the store's 125th anniversary, is made of stained glass depicting scenes from Porthmadog in 1874.

 

The Royal Sportsman Hotel (Welsh: Gwesty'r Heliwr) on Stryd Fawr was built in 1862 as a staging post on the turnpike road to Porthdinllaen. The arrival of the railway five years later brought rising numbers of tourists, and the hotel soon became famous for its liveried carriage and horses to take guests to local sightseeing spots. The building is of Ffestiniog slate; the original stone and slate fireplaces remain.

 

The War Memorial stands on top of Ynys Galch, one of the former islands reclaimed from Traeth Mawr. Taking the form of a Celtic cross and standing 16 feet (4.9 m) high, it was fashioned from Trefor granite and unveiled "in memory of ninety-seven fallen war heroes of Madoc Vale" in 1922.

 

On Moel y Gest, a hill above the town, is an Iron Age stone-walled hill fort.

 

Notable people

The local artist Rob Piercy (born 1946), was named Welsh Artist of the Year in 2002. Porthmadog-born painter Elfyn Lewis (born 1969), won the National Eisteddfod of Wales Gold Medal for fine art in 2009 and the Welsh Artist of the Year prize in 2010.

Three members of hip-hop band Genod Droog were from Porthmadog. *Welsh singer Duffy (born 1984), shot her first video Rockferry in the town. Supergrass have filmed a video at Morfa Bychan and Portmeirion for the song "Alright", which featured in the 1995 album I Should Coco. Part of the movie Macbeth (1971) was filmed at Black Rock Sands, as well as the cover art photography for the Manic Street Preachers 1998 album This Is My Truth Tell Me Yours.

Morfa Bychan was the home of David Owen (1712–1741), a blind harpist and composer, who died aged just 29.[84] Tradition has it that on his death bed he called for his harp and composed the air Dafydd y Garreg Wen. Words were added a century later by John Ceiriog Hughes (1832–1887).[85]

The Welsh-language poet William Ambrose (1813–1873), (bardic name Emrys), was minister of the Independent chapel in the town up to his death.

The ashes of the poet R. S. Thomas (1913–2000) are buried in the churchyard of St John's Church in Ffordd Penamser. An earlier poet raised in the town was Mary Davies (1846–1882), who wrote in Welsh.

T. E. Lawrence (1888–1935), known as Lawrence of Arabia, was born at what is now Lawrence House in Tremadog. He became renowned for his role in the Arab Revolt of 1916 and for his vivid writings about his experiences.

To finance the construction and repairs to the Cob, William Madocks (1773–1828), let out his own house in Tremadog. His first tenant was the vegetarian poet Percy Bysshe Shelley (1792–1822), who antagonised locals by criticising the production of sheep for consumption and running up debts with local merchants. Shelley made a hasty departure after an alleged attempt on his life by a nocturnal intruder, without paying his rent or contributing to the fund set up to support Madocks. During his tenancy, Shelley had written Queen Mab.

The Spooner family contributed a major amount to developing railways in the area over more than 70 years in the 19th century.

WWE Wrestler Mason Ryan (born 1982), real name Barri Griffiths is from the area.

 

Sport

Porthmadog Football Club, founded in 1872, is one of the oldest in Wales. It plays at Y Traeth. The club won the North Wales League in 1902/1903 and reached the final of the Welsh Amateur Cup in 1905/1906. It again won the league championship in 1937/1938 and was Welsh Amateur Cup winner in 1955/56 and 1956/57. It was league champion for three successive seasons in 1966/69, and twice so in the 1970s. In 1989/1990 it topped the Welsh Alliance League and gained a place in the new Cymru Alliance. The club became an inaugural member of the League of Wales in 1992, in the first season finishing ninth. The following year Porthmadog striker Dave Taylor was the highest scoring player in Europe. The club nearly folded in 1995/96 for financial reasons and lost its place in the League of Wales in 1998. It played the following year in the Cymru Alliance, winning the League Cup, but not until 2002/03 did it gain a 19-point lead over its nearest rivals to regain the Welsh Premier League. The club was heavily fined and had points deducted by the Football Association of Wales in 2007 after a referee was racially abused by a supporter, but an appeal to an independent tribunal reduced the fine and the points were reinstated. In the 2008/2009 season Porthmadog narrowly avoided relegation, finishing 16th.

 

Clwb Rygbi Porthmadog, based at Clwb Chwaraeon Madog, plays rugby union in WRU Division 3 North organised by the Welsh Rugby Union, having gained promotion from the Gwynedd league in the 2011/2012 season.

 

Porthmadog Golf Club at Morfa Bychan opened in 1906 on land rented from a farmer. The original tenancy agreement stipulated that golfers must take no game, hares, rabbits or wildfowl and pay compensation for any sheep or cattle killed or injured. The landlord agreed not to turn on to the land any bull or savage cattle. Created by James Braid, five times winner of the British Open, the course is a mixture of heath and links. The first nine holes head inland over heathland. The final nine, heading back towards the sea, are pure links. The 14th hole, "The Himalayas", is a 378 yards (346 m) par 4 with a huge natural bunker hiding the green from the tee.

 

Porthmadog Sailing Club, formed in 1958, initially operated from a marquee in a field. In 1964 the club merged with Trawsfynydd Sailing Club and a clubhouse was built. Weekend dinghy racing is run and facilities are provided for cruisers.

 

Madoc Yacht Club, founded in 1970, is based in the former harbourmaster's office and has an extensive cruising and racing programme, including two races to Ireland. In 2001 a Celtic longboat was purchased and a sea-rowing section formed, which now has four boats. The club competes as part of the Welsh Sea Rowing Association

 

Glaslyn Leisure Centre on Stryd y Llan has a 25-metre swimming pool and sports hall, badminton, squash and tennis courts, a sauna, a five-a-side football pitch and a dance studio.

 

Sea angling is popular in the coast villages. Borth-y-Gest offers flounder, bass, mullet, whiting and mackerel. Morfa Bychan provides bass, flounder, eel, whiting and occasional turbot. Bass, flounder and huge schools of whiting are found at Black Rock Sands, along with thornback ray, mackerel and garfish. Bass, flatfish, eel and some very large mullet can be caught in Porthmadog Harbour, in the heart of the town, though care must be taken to avoid taking the poisonous lesser weever.

 

Glaslyn Angling Association controls fishing rights on most of Afon Glaslyn up to Beddgelert. It mainly holds sea trout, but salmon and brown trout appear. The river had suffered from acid rain and afforestation, but its water quality has improved. Glan Morfa Mawr Trout Fishery at Morfa Bychan is stocked with rainbow trout

 

A cycle route crosses the Cob as part of Lôn Las Cymru, the Welsh national route from Holyhead in the north to either Cardiff or Chepstow in the south. It is 250 miles (400 km) long and crosses three mountain ranges.

 

Tremadog's quality rock climbing brings climbers from all over Britain, the dolerite cliffs often being dry when it is too wet to climb in the mountains of Snowdonia. Craig Bwlch y Moch is seen as one of the best crags in Wales.

 

A fell race on the slopes of Moel y Gest known as "Râs Moel y Gest" is held each year, starting in the town.

 

Bathing is popular at the broad beach of Black Rock Sands, with a predicted water quality of "excellent". Borth-y-Gest has a sand-and-pebble beach where bathing is safe inshore, but there are fast currents further out.

 

Gwynedd is a county in the north-west of Wales. It borders Anglesey across the Menai Strait to the north, Conwy, Denbighshire, and Powys to the east, Ceredigion over the Dyfi estuary to the south, and the Irish Sea to the west. The city of Bangor is the largest settlement, and the administrative centre is Caernarfon. The preserved county of Gwynedd, which is used for ceremonial purposes, includes the Isle of Anglesey.

 

Gwynedd is the second largest county in Wales but sparsely populated, with an area of 979 square miles (2,540 km2) and a population of 117,400. After Bangor (18,322), the largest settlements are Caernarfon (9,852), Bethesda (4,735), and Pwllheli (4,076). The county has the highest percentage of Welsh speakers in Wales, at 64.4%, and is considered a heartland of the language.

 

The geography of Gwynedd is mountainous, with a long coastline to the west. Much of the county is covered by Snowdonia National Park (Eryri), which contains Wales's highest mountain, Snowdon (Yr Wyddfa; 3,560 feet, 1,090 m). To the west, the Llŷn Peninsula is flatter and renowned for its scenic coastline, part of which is protected by the Llŷn AONB. Gwynedd also contains several of Wales's largest lakes and reservoirs, including the largest, Bala Lake (Llyn Tegid).

 

The area which is now the county has played a prominent part in the history of Wales. It formed part of the core of the Kingdom of Gwynedd and the native Principality of Wales, which under the House of Aberffraw remained independent from the Kingdom of England until Edward I's conquest between 1277 and 1283. Edward built the castles at Caernarfon and Harlech, which form part of the Castles and Town Walls of King Edward in Gwynedd World Heritage Site. During the Industrial Revolution the slate industry rapidly developed; in the late nineteenth century the neighbouring Penrhyn and Dinorwic quarries were the largest in the world, and the Slate Landscape of Northwest Wales is now a World Heritage Site. Gwynedd covers the majority of the historic counties of Caernarfonshire and Merionethshire.

 

In the past, historians such as J. E. Lloyd assumed that the Celtic source of the word Gwynedd meant 'collection of tribes' – the same root as the Irish fine, meaning 'tribe'. Further, a connection is recognised between the name and the Irish Féni, an early ethnonym for the Irish themselves, related to fían, 'company of hunting and fighting men, company of warriors under a leader'. Perhaps *u̯en-, u̯enə ('strive, hope, wish') is the Indo-European stem. The Irish settled in NW Wales, and in Dyfed, at the end of the Roman era. Venedotia was the Latin form, and in Penmachno there is a memorial stone from c. AD 500 which reads: Cantiori Hic Iacit Venedotis ('Here lies Cantiorix, citizen of Gwynedd'). The name was retained by the Brythons when the kingdom of Gwynedd was formed in the 5th century, and it remained until the invasion of Edward I. This historical name was revived when the new county was formed in 1974.

 

Gwynedd was an independent kingdom from the end of the Roman period until the 13th century, when it was conquered by England. The modern Gwynedd was one of eight Welsh counties created on 1 April 1974 under the Local Government Act 1972. It covered the entirety of the historic counties of Anglesey and Caernarfonshire, and all of Merionethshire apart from Edeirnion Rural District (which went to Clwyd); and also a few parishes of Denbighshire: Llanrwst, Llansanffraid Glan Conwy, Eglwysbach, Llanddoged, Llanrwst and Tir Ifan.

 

The county was divided into five districts: Aberconwy, Arfon, Dwyfor, Meirionnydd and Anglesey.

 

The Local Government (Wales) Act 1994 abolished the 1974 county (and the five districts) on 1 April 1996, and its area was divided: the Isle of Anglesey became an independent unitary authority, and Aberconwy (which included the former Denbighshire parishes) passed to the new Conwy County Borough. The remainder of the county was constituted as a principal area, with the name Caernarfonshire and Merionethshire, as it covers most of the areas of those two historic counties. As one of its first actions, the Council renamed itself Gwynedd on 2 April 1996. The present Gwynedd local government area is governed by Gwynedd Council. As a unitary authority, the modern entity no longer has any districts, but Arfon, Dwyfor and Meirionnydd remain as area committees.

 

The pre-1996 boundaries were retained as a preserved county for a few purposes such as the Lieutenancy. In 2003, the boundary with Clwyd was adjusted to match the modern local government boundary, so that the preserved county now covers the two local government areas of Gwynedd and Anglesey. Conwy county borough is now entirely within Clwyd.

 

A Gwynedd Constabulary was formed in 1950 by the merger of the Anglesey, Caernarfonshire and Merionethshire forces. A further amalgamation took place in the 1960s when Gwynedd Constabulary was merged with the Flintshire and Denbighshire county forces, retaining the name Gwynedd. In one proposal for local government reform in Wales, Gwynedd had been proposed as a name for a local authority covering all of north Wales, but the scheme as enacted divided this area between Gwynedd and Clwyd. To prevent confusion, the Gwynedd Constabulary was therefore renamed the North Wales Police.

 

The Snowdonia National Park was formed in 1951. After the 1974 local authority reorganisation, the park fell entirely within the boundaries of Gwynedd, and was run as a department of Gwynedd County Council. After the 1996 local government reorganisation, part of the park fell under Conwy County Borough, and the park's administration separated from the Gwynedd council. Gwynedd Council still appoints nine of the eighteen members of the Snowdonia National Park Authority; Conwy County Borough Council appoints three; and the Welsh Government appoints the remaining six.

 

There has been considerable inwards migration to Gwynedd, particularly from England. According to the 2021 census, 66.6% of residents had been born in Wales whilst 27.1% were born in England.

 

The county has a mixed economy. An important part of the economy is based on tourism: many visitors are attracted by the many beaches and the mountains. A significant part of the county lies within the Snowdonia National Park, which extends from the north coast down to the district of Meirionnydd in the south. But tourism provides seasonal employment and thus there is a shortage of jobs in the winter.

 

Agriculture is less important than in the past, especially in terms of the number of people who earn their living on the land, but it remains an important element of the economy.

 

The most important of the traditional industries is the slate industry, but these days only a small percentage of workers earn their living in the slate quarries.

 

Industries which have developed more recently include TV and sound studios: the record company Sain has its HQ in the county.

 

The education sector is also very important for the local economy, including Bangor University and Further Education colleges, Coleg Meirion-Dwyfor and Coleg Menai, both now part of Grŵp Llandrillo Menai.

 

The proportion of respondents in the 2011 census who said they could speak Welsh.

Gwynedd has the highest proportion of people in Wales who can speak Welsh. According to the 2021 census, 64.4% of the population aged three and over stated that they could speak Welsh,[7] while 64.4% noted that they could speak Welsh in the 2011 census.

 

It is estimated that 83% of the county's Welsh-speakers are fluent, the highest percentage of all counties in Wales.[9] The age group with the highest proportion of Welsh speakers in Gwynedd were those between ages 5–15, of whom 92.3% stated that they could speak Welsh in 2011.

 

The proportion of Welsh speakers in Gwynedd declined between 1991 and 2001,[10] from 72.1% to 68.7%, even though the proportion of Welsh speakers in Wales as a whole increased during that decade to 20.5%.

 

The Annual Population Survey estimated that as of March 2023, 77.0% of those in Gwynedd aged three years and above could speak Welsh.

 

Notable people

Leslie Bonnet (1902–1985), RAF officer, writer; originated the Welsh Harlequin duck in Criccieth

Sir Dave Brailsford (born 1964), cycling coach; grew up in Deiniolen, near Caernarfon

Duffy (born 1984), singer, songwriter and actress; born in Bangor, Gwynedd

Edward II of England (1284–1327), born in Caernarfon Castle

Elin Fflur (born 1984), singer-songwriter, TV and radio presenter; went to Bangor University

Bryn Fôn (born 1954), actor and singer-songwriter; born in Llanllyfni, Caernarfonshire.

Wayne Hennessey (born 1987), football goalkeeper with 108 caps for Wales; born in Bangor, Gwynedd

John Jones (c. 1530 – 1598), a Franciscan friar, Roman Catholic priest and martyr; born at Clynnog

Sir Love Jones-Parry, 1st Baronet (1832–1891), landowner and politician, co-founder of the Y Wladfa settlement in Patagonia

T. E. Lawrence (1888–1935), archaeologist, army officer and inspiration for Lawrence of Arabia, born in Tremadog

David Lloyd George (1863–1945), statesman and Prime Minister; lived in Llanystumdwy from infancy

Sasha (born 1969), disc jockey, born in Bangor, Gwynedd

Sir Bryn Terfel (born 1965), bass-baritone opera and concert singer from Pant Glas

Sir Clough Williams-Ellis (1883–1978), architect of Portmeirion

Owain Fôn Williams, (born 1987), footballer with 443 club caps; born and raised in Penygroes, Gwynedd.

Hedd Wyn (1887–1917), poet from the village of Trawsfynydd; killed in WWI

a day at a time.

Alfa Romeo Giulia TZ

 

The original TZ, currently sometimes referenced as TZ1 to differ from later TZ2, was developed in together with Autodelta, a company led by Ex-Ferrari engineer Carlo Chiti. It featured a 1570 cc twin cam engine and other mechanical components shared with the Alfa Romeo Giulia and carried a 105 series chassis number, but was a purpose built sports racing car, with a tubular spaceframe chassis, light all-aluminium bodywork, disc brakes and independent suspension. The result was a lightweight coupé of only 650 kilograms (1,400 lb) and top speed of 134 miles per hour (216 km/h). The TZ was built both for street and racing trim, with the latest racing versions producing up to 160 brake horsepower (120 kW).

 

The car debuted at the 1963 FISA Monza Cup, where TZs took the first four places in the prototype category. At the beginning of 1964 the TZ was homologated (100 units were needed for homologation) to the Gran Turismo category. After homologation it started to take more class wins in Europe and North-America. Of the first TZ, 112 units were built between 1963 and 1965. Only built as limited amount these TZ models are quite collectibles nowadays, listed price around 150,000-200,000 US dollars.

 

In 1965 the car was updated with new fibreglass bodywork providing lower drag and reduced weight (620 kg). This new version was also made by Zagato. The new design was called the Alfa Romeo Giulia TZ2. The TZ2 was only built as racing version with Autodelta prepared twin plug, dry sump lubrication engine producing around 170 brake horsepower (130 kW). With this engine the car reached top speed of 152 miles per hour (245 km/h). The rear window was also changed, now single unit rather than three part window in TZ. Development of TZ cars was stopped in the end of 1965, to make room for new GTA racing program. Only 12 TZ2's were built

 

(Wikipedia)

 

- - -

 

Die Alfa Romeo Giulia TZ 1 wurde 1962 als straßentauglicher Rennwagen auf dem Turiner Autosalon vorgestellt. Gebaut wurde sie bei Zagato, daher das "Z" im Namen, während das "T" für Tubolare (Rohrrahmen) steht.

 

Der 1,6-Liter-Motor der Giulia leistet 112 PS. Zusammen mit einem Leergewicht von 660 kg, bedingt durch Gitterrohrrahmen, beeinflusst das die Fahrleistungen positiv. Insgesamt wurden in den Jahren von 1963 bis 1965 102 Stück gebaut. Im Motorsport kam es zu guten Platzierungen, wenn auch nicht zu besten. Außerdem traten oft technische Ausfälle auf.

 

Nachfolger wurde deshalb 1964 der deutlich erfolgreichere Alfa Romeo TZ 2. Die Leistung wurde auf 165 PS erhöht und das Gewicht nochmal auf 620 kg reduziert. Auch wurde das Fahrwerk verbessert. Inzwischen war die Firma Autodelta bei Alfa Romeo für den Motorsport verantwortlich. Im Tourenwagensport erzielte die neu entwickelte Giulia GTA bessere Erfolge. Dies führte dann mit zu der Entscheidung, sich ganz auf den GTA zu konzentrieren und die Herstellung der TZ 2 1967 nach nur zwölf Exemplaren einzustellen.

 

(Wikipedia)

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The Sd.Kfz. 141/4 Panzerkampfwagen III, commonly known as the Panzer III, was a medium tank developed in the 1930s by Germany and was used extensively in World War II. It was intended to fight other armored fighting vehicles and serve alongside and support the similar Panzer IV which was originally designed for infantry support. However, as the Germans faced the formidable T-34, more powerful anti-tank guns were needed, and since the Panzer IV had more development potential with a larger turret ring, the latter was redesigned to mount the long-barrelled 7.5 cm KwK 40 gun and the Panzer III effectively swapped roles with the Panzer IV. Later, the Panzer V “Panther” took over the role of the standard MBT. Production of the Panzer III as battle tank ceased in 1943. Nevertheless, the Panzer III's capable chassis was used for a range of specialized vehicles.

 

The Panzer III was by far the most widely used of all Axis chassis. Besides the StuG, or Sturmgeschütz III, family (9500 built), suspensions, tracks and engine were used in almost a dozen specially modified vehicles. These included the Tauchpanzer III, an improvised “submarine version” designed for “Operation Seelöwe”, the invasion of Great Britain in August 1940, the Sturm-Infanteriegeschütz 33B (or sIG-33B), a 1941-42 conversion of regular Panzer IIIs into a self-propelled chassis for the massive 150 mm (5.9 in) field gun, or the Sturmhaubitze 42 (StuH 42), of which 1024 were built. Other conversions included the Flammpanzer III Ausf.M(Fl), an Ausf.M-based flamethrower version, the Panzerbefehlswagen III command tanks and the Artillerie-Panzerbeobachtungswagen III, which was an advanced artillery observation model of which 262 were produced, appearing on the Russian front in 1943. The Bergepanzer III recovery tank was a late (1944) version affected to the Eastern Front, mostly to Tiger units.

 

Another late Panzer III development was the SdKfz. 141/4, officially called Panzerspähwagen III but better known as Spähpanzer III. It was, like the Panzerbefehlswagen III, not a newly produced vehicle but rather converted from recovered late Panzer III chassis. It was developed and introduced as an alternative to the SdKfz. 234 8x8 heavy scout cars, primarily for areas where better armor and off-road capabilities were called for, and where range was not a vital asset. In fact, the Panzerspähwagen III was more or less a direct alternative to the stillborn VK 1602 ‘Leopard’ light tank, very similar to it in many aspects.

 

As a dedicated scout vehicle, the Panzerspähwagen III was not designed to fight tanks. Its primary mission was rather to guide heavier battle tanks to potential targets in both offensive and defensive situations, and it would also act as an artillery scout. The crew was expected to race in front of the main Panzer Division or lie in wait ahead of defensive strongholds and search out the enemy. Once they had found them, they were to use speed to get out of range or a powerful radio set to report what they had seen, so that the main attack could be prepared.

Tailored to this task, the Spähpanzer III was simplified and lightened. It had a reduced crew of only four, with only the commander and a loader in a new turret - basically the same horseshoe-shaped turret that had originally been developed for the unrealized VK 1602, and which had also found its way on the highly successful SdKfz. 234/2, too. However, in order to provide the commander with a better all-round field of view under closed hatch conditions, a standard cupola was added. Another new piece of equipment was a stereoscopic rangefinder, useful for both reconnaissance and gun aiming. A stowage box was frequently mounted to the turret’s rear, too.

While the hull armor of up to 50 mm was retained, the turret’s armor was relatively light: the front was protected by 30 mm (1.2 in) armor at an angle of 20° from the vertical, the sides and rear had 10 mm armor set at 25°, and the top plate was 10 mm (0.39 in) armor, too. The gun mantlet was rounded and was effectively 40 to 100 mm (1.6 to 3.9 in) thick. Due to its small size and low weight, the turret only had a manual traverse (saving more weight and resources) and -10° to +20° depression/elevation.

 

The main gun was a 50 mm (1.97 in) KwK 39/1 L/60, which was sufficient to engage lightly armored enemies. It could, however, when firing armor piercing rounds from a favorable angle, penetrate at short range (100m) up to 130mm of armor at a 30° angle, enough to overcome a T-34’s armor – but this was not the vehicle’s task and rather a desperate measure. To support the vehicle’s escape, defensive smoke dischargers were often mounted, too. A 7.92 mm (0.31 in) Mauser MG 42 machine gun was fixed coaxially to the main gun, another machine gun of the same type was carried in a ball mount in a modified glacis plate. The latter was an attempt to improve the tank’s frontal protection through the clever use of angle instead of trying to add ever more armor and, consequently, weight. On the new glacis plate, the 50 mm armor was effectively extended to 115mm, and the shallow angle also deflected incoming rounds more easily. However, the rest of the armor remained almost vertical, so that this gain in protection was only marginal.

For even better ballistic protection both hull crew members (driver and radio operator) had only periscopes, similar to the late Panzer V “Panther” versions. Open vision ports at the front were deleted and therefore weak points in the front armor, even though the side ports were retained. Thanks to the smaller and lighter turret, both driver and radio operator in the hull also received individual hatches in the hull roof, which were greatly appreciated by the crews. They not only offered a better field of view when not under fire, they also provided them with a much improved escape route: former Panzer IIIs with turrets lacked these hatches and the only escape options from the hull were either via the turret or through small emergency hatches in the lower flanks, right through the running gear. The raised glacis plate furthermore offered more internal space in the tank’s front end, so that a new, semi-automatic gearbox could be installed, which made handling easier.

 

As a command vehicle, the Panzerspähwagen III carried two radio sets: a FuG 2 command channel set with a FuG 122 aerial, and a FuG 5 radio with an intercom system. This arrangement allowed tank commanders to listen on one frequency while transmitting and receiving on the FuG 5. This meant that the commander could listen to the regimental command net while talking to other tanks at the same time. This radio receiver could listen into a total of 125 channels, at 50 kHz channel steps in the 27.0 to 33.3 MHz range. The system had a usable range of around 4 km to 6 km, depending on the atmospheric conditions and the surrounding landscape.

 

Due to material shortages, esp. the lack of natural and synthetic rubber, most Panzerspähwagen III conversions received simplified, lightweight all-metal road wheels, which made the ride less comfortable but helped to reduce the vehicle’s overall weight. Protective side-skirts against hollow charges could be mounted, but these were normally left away since they added weight and got easily lost in action, so that their benefit was only marginal – and the Panzerspähwagen III was expected to avoid direct confrontations, anyway. Altogether, the Panzerspähwagen III weighed about 19 tons, five tons less than the final Panzer III battle tank versions with 75mm guns and uprated armor, and this markedly improved the vehicle’s performance and agility. The light turret, which markedly lowered the vehicle’s center of gravity, improved the handling, too.

 

A few Panzerspähwagen IIIs were ready to fight in Normandy in 1944, but their movements were constrained because of Allied air supremacy. However, a good use of the bocage proved that the Panzer III was still a match for most Allied tanks and that the Spähpanzer concept worked well. Only a limited number of this SdKfz. 141 type was produced, though, since resources were concentrated on the development and production of heavy battle tanks. Production numbers are uncertain, but less than 50 Panzerspähwagen IIIs seem to have been re-built until early 1945.

 

By the end of 1944 the regular Panzer IIIs were no longer the bulk of the German armored forces, and they were relegated to second line duties, e .g in composite small defensive units. And as the production had stopped earlier, their numbers decreased even more, and by fall of 1944, there were perhaps 80 still operational on the Eastern Front. By then, new generations of US, British and Soviet tanks had nailed their coffin. The type had reached its limits as a battle tank, its former advanced features were now commonly used, and no further up-gunning was possible.

 

The last Panzer IIIs fought in the Netherlands, Northern Italy (Gothic line), and in eastern Prussia. Perhaps a handful still operational were spread between desperately weakened companies in March-April 1945, like the Steiner Brigade.

  

Specifications:

Crew: Four (commander/gunner, loader, driver, radio-operator/hull machine gunner)

Weight: 19.2 tonnes

Length: 5.56 m (18 ft 3 in), hull only

6,04 m (19 ft 10 in) overall

Width: 2.90 m (9 ft 6 in)

Height: 2.41 m (7 ft 11 in) w/o antenna mast

Suspension: Torsion bar

Fuel capacity: 320 liter

 

Armor:

15 – 50 mm (0.6 – 1.97 in)

 

Performance:

Maximum road speed: 44 km/h (27 mph)

Off-road speed: 28 km/h (18 mph)

Operational range: 165 km (103 mi) with internal fuel

Power/weight: 15.63 PS (11.24 kW)/tonne

 

Engine:

Maybach HL120 TRM water-cooled 12-cylinder gasoline engine with 300 PS (296 hp, 220 kW),

combined with a Maybach OG 55 11 77 semi-automatic transmission

 

Armament:

1× 50 mm (1.97 in) KwK 39/1 L/60 with sixty rounds

2× 7.92 mm MG 42 machine guns (coaxial with main gun and in the front hull) with 2.400 rounds

  

The kit and its assembly:

This converted Panzer III was spawned by the idea that, by 1944, this 1936 design could have been re-built for a different use than a battle tank – a task for which this medium tank had become much too light, with an utter lack of development potential. A dedicated recce variant appeared plausible. This idea was further promoted by the fact that I had a surplus VK 1602 turret in the donor bank, left over from a Hasegawa SdKfz. 234/2 “Puma”.

 

The chassis was taken from a Revell “Panzer III Ostwind” kit and modified in two ways. Firstly, I changed the glacis plate, replacing the old-school vertical front with a sloped alternative, crafted from styrene sheet pieces. A new ball mount for the hull machine gun was added, as well as periscopes for the crew on new hatches, which became possible through the smaller turret.

The turret opening in the hull had not to be adapted to the smaller Puma turret – the latter was only a little bit smaller than the opening, so that some spacers were enough to make it fit snuggly, and a thin “distance ring” between hull and turret was added, too, so that it would not directly sit on the body. Fairings for a stereoscopic rangefinder were added to the turret flanks, scratched from styrene profile material, and I also added a typical Panzer III stowage box to the turret’s rear. It had to be customized to the smaller “Puma” turret, but I think that this visual enlargement of the turret is a good balance to the rest of the hull, and the box changes the vehicle’s silhouette, too. The commando cupola from the Revell kit (which comes, beyond the open “Ostwind” AA turret, with a full, early standard Panzer III turret) was left open, using the hatch from the VK 1602 turret, and I put a figure into the opening – this German commanding officer is actually 1:76, but that’s not obvious. The figure comes IIRC from a Matchbox “Wespe” SPG that I built more than 30 years ago. Since the figure had somehow lost a leg in the meantime, the Panzerspähwagen III became a suitable new workplace for the handicapped, after having been stripped off of an old enamel paint layer and outfitted with a multi-colored new uniform. Other small changes include the scratched antenna mast for the vehicle’s uprated radio equipment (from heated sprue material) and some re-arranged external equipment.

 

As another, subtle gimmick, I replaced the original main wheels, for a different and somewhat confusing look. A simplified running gear, without rubber on the main wheels, appeared quite plausible for 1944 onwards. The new road wheels came from a Zvezda IS-2 tank. I had a dozen of these left over from another conversion project, just in the right number and their diameter is virtually identical to the Panzer III’s original wheels! Just the spare wheels had to be taken over from the Revell kit. The fiddly OOB segmented plastic tracks were replaced with soft vinyl tracks from a Panzer III/IV CMK aftermarket set. Personally, I find them easier to handle and to paint – due to their anthracite black color and the material’s smoothness. Nice stuff!

  

Painting and markings:

As a late WWII vehicle I decided to apply a non-standard/fictional paint scheme, something different from the popular “Hinterhalt” scheme, and I settled upon a pattern similar to an E-100 tank I had built a while ago. The scheme consists of an overall coat of grey-green (RLM02, a universal and omnipresent tone) with disrupting, large spots of dark grey (RAL 7021, Schwarzgrau), which were strategically placed over corners and edges of the hull, so that the outlines break up. I adapted the concept onto my modified Panzer III, but somehow this looked goofy – probably due to the much smaller size and classic tank silhouette of the vehicle: the whole affair was way too reminiscent of the Allied late-war “Mickey Mouse” scheme in olive drab and black!

 

In order to provide a more outstanding look and lighten everything up a little, I added small grey-green mottles to the dark grey areas. After that, however, the still uniform grey-green areas stood out, so that I eventually applied mottles in RAL 7028 (Dunkelgelb) to these areas, too. The contrast is rather low, but I think that the overall look is in the end more balanced with them, and the mottles overall help to break up the outlines even further – and the paint scheme looks more “different” now. The wheels and the running gear sections of the hull were – as a standard order of the time – left without the mottles, because the swirling patterns would be rather obvious when the vehicle was moving.

 

The basic tones are Revell 45, Humbrol 67 and ModelMaster 1584, later treated with a dark, red-brown overall washing with acrylic paint, dry-painting with a greyish beige all over (Revell 89, nice weathering tone for fresh, clayish mud) and some watercolor in ochre and umbra for dust and mud residues. Tactical markings are minimal and come from the Revell Ostwind kit and a Hasegawa Panther. Finally, the kit was sealed with matt acrylic varnish and some mineral pigments were dusted onto the model’s lower areas.

  

An interesting result, and the fictional Panzerkampfwagen III looks IMHO disturbingly plausible, as it combines well-known elements and comes with subtle updates/modifications. And somehow the vehicle (unintentionally) reminds me a lot of the comparable M24 Chaffee. And isn’t there a certain look of a mini KV-1, due to the turret’s shape and proportions?

Developed using darktable 3.4.0

patrickjoust | flickr | tumblr | IG | prints for sale

 

...

 

Konica Hexar RF and Voigtlander Color-Skopar 21mm f/4

 

Kentmere 400 developed in Xtol (1:2)

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 was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

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 built and deployed in four minor variants (designated A, J, and S single-seater and the D two-seater/trainer) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie exoskeleton with enhanced protection and integrated missile launchers, the so-called FAST (“Fuel And Sensor Tray”) packs that created the fully space-capable "Super" Valkyries and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S “Super Valkyrie”.

 

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 be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

In the course of its career the versatile VF-1 underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 on, placed in a streamlined fairing in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could be used for target illumination and guiding precision weapons. Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wingtips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods. Specialized reconnaissance and ECM sub-versions were developed from existing airframes, too.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68). However, beyond this original production several “re-built” variants existed, too, and 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, even after 35 years after the type's service introduction!

  

General characteristics:

All-environment variable fighter and tactical combat Battroid, used by U.N. Spacy, U.N. Navy, U.N. Space Air Force. 3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

 

Accommodation:

Single pilot in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

 

Empty weight: 13.25 metric tons

Standard take-off mass: 18.5 metric tons

MTOW: 37.0 metric tons

 

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2);

4x 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);

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

 

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard TOW 2.49; maximum TOW 1.24

 

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

 

Armament:

1x Mauler RÖV-20 anti-aircraft laser cannon in the "head" unit, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing hard points for a wide variety of ordnance, including

12x AMM-1 hybrid guided multipurpose missiles (3/point), or

12x MK-82 LDGB conventional bombs (3/point), or

6x RMS-1 large anti-spaceship reaction missiles (2/outboard point, 1/inboard point), or

4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

or a combination of above load-outs and other guided and unguided ordnance

  

The kit and its assembly:

After a long time, I found enough mojo to tackle another ARII 1:100 VF-1, but this time in Battroid mode. Unlike the simple Fighter mode kits, ARII’s Battroid kit of the iconic Valkyrie is more demanding and calls for some structural modifications to create a decent and presentable “giant robot” model – OOB, the model remains quite two-dimensional and “stiff”. The much newer WAVE kit in 1:100 scale is certainly a better model of the VF-1, but I love the old ARII kits because of their simplicity.

 

The kit is a “Super Valykrie” model, but it donated its FAST pack extra parts to a space-capable VF-1 Fighter build a long time ago and has been collecting dust in The Stash™ (SF/mecha sub-department at the Western flank) since then. The complete Battroid model was still left, though, even with most of the decals, and when I recently searched for artwork/visual references for another Macross project I came across screenshots from the original TV series of a canonical VF-1 that I had been planning to build for some years, and so I eventually set things in motion.

 

The kit was basically built OOB, but it received some upgrades. More severe surgery would be necessary to create a “good” Battroid model – e. g. creating vertical recesses around the torso – but this is IMHO not worthwhile. These updates included additional joints in the upper arms and legs, created with styrene tubes, as well as a new hip construction made from coated steel wire and styrene tube material that allows a three-dimensional posture of the legs - for a more vivid appearance and more dynamic poses. Other small mods that enhance the overall impression are “opened” exhausts inside of the feet and a different, open left hand. The GU-11 pod/handgun was taken OOB, it just received a shoulder belt created with painted masking tape. The single laser cannon on the head received a fairing made from paper tissue drenched with white glue.

 

Even though the model kit itself is not complex, it is a very early mecha kit: the VF-1 Battroids already came with vinyl caps (some of the contemporary ARII Macross models did not feature these useful items yet), but the model was constructed in an “onion layer” fashion that makes building and painting a protracted affair, esp. on arms and legs. You are supposed to finish a certain section, and then you add the next section like a clamp, while areas of the initial section become inaccessible for sanding and painting inside of the new section. You can only finish the single sections up to basic painting, mask them, and then add the next stage. Adding some joints during the construction phase helped but building an ARII VF-1 Battroid simply takes time and patience…

  

Painting and markings:

As mentioned above, this Valkyrie’s livery is canonical and it depicts a so-called “Alaska Guard” VF-1, based at the U.N. Spacy’s headquarters at Eielson Air Force Base in the far North of the United States around 2008/9. Several Battroid mode VF-1s in this guise appear during episode #15 of the original Macross TV series and offer a good look at their front and back, even though close inspection reveals that the livery was – intentionally or incidentally – not uniform! There are subtle differences between the VF-1s from the same unit, so that there’s apparently some room for artistic freedom.

However, this rather decorative livery IMHO works best on a VF-1 Battroid model, because the green areas, esp. on head and arms, mostly disappears when the Valkyrie transforms into Fighter mode – in the original TV livery the VF-1 is completely white from above, just with green wing tips and rudders on the V-tail.

 

A full profile of an “Alaska Guard” VF-1 with more details concerning markings and stencils can furthermore be found in Softbank Publishing’s (discontinued) “Variable Fighter Master File VF-1 Valkyrie” source book, even though these drawings show further differences to the original TV appearance. In the book the unit is identified as SVF-15 “Blue Foxes”, evolved from the real USAF’s 18th Aggressor Squadron in 2008. Looking at the VF-1’s colors, this unit name appears a bit odd, because the livery is basically all-white with olive-green trim? This could be a simple translation issue, though, because “blue” and “green” are in written Japanese described with the same kanji (青, “ao”). On the other side, the 18th Aggressor Squadron was/is nicknamed “Blue Foxes”? Strange, strange…

 

To ease painting, the model was built in sub-assemblies (see comments above) and treated separately. To avoid brush painting mess with the basic white, the sub-sections received a coat of very light grey (RAL 7047 Telegrau) and a pure white tone, both applied from rattle cans with an attempt to create a light shading effect. The green trim and further details were added with brushes. I used Revell 360 (Fern Green, RAL 6025), because it is a strong but still somewhat dull/subdued tone that IMHO matches the look from the TV series well. Some detail areas like the air intake louvres, the hollow of the knees and the handgun were painted in medium grey (Humbrol 140), so that the contrast to the rest was not too strong. The “feet” received an initial coat of Humbrol 53 (Iron) as a dark primer.

 

In “reality”, parts of the VF-1’s torso in Battroid mode are actually open – the kit is very simplified. To create an optical illusion of this trench and to visually “stretch” the rather massive breast section, the respective areas were painted with dark grey (Humbrol 79). There are also many position lights all around the hull; these were initially laid out with silver, the bigger ones received felt tip pen details, and they were later overlaid with clear acrylic paints.

 

Once the basic painting had been done, a light black ink washing was applied to the parts to emphasize engraved panel lines and recesses. After that the jet exhaust ‘feet’ were painted with Humbrol’s Steel Metallizer and some post-shading through dry-brushing was done, concentrating on the green areas. This was rather done for visual plasticity than for a worn look: this Valkyrie was supposed to look quite bright and clean, after all it’s from a headquarter unit and not an active frontline vehicle.

The feet received a thorough graphite treatment, so that the Metallizer’s shine was further enhanced. Some surface details that were not molded into the parts (esp. around the shoulders and the covers of the main landing gear) were painted with a thin black felt tip pen.

 

Stencils and markings were taken from the kit’s OOB decal sheet. The thin bands around the arms and legs were created with generic 1mm decal strips and all the vernier thrusters (sixteen are visible on the Battroid) were created with home-printed decals – most of them are molded into the parts and apparently supposed to be painted, but the decals are a tidier and more uniform solution.

 

Before the final assembly, the parts received a coat with matt acrylic varnish. As final measures some black panel lines were emphasized with a felt tip pen and color was added to several lamps and small windows with clear paints.

  

I can hardly remember when I built my last VF-1 Battroid, but tackling this one after a long while was a nice distraction from my usual what-if builds. I am pleased that this model depicts a canonical Valkyrie from the original TV series beyond the well-known “hero” liveries. Furthermore, green is a rare color among VF-1 liveries, so that it is even more “collectible”.

While the vintage ARII kit is a rather limited affair, adding some joints considerably improved the model’s impression, even though there are definitively better kit options available today when you want to build a 1:100 Battroid — but these do certainly not provide this authentic “Eighties feeling”.

 

developed with Compard Digibase C-41 Kit, DLRS Scan

via Instagram ift.tt/2GG6JLE

Camarillo, California

Deb shows some of the botanical illustration skills she learned at the Denver Botanic Gardens a few years ago.

 

When she took ink drawing, one time the instructor asked to see her preliminary pencil sketch. She asked "My what?" She had been doing ink direct to paper with no preliminary pencil drawing, as she still mostly does. The watercolor follows after the ink is totally dry.

Finally got some film developed from my Olympus trip. Not a lot of usable images :( Next time!

SIGMA dp2 Quattro

 

Developed by SIGMA Photo Pro 6.3.2

 

foxfoto.exblog.jp/25499588/

Nikon F100, Rollei Retro 80s, @iso 80.

Self developed in (pa)rodinal 1+50, 13mn, 20C.

 

Thanks to Martin Zimelka for useful tips on the use of Rollei Retro 80s.

His excellent website

Fuji Klasse, Expired Lucky SHD ISO 100

Self Developed, D76 1:1, 14 Minutes

Canoscan 9000f, 4800dpi

Window in an old grain elevator. Photographed with Kodak Instamatic X-15F Camera. Ilford Delta 100 35mm film Semi-Stand developed in Adonal (Rodinal) 1-100 for about 1 hour.

Developed using darktable 3.0.0

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Mangoes that were developed by the Enseys in the Ensey Grove of Merritt Island, Florida are available for sale to the public only at the grove and not elsewhere.

--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

Ed Ensey, the late owner of the Ensey Grove, named this mango after his father, Edward Rutledge Ensey.

This image shows one of the 2 (two) original Rutledge mango trees that still stand on the grove.

---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------

A cluster of soon-to-be ripe Rutledge mangoes

Mangifera indica cv 'Rutledge'

Family Anacardiaceae

Mango Grove, Ensey Tropical Fruit Co., Merritt Island, Florida, USA.

=====================================================================================================

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 was strictly a jet aircraft, built to demonstrate that a jet fighter with the features necessary to convert to Battroid mode was aerodynamically feasible. After the VF-X's testing was finished, an advanced concept atmospheric-only prototype, the VF-0 Phoenix, was flight-tested from 2005 to 2007 and briefly served as an active-duty fighter from 2007 to the VF-1's rollout in late 2008, while the bugs were being worked out of the full-up VF-1 prototype (VF-X-1).

 

The space-capable VF-1's combat debut was on February 7, 2009, during the Battle of South Ataria Island - the first battle of Space War I - and remained the mainstay fighter of the U.N. Spacy for the entire conflict. Introduced in 2008, the VF-1 would be out of frontline service just five years later, though.

 

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 minor variants (designated A, D, J, and S) and its success was increased by continued development of various enhancements including the GBP-1S "Armored" Valkyrie, FAST Pack "Super" Valkyrie and the additional RÖ-X2 heavy cannon pack weapon system for the VF-1S for additional firepower.

The FAST Pack system was designed to enhance the VF-1 Valkyrie variable fighter, and the initial V1.0 came in the form of conformal pallets that could be attached to the fighter’s leg flanks for additional fuel – primarily for Long Range Interdiction tasks in atmospheric environment. Later FAST Packs were designed for space operations.

 

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 be replaced in 2020 as the primary Variable Fighter of the U.N. Spacy by the more capable, but also much bigger, VF-4 Lightning III, a long service record and continued production after the war proved the lasting worth of the design.

The versatile aircraft also underwent constant upgrade programs. For instance, about a third of all VF-1 Valkyries were upgraded with Infrared Search and Track (IRST) systems from 2016 onwards, placed in a streamlined fairing on the upper side of the nose, just in front of the cockpit. This system allowed for long-range search and track modes, freeing the pilot from the need to give away his position with active radar emissions, and it could also be used for target illumination and guiding precision weapons.

Many Valkyries also received improved radar warning systems, with receivers, depending on the systems, mounted on the wing-tips, on the fins and/or on the LERXs. Improved ECR measures were also mounted on some machines, typically in conformal fairings on the flanks of the legs/engine pods.

 

The VF-1 was without doubt the most recognizable variable fighter of Space War I and was seen as a vibrant symbol of the U.N. Spacy even into the first year of the New Era 0001 in 2013. At the end of 2015 the final rollout of the VF-1 was celebrated at a special ceremony, commemorating this most famous of variable fighters. The VF-1 Valkryie was built from 2006 to 2013 with a total production of 5,459 VF-1 variable fighters with several variants (VF-1A = 5,093, VF-1D = 85, VF-1J = 49, VF-1S = 30, VF-1G = 12, VE-1 = 122, VT-1 = 68)

 

However, the fighter remained active in many second line units and continued to show its worthiness years later, e. g. through Milia Jenius who would use her old VF-1 fighter in defense of the colonization fleet - 35 years after the type's service introduction!

 

General characteristics:

All-environment variable fighter and tactical combat Battroid,

used by U.N. Spacy, U.N. Navy, U.N. Space Air Force

 

Accommodation:

Pilot only in Marty & Beck Mk-7 zero/zero ejection seat

 

Dimensions:

Fighter Mode:

Length 14.23 meters

Wingspan 14.78 meters (at 20° minimum sweep)

Height 3.84 meters

 

Battroid Mode:

Height 12.68 meters

Width 7.3 meters

Length 4.0 meters

 

Empty weight: 13.25 metric tons;

Standard T-O mass: 18.5 metric tons;

MTOW: 37.0 metric tons

 

Power Plant:

2x Shinnakasu Heavy Industry/P&W/Roice FF-2001 thermonuclear reaction turbine engines, output 650 MW each, rated at 11,500 kg in standard or in overboost (225.63 kN x 2)

4x 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);

18x P&W LHP04 low-thrust vernier thrusters beneath multipurpose hook/handles

 

Performance:

Battroid Mode: maximum walking speed 160 km/h

Fighter Mode: at 10,000 m Mach 2.71; at 30,000+ m Mach 3.87

g limit: in space +7

Thrust-to-weight ratio: empty 3.47; standard T-O 2.49; maximum T-O 1.24

 

Design Features:

3-mode variable transformation; variable geometry wing; vertical take-off and landing; control-configurable vehicle; single-axis thrust vectoring; three "magic hand" manipulators for maintenance use; retractable canopy shield for Battroid mode and atmospheric reentry; option of GBP-1S system, atmospheric-escape booster, or FAST Pack system

 

Transformation:

Standard time from Fighter to Battroid (automated): under 5 sec.

Min. time from Fighter to Battroid (manual): 0.9 sec.

 

Armament:

2x internal Mauler RÖV-20 anti-aircraft laser cannon, firing 6,000 pulses per minute

1x Howard GU-11 55 mm three-barrel Gatling gun pod with 200 RPG, fired at 1,200 rds/min

4x underwing hard points for a wide variety of ordnance, including

12x AMM-1 hybrid guided multipurpose missiles (3/point), or

12x MK-82 LDGB conventional bombs (3/point), or

6x RMS-1 large anti-ship reaction missiles (2/outboard point, 1/inboard point), or

4x UUM-7 micro-missile pods (1/point) each carrying 15 x Bifors HMM-01 micro-missiles,

or a combination of above load-outs

  

The kit and its assembly:

Well, once in a while I dig one of these vintage ARII kits out of the mecha pile and let the spirits flow. This one was a kind of mental distraction, after putting together eight models for the “RAF Centenary” group build at whatifmodelers.com – and it’s the realization of an idea I had maybe 20 years ago when I worked part-time at a painter. One day I came at a wholesale shop across a rattle can with RAL 1000 (Beigegrün), a kind of yellow-ish RAF Sky and one of the ugliest colors you can imagine beyond RLM02. But I thought “One day I’ll try to paint a VF-1 with THIS, and it will certainly not look bad…”.

 

Said and done, the VF-1J remained basically OOB but received some mods and updates. First of all, the kit was to be displayed in flight, with its wheels tucked up, so I added one of my home-made standard display stands to the gun pod.

Then the kit received, as a standard treatment, some characteristic blade antennae on the back and the nose which the kit simply lacks, due to the small scale and its simplicity.

 

Then came some cosmetic additions – partly canonical, partly fictional. The IRST fairing in front of the cockpit as well as the sensor mounted on the wing roots were inspired by official source material. The fairings on the lower legs are home-made and also inspired by authentic VF-1s, even though their shape is different. The RHAWS antennae at the tips of the fins are a similar case, improvised with styrene sheet and putty. The missile pods were scratched from leftover AMM-1 missile heads and styrene profile, for more ordnance and a more streamlined look than the OOB dozen of AMM-1s on the underwing pylons. Last but not least, the cockpit received an extended dashboard (filling the space between the pilot’s legs) and a pilot figure.

  

Painting and markings:

Green! This became the theme that would make the idea of RAL 1000 as basic color tolerable. I settled for a uniform livery, inspired by a profile found in a source book (even though it was be basically blue). I wanted a somewhat plausible and convincing look.

 

Basic painting was done with brushes and most of the trim in bright green and white was done with generic decal sheet material. A tedious process, but in the end a convenient solution. Some very light post-shading (with Humbrol 90) was done, shifting the overall RAL 1000 into a more greenish direction.

 

The decals and stencils come mostly from the OOB sheet, but some individual markings were gathered from the scrap box. For instance, the green clovers on the fins’ outsides come from a Hasegawa Ki-61, while the USN-style code “ET” on the fins’ insides are tactical letter codes from an RAF SEPECAT Jaguar.

  

A small and quick interim project – and the RAL 1000-based livery does actually not look as bad as (secretly) expected. In fact, the green livery is a nice contrast to the red roundels – a bit unusual in the Macross universe, but the Valkyrie looks good!

Krishna is considered the supreme deity, worshipped across many traditions of Hinduism in a variety of different perspectives. Krishna is recognized as the eighth incarnation (avatar) of Lord Vishnu, and one and the same as Lord Vishnu one of the trimurti and as the supreme god in his own right. Krishna is the principal protagonist with Arjuna in the Bhagavad Gita also known as the Song of God, which depicts the conversation between the Royal Prince Arjuna and Krishna during the great battle of Kureksetra 5000 years ago where Arjuna discovers that Krishna is God and then comprehends his nature and will for him and for mankind. In present age Krishna is one of the most widely revered and most popular of all Indian divinities.

 

Krishna is often described and portrayed as an infant eating butter, a young boy playing a flute as in the Bhagavata Purana, or as an elder giving direction and guidance as in the Bhagavad Gita. The stories of Krishna appear across a broad spectrum of Hindu philosophical and theological traditions. They portray him in various perspectives: a god-child, a prankster, a model lover, a divine hero, and the Supreme Being. The principal scriptures discussing Krishna's story are the Mahabharata, the Harivamsa, the Bhagavata Purana, and the Vishnu Purana.

 

Krishna's disappearance marks the end of Dvapara Yuga and the start of Kali Yuga (present age), which is dated to February 17/18, 3102 BCE. Worship of the deity Krishna, either in the form of deity Krishna or in the form of Vasudeva, Bala Krishna or Gopala can be traced to as early as 4th century BC. Worship of Krishna as Svayam Bhagavan, or the supreme being, known as Krishnaism, arose in the Middle Ages in the context of the Bhakti movement. From the 10th century AD, Krishna became a favourite subject in performing arts and regional traditions of devotion developed for forms of Krishna such as Jagannatha in Odisha, Vithoba in Maharashtra and Shrinathji in Rajasthan. Since the 1960s the worship of Krishna has also spread in the Western world, largely due to the International Society for Krishna Consciousness.

 

NAMES AND EPITHETS

The name originates from the Sanskrit word Kṛṣṇa, which is primarily an adjective meaning "black", "dark" or "dark blue". The waning moon is called Krishna Paksha in the Vedic tradition, relating to the adjective meaning "darkening". Sometimes it is also translated as "all-attractive", according to members of the Hare Krishna movement.

 

As a name of Vishnu, Krishna listed as the 57th name in the Vishnu Sahasranama. Based on his name, Krishna is often depicted in murtis as black or blue-skinned. Krishna is also known by various other names, epithets and titles, which reflect his many associations and attributes. Among the most common names are Mohan "enchanter", Govinda, "Finder of the cows" or Gopala, "Protector of the cows", which refer to Krishna's childhood in Braj (in present day Uttar Pradesh). Some of the distinct names may be regionally important; for instance, Jagannatha, a popular incarnation of Puri, Odisha in eastern India.

 

ICONOGRAPHY

Krishna is easily recognized by his representations. Though his skin color may be depicted as black or dark in some representations, particularly in murtis, in other images such as modern pictorial representations, Krishna is usually shown with a blue skin. He is often shown wearing a silk dhoti and a peacock feather crown. Common depictions show him as a little boy, or as a young man in a characteristically relaxed pose, playing the flute. In this form, he usually stands with one leg bent in front of the other with a flute raised to his lips, in the Tribhanga posture, accompanied by cows, emphasizing his position as the divine herdsman, Govinda, or with the gopis (milkmaids) i.e. Gopikrishna, stealing butter from neighbouring houses i.e. Navneet Chora or Gokulakrishna, defeating the vicious serpent i.e. Kaliya Damana Krishna, lifting the hill i.e. Giridhara Krishna ..so on and so forth from his childhood / youth events.

 

A steatite (soapstone) tablet unearthed from Mohenjo-daro, Larkana district, Sindh depicting a young boy uprooting two trees from which are emerging two human figures is an interesting archaeological find for fixing dates associated with Krishna. This image recalls the Yamalarjuna episode of Bhagavata and Harivamsa Purana. In this image, the young boy is Krishna, and the two human beings emerging from the trees are the two cursed gandharvas, identified as Nalakubara and Manigriva. Dr. E.J.H. Mackay, who did the excavation at Mohanjodaro, compares this image with the Yamalarjuna episode. Prof. V.S. Agrawal has also accepted this identification. Thus, it seems that the Indus valley people knew stories related to Krishna. This lone find may not establish Krishna as contemporary with Pre-Indus or Indus times, but, likewise, it cannot be ignored.

 

The scene on the battlefield of the epic Mahabharata, notably where he addresses Pandava prince Arjuna in the Bhagavad Gita, is another common subject for representation. In these depictions, he is shown as a man, often with supreme God characteristics of Hindu religious art, such as multiple arms or heads, denoting power, and with attributes of Vishnu, such as the chakra or in his two-armed form as a charioteer. Cave paintings dated to 800 BCE in Mirzapur, Mirzapur district, Uttar Pradesh, show raiding horse-charioteers, one of whom is about to hurl a wheel, and who could potentially be identified as Krishna.

 

Representations in temples often show Krishna as a man standing in an upright, formal pose. He may be alone, or with associated figures: his brother Balarama and sister Subhadra, or his main queens Rukmini and Satyabhama.

 

Often, Krishna is pictured with his gopi-consort Radha. Manipuri Vaishnavas do not worship Krishna alone, but as Radha Krishna, a combined image of Krishna and Radha. This is also a characteristic of the schools Rudra and Nimbarka sampradaya, as well as that of Swaminarayan sect. The traditions celebrate Radha Ramana murti, who is viewed by Gaudiyas as a form of Radha Krishna.

 

Krishna is also depicted and worshipped as a small child (Bala Krishna, Bāla Kṛṣṇa the child Krishna), crawling on his hands and knees or dancing, often with butter or Laddu in his hand being Laddu Gopal. Regional variations in the iconography of Krishna are seen in his different forms, such as Jaganatha of Odisha, Vithoba of Maharashtra, Venkateswara (also Srinivasa or Balaji) in Andhra Pradesh, and Shrinathji in Rajasthan.

 

LITERARY SOURCES

The earliest text to explicitly provide detailed descriptions of Krishna as a personality is the epic Mahabharata which depicts Krishna as an incarnation of Vishnu. Krishna is central to many of the main stories of the epic. The eighteen chapters of the sixth book (Bhishma Parva) of the epic that constitute the Bhagavad Gita contain the advice of Krishna to the warrior-hero Arjuna, on the battlefield. Krishna is already an adult in the epic, although there are allusions to his earlier exploits. The Harivamsa, a later appendix to this epic, contains the earliest detailed version of Krishna's childhood and youth.

 

The Rig Veda 1.22.164 sukta 31 mentions a herdsman "who never stumbles". Some Vaishnavite scholars, such as Bhaktivinoda Thakura, claim that this herdsman refers to Krishna. Ramakrishna Gopal Bhandarkar also attempted to show that "the very same Krishna" made an appearance, e.g. as the drapsa ... krishna "black drop" of RV 8.96.13. Some authors have also likened prehistoric depictions of deities to Krishna.

 

Chandogya Upanishad (3.17.6) composed around 900 BCE mentions Vasudeva Krishna as the son of Devaki and the disciple of Ghora Angirasa, the seer who preached his disciple the philosophy of ‘Chhandogya.’ Having been influenced by the philosophy of ‘Chhandogya’ Krishna in the Bhagavadgita while delivering the discourse to Arjuna on the battlefield of Kurukshetra discussed about sacrifice, which can be compared to purusha or the individual.

 

Yāska's Nirukta, an etymological dictionary around 6th century BC, contains a reference to the Shyamantaka jewel in the possession of Akrura, a motif from well known Puranic story about Krishna. Shatapatha Brahmana and Aitareya-Aranyaka, associate Krishna with his Vrishni origins.

 

Pāṇini, the ancient grammarian and author of Asthadhyayi (probably belonged to 5th century or 6th century BC) mentions a character called Vāsudeva, son of Vasudeva, and also mentions Kaurava and Arjuna which testifies to Vasudeva Krishna, Arjuna and Kauravas being contemporaries.

 

Megasthenes (350 – 290 BC) a Greek ethnographer and an ambassador of Seleucus I to the court of Chandragupta Maurya made reference to Herakles in his famous work Indica. Many scholars have suggested that the deity identified as Herakles was Krishna. According to Arrian, Diodorus, and Strabo, Megasthenes described an Indian tribe called Sourasenoi, who especially worshipped Herakles in their land, and this land had two cities, Methora and Kleisobora, and a navigable river, the Jobares. As was common in the ancient period, the Greeks sometimes described foreign gods in terms of their own divinities, and there is a little doubt that the Sourasenoi refers to the Shurasenas, a branch of the Yadu dynasty to which Krishna belonged; Herakles to Krishna, or Hari-Krishna: Methora to Mathura, where Krishna was born; Kleisobora to Krishnapura, meaning "the city of Krishna"; and the Jobares to the Yamuna, the famous river in the Krishna story. Quintus Curtius also mentions that when Alexander the Great confronted Porus, Porus's soldiers were carrying an image of Herakles in their vanguard.

 

The name Krishna occurs in Buddhist writings in the form Kānha, phonetically equivalent to Krishna.

 

The Ghata-Jâtaka (No. 454) gives an account of Krishna's childhood and subsequent exploits which in many points corresponds with the Brahmanic legends of his life and contains several familiar incidents and names, such as Vâsudeva, Baladeva, Kaṃsa. Yet it presents many peculiarities and is either an independent version or a misrepresentation of a popular story that had wandered far from its home. Jain tradition also shows that these tales were popular and were worked up into different forms, for the Jains have an elaborate system of ancient patriarchs which includes Vâsudevas and Baladevas. Krishna is the ninth of the Black Vâsudevas and is connected with Dvâravatî or Dvârakâ. He will become the twelfth tîrthankara of the next world-period and a similar position will be attained by Devakî, Rohinî, Baladeva and Javakumâra, all members of his family. This is a striking proof of the popularity of the Krishna legend outside the Brahmanic religion.

 

According to Arthasastra of Kautilya (4th century BCE) Vāsudeva was worshiped as supreme Deity in a strongly monotheistic format.

 

Around 150 BC, Patanjali in his Mahabhashya quotes a verse: "May the might of Krishna accompanied by Samkarshana increase!" Other verses are mentioned. One verse speaks of "Janardhana with himself as fourth" (Krishna with three companions, the three possibly being Samkarshana, Pradyumna, and Aniruddha). Another verse mentions musical instruments being played at meetings in the temples of Rama (Balarama) and Kesava (Krishna). Patanjali also describes dramatic and mimetic performances (Krishna-Kamsopacharam) representing the killing of Kamsa by Vasudeva.

 

In the 1st century BC, there seems to be evidence for a worship of five Vrishni heroes (Balarama, Krishna, Pradyumna, Aniruddha and Samba) for an inscription has been found at Mora near Mathura, which apparently mentions a son of the great satrap Rajuvula, probably the satrap Sodasa, and an image of Vrishni, "probably Vasudeva, and of the "Five Warriors". Brahmi inscription on the Mora stone slab, now in the Mathura Museum.

 

Many Puranas tell Krishna's life-story or some highlights from it. Two Puranas, the Bhagavata Purana and the Vishnu Purana, that contain the most elaborate telling of Krishna’s story and teachings are the most theologically venerated by the Vaishnava schools. Roughly one quarter of the Bhagavata Purana is spent extolling his life and philosophy.

 

LIFE

This summary is based on details from the Mahābhārata, the Harivamsa, the Bhagavata Purana and the Vishnu Purana. The scenes from the narrative are set in north India mostly in the present states of Uttar Pradesh, Bihar, Haryana, Delhi and Gujarat.

 

BIRTH

Based on scriptural details and astrological calculations, the date of Krishna's birth, known as Janmashtami, is 18 July 3228 BCE. He was born to Devaki and her husband, Vasudeva, When Mother Earth became upset by the sin being committed on Earth, she thought of seeking help from Lord Vishnu. She went in the form of a cow to visit Lord Vishnu and ask for help. Lord Vishnu agreed to help her and promised her that he would be born on Earth. On Earth in the Yadava clan, he was yadav according to his birth, a prince named Kamsa sent his father Ugrasena (King of Mathura) to prison and became the King himself. One day a loud voice from the sky (Akash Vani in Hindi) prophesied that the 8th son of Kamsa's sister (Devaki) would kill Kamsa. Out of affection for Devaki, Kamsa did not kill her outright. He did, however, send his sister and her husband (Vasudeva) to prison. Lord Vishnu himself later appeared to Devaki and Vasudeva and told them that he himself would be their eighth son and kill Kamsa and destroy sin in the world. In the story of Krishna the deity is the agent of conception and also the offspring. Because of his sympathy for the earth, the divine Vishnu himself descended into the womb of Devaki and was born as her son, Vaasudeva (i.e., Krishna).[citation needed] This is occasionally cited as evidence that "virgin birth" tales are fairly common in non-Christian religions around the world. However, there is nothing in Hindu scriptures to suggest that it was a "virgin" birth. By the time of conception and birth of Krishna, Devaki was married to Vasudeva and had already borne 7 children. Virgin birth in this case should be more accurately understood as divine conception. Kunti the mother of the Pandavas referenced contemporaneously with the story of Krishna in the Mahabharata also has divine conception and virgin birth of Prince Karna.

 

The Hindu Vishnu Purana relates: "Devaki bore in her womb the lotus-eyed deity...before the birth of Krishna, no one could bear to gaze upon Devaki, from the light that invested her, and those who contemplated her radiance felt their minds disturbed.” This reference to light is reminiscent of the Vedic hymn "To an Unknown Divine," which refers to a Golden Child. According to F. M. Müller, this term means "the golden gem of child" and is an attempt at naming the sun. According to the Vishnu Purana, Krishna is the total incarnation of Lord Vishnu. It clearly describes in the Vishnu Purana that Krishna was born on earth to destroy sin, especially Kamsa.

 

Krishna belonged to the Vrishni clan of Yadavas from Mathura, and was the eighth son born to the princess Devaki, and her husband Vasudeva.

 

Mathura (in present day Mathura district, Uttar Pradesh) was the capital of the Yadavas, to which Krishna's parents Vasudeva and Devaki belonged. King Kamsa, Devaki's brother, had ascended the throne by imprisoning his father, King Ugrasena. Afraid of a prophecy from a divine voice from the heavens that predicted his death at the hands of Devaki's eighth "garbha", Kamsa had the couple locked in a prison cell. After Kamsa killed the first six children, Devaki apparently had a miscarriage of the seventh. However, in reality, the womb was actually transferred to Rohini secretly. This was how Balarama, Krishna's elder brother, was born. Once again Devaki became pregnant. Now due to the miscarriage, Kamsa was in a puzzle regarding 'The Eighth One', but his ministers advised that the divine voice from the heavens emphasised "the eight garbha" and so this is the one. That night Krishna was born in the Rohini nakshatra and simultaneously the goddess Durga was born as Yogamaya in Gokulam to Nanda and Yashoda.

 

Since Vasudeva knew Krishna's life was in danger, Krishna was secretly taken out of the prison cell to be raised by his foster parents, Yasoda and Nanda, in Gokula (in present day Mathura district). Two of his other siblings also survived, Balarama (Devaki's seventh child, transferred to the womb of Rohini, Vasudeva's first wife) and Subhadra (daughter of Vasudeva and Rohini, born much later than Balarama and Krishna).

 

CHILDHOOD AND YOUTH

Nanda was the head of a community of cow-herders, and he settled in Vrindavana. The stories of Krishna's childhood and youth tell how he became a cow herder, his mischievous pranks as Makhan Chor (butter thief) his foiling of attempts to take his life, and his role as a protector of the people of Vrindavana.

 

Krishna killed the demoness Putana, disguised as a wet nurse, and the tornado demon Trinavarta both sent by Kamsa for Krishna's life. He tamed the serpent Kāliyā, who previously poisoned the waters of Yamuna river, thus leading to the death of the cowherds. In Hindu art, Krishna is often depicted dancing on the multi-hooded Kāliyā.

 

Krishna lifted the Govardhana hill and taught Indra, the king of the devas, a lesson to protect native people of Brindavana from persecution by Indra and prevent the devastation of the pasture land of Govardhan. Indra had too much pride and was angry when Krishna advised the people of Brindavana to take care of their animals and their environment that provide them with all their necessities, instead of worshipping Indra annually by spending their resources. In the view of some, the spiritual movement started by Krishna had something in it which went against the orthodox forms of worship of the Vedic gods such as Indra. In Bhagavat Purana, Krishna says that the rain came from the nearby hill Govardhana, and advised that the people worshiped the hill instead of Indra. This made Indra furious, so he punished them by sending out a great storm. Krishna then lifted Govardhan and held it over the people like an umbrella.

 

The stories of his play with the gopis (milkmaids) of Brindavana, especially Radha (daughter of Vrishbhanu, one of the original residents of Brindavan) became known as the Rasa lila and were romanticised in the poetry of Jayadeva, author of the Gita Govinda. These became important as part of the development of the Krishna bhakti traditions worshiping Radha Krishna.

 

Krishna’s childhood reinforces the Hindu concept of lila, playing for fun and enjoyment and not for sport or gain. His interaction with the gopis at the rasa dance or Rasa-lila is a great example of this. Krishna played his flute and the gopis came immediately from whatever they were doing, to the banks of the Yamuna River, and joined him in singing and dancing. Even those who could not physically be there joined him through meditation. The story of Krishna’s battle with Kāliyā also supports this idea in the sense of him dancing on Kāliyā’s many hoods. Even though he is doing battle with the serpent, he is in no real danger and treats it like a game. He is a protector, but he only appears to be a young boy having fun. This idea of having a playful god is very important in Hinduism. The playfulness of Krishna has inspired many celebrations like the Rasa-lila and the Janmashtami : where they make human pyramids to break open handis (clay pots) hung high in the air that spill buttermilk all over the group after being broken by the person at the top. This is meant to be a fun celebration and it gives the participants a sense of unity. Many believe that lila being connected with Krishna gives Hindus a deeper connection to him and thus a deeper connection to Vishnu also; seeing as Krishna is an incarnation of Vishnu. Theologists, like Kristin Johnston Largen, believe that Krishna’s childhood can even inspire other religions to look for lila in deities so that they have a chance to experience a part of their faith that they may not have previously seen.

 

THE PRINCE

On his return to Mathura as a young man, Krishna overthrew and killed his maternal uncle, Kamsa, after quelling several assassination attempts from Kamsa's followers. He reinstated Kamsa's father, Ugrasena, as the king of the Yadavas and became a leading prince at the court. During this period, he became a friend of Arjuna and the other Pandava princes of the Kuru kingdom, who were his cousins. Later, he took his Yadava subjects to the city of Dwaraka (in modern Gujarat) and established his own kingdom there.

 

Krishna married Rukmini, the Vidarbha princess, by abducting her, at her request, from her proposed wedding with Shishupala. He married eight queens - collectively called the Ashtabharya - including Rukmini, Satyabhama, Jambavati, Kalindi, Mitravinda, Nagnajiti, Bhadra and Lakshmana. Krishna subsequently married 16,000 or 16,100 maidens who were held captive by the demon Narakasura, to save their honour. Krishna killed the demon and released them all. According to social custom of the time, all of the captive women were degraded, and would be unable to marry, as they had been under the Narakasura's control. However Krishna married them to reinstate their status in the society. This symbolic wedding with 16,100 abandoned daughters was more of a mass rehabilitation. In Vaishnava traditions, Krishna's wives are forms of the goddess Lakshmi - consort of Vishnu, or special souls who attained this qualification after many lifetimes of austerity, while his two queens, Rukmani and Satyabhama, are expansions of Lakshmi.

 

When Yudhisthira was assuming the title of emperor, he had invited all the great kings to the ceremony and while paying his respects to them, he started with Krishna because he considered Krishna to be the greatest of them all. While it was a unanimous feeling amongst most present at the ceremony that Krishna should get the first honours, his cousin Shishupala felt otherwise and started berating Krishna. Due to a vow given to Shishupal's mother, Krishna forgave a hundred verbal abuses by Shishupal, and upon the one hundred and first, he assumed his Virat (universal) form and killed Shishupal with his Chakra. The blind king Dhritarashtra also obtained divine vision to be able to see this form of Krishna during the time when Duryodana tried to capture Krishna when he came as a peace bearer before the great Mahabharat War. Essentially, Shishupala and Dantavakra were both re-incarnations of Vishnu's gate-keepers Jaya and Vijaya, who were cursed to be born on Earth, to be delivered by the Vishnu back to Vaikuntha.

 

KURUKSHETRA WAR AND BHAGAVAD GITA

Once battle seemed inevitable, Krishna offered both sides the opportunity to choose between having either his army called narayani sena or himself alone, but on the condition that he personally would not raise any weapon. Arjuna, on behalf of the Pandavas, chose to have Krishna on their side, and Duryodhana, Kaurava prince, chose Krishna's army. At the time of the great battle, Krishna acted as Arjuna's charioteer, since this position did not require the wielding of weapons.

 

Upon arrival at the battlefield, and seeing that the enemies are his family, his grandfather, his cousins and loved ones, Arjuna is moved and says his heart does not allow him to fight and he would rather prefer to renounce the kingdom and put down his Gandiv (Arjuna's bow). Krishna then advises him about the battle, with the conversation soon extending into a discourse which was later compiled as the Bhagavad Gita.

 

Krishna asked Arjuna, "Have you within no time, forgotten the Kauravas' evil deeds such as not accepting the eldest brother Yudhishtira as King, usurping the entire Kingdom without yielding any portion to the Pandavas, meting out insults and difficulties to Pandavas, attempt to murder the Pandavas in the Barnava lac guest house, publicly attempting to disrobe and disgracing Draupadi. Krishna further exhorted in his famous Bhagavad Gita, "Arjuna, do not engage in philosophical analyses at this point of time like a Pundit. You are aware that Duryodhana and Karna particularly have long harboured jealousy and hatred for you Pandavas and badly want to prove their hegemony. You are aware that Bhishmacharya and your Teachers are tied down to their dharma of protecting the unitarian power of the Kuru throne. Moreover, you Arjuna, are only a mortal appointee to carry out my divine will, since the Kauravas are destined to die either way, due to their heap of sins. Open your eyes O Bhaarata and know that I encompass the Karta, Karma and Kriya, all in myself. There is no scope for contemplation now or remorse later, it is indeed time for war and the world will remember your might and immense powers for time to come. So rise O Arjuna!, tighten up your Gandiva and let all directions shiver till their farthest horizons, by the reverberation of its string."

 

Krishna had a profound effect on the Mahabharata war and its consequences. He had considered the Kurukshetra war to be a last resort after voluntarily acting as a messenger in order to establish peace between the Pandavas and Kauravas. But, once these peace negotiations failed and was embarked into the war, then he became a clever strategist. During the war, upon becoming angry with Arjuna for not fighting in true spirit against his ancestors, Krishna once picked up a carriage wheel in order to use it as a weapon to challenge Bhishma. Upon seeing this, Bhishma dropped his weapons and asked Krishna to kill him. However, Arjuna apologized to Krishna, promising that he would fight with full dedication here/after, and the battle continued. Krishna had directed Yudhisthira and Arjuna to return to Bhishma the boon of "victory" which he had given to Yudhisthira before the war commenced, since he himself was standing in their way to victory. Bhishma understood the message and told them the means through which he would drop his weapons - which was if a woman entered the battlefield. Next day, upon Krishna's directions, Shikhandi (Amba reborn) accompanied Arjuna to the battlefield and thus, Bhishma laid down his arms. This was a decisive moment in the war because Bhishma was the chief commander of the Kaurava army and the most formidable warrior on the battlefield. Krishna aided Arjuna in killing Jayadratha, who had held the other four Pandava brothers at bay while Arjuna's son Abhimanyu entered Drona's Chakravyuha formation - an effort in which he was killed by the simultaneous attack of eight Kaurava warriors. Krishna also caused the downfall of Drona, when he signalled Bhima to kill an elephant called Ashwatthama, the namesake of Drona's son. Pandavas started shouting that Ashwatthama was dead but Drona refused to believe them saying he would believe it only if he heard it from Yudhisthira. Krishna knew that Yudhisthira would never tell a lie, so he devised a clever ploy so that Yudhisthira wouldn't lie and at the same time Drona would be convinced of his son's death. On asked by Drona, Yudhisthira proclaimed

 

Ashwathama Hatahath, naro va Kunjaro va

 

i.e. Ashwathama had died but he was nor sure whether it was a Drona's son or an elephant. But as soon as Yudhisthira had uttered the first line, Pandava army on Krishna's direction broke into celebration with drums and conchs, in the din of which Drona could not hear the second part of the Yudhisthira's declaration and assumed that his son indeed was dead. Overcome with grief he laid down his arms, and on Krishna's instruction Dhrishtadyumna beheaded Drona.

 

When Arjuna was fighting Karna, the latter's chariot's wheels sank into the ground. While Karna was trying to take out the chariot from the grip of the Earth, Krishna reminded Arjuna how Karna and the other Kauravas had broken all rules of battle while simultaneously attacking and killing Abhimanyu, and he convinced Arjuna to do the same in revenge in order to kill Karna. During the final stage of the war, when Duryodhana was going to meet his mother Gandhari for taking her blessings which would convert all parts of his body on which her sight falls to diamond, Krishna tricks him to wearing banana leaves to hide his groin. When Duryodhana meets Gandhari, her vision and blessings fall on his entire body except his groin and thighs, and she becomes unhappy about it because she was not able to convert his entire body to diamond. When Duryodhana was in a mace-fight with Bhima, Bhima's blows had no effect on Duryodhana. Upon this, Krishna reminded Bhima of his vow to kill Duryodhana by hitting him on the thigh, and Bhima did the same to win the war despite it being against the rules of mace-fight (since Duryodhana had himself broken Dharma in all his past acts). Thus, Krishna's unparalleled strategy helped the Pandavas win the Mahabharata war by bringing the downfall of all the chief Kaurava warriors, without lifting any weapon. He also brought back to life Arjuna's grandson Parikshit, who had been attacked by a Brahmastra weapon from Ashwatthama while he was in his mother's womb. Parikshit became the Pandavas' successor.

 

FAMILY

Krishna had eight princely wives, also known as Ashtabharya: Rukmini, Satyabhama, Jambavati, Nagnajiti, Kalindi, Mitravinda, Bhadra, Lakshmana) and the other 16,100 or 16,000 (number varies in scriptures), who were rescued from Narakasura. They had been forcibly kept in his palace and after Krishna had killed Narakasura, he rescued these women and freed them. Krishna married them all to save them from destruction and infamity. He gave them shelter in his new palace and a respectful place in society. The chief amongst them is Rohini.

 

The Bhagavata Purana, Vishnu Purana, Harivamsa list the children of Krishna from the Ashtabharya with some variation; while Rohini's sons are interpreted to represent the unnumbered children of his junior wives. Most well-known among his sons are Pradyumna, the eldest son of Krishna (and Rukmini) and Samba, the son of Jambavati, whose actions led to the destruction of Krishna's clan.

 

LATER LIFE

According to Mahabharata, the Kurukshetra war resulted in the death of all the hundred sons of Gandhari. On the night before Duryodhana's death, Lord Krishna visited Gandhari to offer his condolences. Gandhari felt that Krishna knowingly did not put an end to the war, and in a fit of rage and sorrow, Gandhari cursed that Krishna, along with everyone else from the Yadu dynasty, would perish after 36 years. Krishna himself knew and wanted this to happen as he felt that the Yadavas had become very haughty and arrogant (adharmi), so he ended Gandhari's speech by saying "tathastu" (so be it).

 

After 36 years passed, a fight broke out between the Yadavas, at a festival, who killed each other. His elder brother, Balarama, then gave up his body using Yoga. Krishna retired into the forest and started meditating under a tree. The Mahabharata also narrates the story of a hunter who becomes an instrument for Krishna's departure from the world. The hunter Jara, mistook Krishna's partly visible left foot for that of a deer, and shot an arrow, wounding him mortally. After he realised the mistake, While still bleeding, Krishna told Jara, "O Jara, you were Bali in your previous birth, killed by myself as Rama in Tretayuga. Here you had a chance to even it and since all acts in this world are done as desired by me, you need not worry for this". Then Krishna, with his physical body ascended back to his eternal abode, Goloka vrindavan and this event marks departure of Krishna from the earth. The news was conveyed to Hastinapur and Dwaraka by eyewitnesses to this event. The place of this incident is believed to be Bhalka, near Somnath temple.

 

According to Puranic sources, Krishna's disappearance marks the end of Dvapara Yuga and the start of Kali Yuga, which is dated to February 17/18, 3102 BCE. Vaishnava teachers such as Ramanujacharya and Gaudiya Vaishnavas held the view that the body of Krishna is completely spiritual and never decays (Achyuta) as this appears to be the perspective of the Bhagavata Purana. Lord Sri Chaitanya Mahaprabhu (an incarnation of Lord Sri Krishna according to the Bhavishya Purana) exhorted, "Krishna Naama Sankirtan" i.e. the constant chanting of the Krishna's name is the supreme healer in Kali Yuga. It destroys sins and purifies the hearts through Bhakti ensures universal peace.

 

Krishna never appears to grow old or age at all in the historical depictions of the Puranas despite passing of several decades, but there are grounds for a debate whether this indicates that he has no material body, since battles and other descriptions of the Mahabhārata epic show clear indications that he seems to be subject to the limitations of nature. While battles apparently seem to indicate limitations, Mahabharata also shows in many places where Krishna is not subject to any limitations as through episodes Duryodhana trying to arrest Krishna where his body burst into fire showing all creation within him. Krishna is also explicitly described as without deterioration elsewhere.

 

WORSHIP

VAISHNAVISM

The worship of Krishna is part of Vaishnavism, which regards Vishnu as the Supreme God and venerates His associated avatars, their consorts, and related saints and teachers. Krishna is especially looked upon as a full manifestation of Vishnu, and as one with Vishnu himself. However the exact relationship between Krishna and Vishnu is complex and diverse, where Krishna is sometimes considered an independent deity, supreme in his own right. Out of many deities, Krishna is particularly important, and traditions of Vaishnava lines are generally centered either on Vishnu or on Krishna, as supreme. The term Krishnaism has been used to describe the sects of Krishna, reserving the term "Vaishnavism" for sects focusing on Vishnu in which Krishna is an avatar, rather than as a transcendent Supreme Being.

 

All Vaishnava traditions recognise Krishna as an avatar of Vishnu; others identify Krishna with Vishnu; while traditions, such as Gaudiya Vaishnavism, Vallabha Sampradaya and the Nimbarka Sampradaya, regard Krishna as the Svayam Bhagavan, original form of God. Swaminarayan, the founder of the Swaminarayan Sampraday also worshipped Krishna as God himself. "Greater Krishnaism" corresponds to the second and dominant phase of Vaishnavism, revolving around the cults of the Vasudeva, Krishna, and Gopala of late Vedic period. Today the faith has a significant following outside of India as well.

 

EARLY TRADITIONS

The deity Krishna-Vasudeva (kṛṣṇa vāsudeva "Krishna, the son of Vasudeva") is historically one of the earliest forms of worship in Krishnaism and Vaishnavism. It is believed to be a significant tradition of the early history of the worship of Krishna in antiquity. This tradition is considered as earliest to other traditions that led to amalgamation at a later stage of the historical development. Other traditions are Bhagavatism and the cult of Gopala, that along with the cult of Bala Krishna form the basis of current tradition of monotheistic religion of Krishna. Some early scholars would equate it with Bhagavatism, and the founder of this religious tradition is believed to be Krishna, who is the son of Vasudeva, thus his name is Vāsudeva; he is said to be historically part of the Satvata tribe, and according to them his followers called themselves Bhagavatas and this religion had formed by the 2nd century BC (the time of Patanjali), or as early as the 4th century BC according to evidence in Megasthenes and in the Arthasastra of Kautilya, when Vāsudeva was worshiped as supreme deity in a strongly monotheistic format, where the supreme being was perfect, eternal and full of grace. In many sources outside of the cult, the devotee or bhakta is defined as Vāsudevaka. The Harivamsa describes intricate relationships between Krishna Vasudeva, Sankarsana, Pradyumna and Aniruddha that would later form a Vaishnava concept of primary quadrupled expansion, or avatar.

  

BHAKTI TRADITION

Bhakti, meaning devotion, is not confined to any one deity. However Krishna is an important and popular focus of the devotional and ecstatic aspects of Hindu religion, particularly among the Vaishnava sects. Devotees of Krishna subscribe to the concept of lila, meaning 'divine play', as the central principle of the Universe. The lilas of Krishna, with their expressions of personal love that transcend the boundaries of formal reverence, serve as a counterpoint to the actions of another avatar of Vishnu: Rama, "He of the straight and narrow path of maryada, or rules and regulations."

 

The bhakti movements devoted to Krishna became prominent in southern India in the 7th to 9th centuries AD. The earliest works included those of the Alvar saints of the Tamil country. A major collection of their works is the Divya Prabandham. The Alvar Andal's popular collection of songs Tiruppavai, in which she conceives of herself as a gopi, is the most famous of the oldest works in this genre. Kulasekaraazhvaar's Mukundamala was another notable work of this early stage.

 

SPREAD OF THE KRISHNA-BHAKTI MOVEMENT

The movement, which started in the 6th-7th century A.D. in the Tamil-speaking region of South India, with twelve Alvar (one immersed in God) saint-poets, who wrote devotional songs. The religion of Alvar poets, which included a woman poet, Andal, was devotion to God through love (bhakti), and in the ecstasy of such devotions they sang hundreds of songs which embodied both depth of feeling and felicity of expressions. The movement originated in South India during the seventh-century CE, spreading northwards from Tamil Nadu through Karnataka and Maharashtra; by the fifteenth century, it was established in Bengal and northern India.

 

While the learned sections of the society well versed in Sanskrit could enjoy works like Gita Govinda or Bilvamangala's Krishna-Karnamritam, the masses sang the songs of the devotee-poets, who composed in the regional languages of India. These songs expressing intense personal devotion were written by devotees from all walks of life. The songs of Meera and Surdas became epitomes of Krishna-devotion in north India.

 

These devotee-poets, like the Alvars before them, were aligned to specific theological schools only loosely, if at all. But by the 11th century AD, Vaishnava Bhakti schools with elaborate theological frameworks around the worship of Krishna were established in north India. Nimbarka (11th century AD), Vallabhacharya (15th century AD) and (Lord Sri Chaitanya Mahaprabhu an incarnation of Lord Sri Krishna according to the Bhavishya Purana) (16th century AD) all inspired by the teachings of Madhvacharya (11th century AD) were the founders of the most influential schools. These schools, namely Nimbarka Sampradaya, Vallabha Sampradaya and Gaudiya Vaishnavism respectively, see Krishna as the supreme God, rather than an avatar, as generally seen.

 

In the Deccan, particularly in Maharashtra, saint poets of the Varkari sect such as Dnyaneshwar, Namdev, Janabai, Eknath and Tukaram promoted the worship of Vithoba, a local form of Krishna, from the beginning of the 13th century until the late 18th century. In southern India, Purandara Dasa and Kanakadasa of Karnataka composed songs devoted to the Krishna image of Udupi. Rupa Goswami of Gaudiya Vaishnavism, has compiled a comprehensive summary of bhakti named Bhakti-rasamrita-sindhu.

 

IN THE WEST

In 1965, the Krishna-bhakti movement had spread outside India when its founder, Bhaktivedanta Swami Prabhupada, (who was instructed by his guru, Bhaktisiddhanta Sarasvati Thakura) traveled from his homeland in West Bengal to New York City. A year later in 1966, after gaining many followers, he was able to form the International Society for Krishna Consciousness (ISKCON), popularly known as the Hare Krishna movement. The purpose of this movement was to write about Krishna in English and to share the Gaudiya Vaishnava philosophy with people in the Western world by spreading the teachings of the saint Chaitanya Mahaprabhu. In an effort to gain attention, followers chanted the names of God in public locations. This chanting was known as hari-nama sankirtana and helped spread the teaching. Additionally, the practice of distributing prasad or “sanctified food” worked as a catalyst in the dissemination of his works. In the Hare Krishna movement, Prasad was a vegetarian dish that would be first offered to Krishna. The food’s proximity to Krishna added a “spiritual effect,” and was seen to “counteract material contamination affecting the soul.” Sharing this sanctified food with the public, in turn, enabled the movement to gain new recruits and further spread these teachings.

 

WIKIPEDIA

Left: Twinkle Dress and Twinkle Caridgan by Diana Eng

LED circuits are hand embroidered with silverized thread and a custom sewable circuit board Twinkle Pad, developed specially for the Fairytale Fashion Collection. Twinkle Dress's removable grey silk chiffon twinkle pad circuit overlays washable black cotton American Apparel dreww. Twinkle Cardigan's removable black wool melton shoulder patches overlay a cotton sweater.

 

Right: EL Wire Dress by Diana Eng

Aqua silk chiffon organically draped dress edge with electroluminescent wire controlled by an accelerometer. Circuit boards are housed in 3-D printed neck piece.

 

+++

 

Fairytale Fashion Show

2010-02-24

7pm - 9pm

Eyebeam

 

Diana Eng presented the Fairytale Fashion Collection in a technology fashion show on Wed., February 24, 7PM, at Eyebeam. Models hit the runway while an orchestra of circuit bending DJ’s create music from hacked video game consoles.

 

The Fairytale Fashion Collection uses technology to create magical clothing in real life. Electronics, mechanical engineering, and mathematics are used to create clothing with blooming flowers, changing colors and transforming shapes. Research and development for the Fairytale Fashion collection are shared online at FairytaleFashion.org as an educational tool that teaches about science, math, and technology through fashion. Fairytale Fashion was created with the support of Eyebeam Art and Technology Center, the leading not-for-profit art and technology center in the United States.

 

Diana Eng is a fashion designer who specializes in technology, math, and science. Her designs range from inflatable clothing to fashions inspired by mechanical engineering. She is a designer from Bravo’s Emmy nominated TV show, Project Runway season 2 and author of Fashion Geek: Clothes, Accessories, Tech. Diana is cofounder of NYC Resistor hacker group. Diana is currently a resident artist at Eyebeam.

 

eyebeam.org/events/fairytale-fashion-show

fairytalefashion.org

 

I finally developed and scanned these back from my shoot in February! Medium format is just my absolute favorite, and I can't wait until I shoot this wedding in a few months so I can buy another Hasselblad. The last one didn't survive the sand :[ </3

  

120 Film - Hasselblad

Model: Jessica Rangel

Photography/Costume/Props/MUA: Nico Nordström

Make up/Assistance: Audrey Starks

Props/Assistance: Michael McBride

Travel/Assistance: Decker Derdeyn

 

Developed using darktable 3.8.0

Pentax Espio 115G 35mm point & shoot + Fujicolor 100, expired July 2010, developed with Unicolor C-41 kit.

 

Developed outlines

40 x 40 cm

Acrylic and spray paint on wood

Finished in a satin varnish

2013

Canon P, 35mm f1.8 LTM with TMY at 400. Developed in Xtol 1:4+Rodinol 13.5 min development @ 68deg F.

developed with RawTherapee