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Saw an article on Petapixel about Super 8 Gose from Dogfish Head, a beer you can develop film in. Why not, right?
The results weren't fantastic by any stretch. The negatives were incredibly thin. I might try it again with a longer development time at some point. But all in all I did come away with some photos I liked. And it was kind of a fun experiment, something different.
Tri-X 400 shot at box speed developed in Dogfish Head Super 8 Gose for 15 minutes.
The Musical Ride was developed from a desire by early members of the North-West Mounted Police to display their riding ability and entertain both themselves and the local community. Considering that the original Mounted Police members had a British military background, it was inevitable that the series of figures they performed were traditional cavalry drill movements. These movements formed the basis of the Musical Ride. Although legend has it that the first Musical Ride was performed as early as 1876, the first officially recorded Musical Ride was performed in Regina under Inspector William George Matthews in 1887. The Musical Ride, consisting of twenty men, was put on public display for the first time in 1901. Over the years the popularity of the Ride has grown and it has become a familiar sight throughout most of the world.
Today's Musical Ride Members of the Musical Ride are first and foremost police officers who, after at least two years of active police work, volunteer for duty with the Musical Ride. Most members are non-riders prior to their equestrian training with the RCMP; however, once they complete the courses of instruction, they not only become riders but ambassadors of goodwill. Working through a unique medium, they promote the RCMP's image throughout Canada and the world. RCMP members only remain with the Musical Ride for three years which ensures an annual rotation of approximately one third (33%) of the riders.
Today, in keeping with tradition, the Musical Ride is performed by a full troop of thirty-two riders and horses, plus the member in charge. The Musical Ride consists of the execution of a variety of intricate figures and cavalry drill choreographed to music. Demanding utmost control, timing and coordination, these movements are formed by individual horses and riders, in two's, four's and eight's at the trot and at the canter. Months of training, practice and many kilometres/miles around the riding school make horse and rider one. The horses must not only appear in the Musical Ride, but on Parliament Hill, in parades, special events and have the ability to travel and adapt to different environments, not to mention, hours of petting and photo-taking that the horses must patiently endure.
One of the more familiar Musical Ride formations is the "Dome," once featured on the back of the Canadian fifty-dollar bill. The highlight of the Musical Ride is, without a doubt, the CHARGE when lances, with their red and white pennons, are lowered and the riders and their mounts launch into the gallop. The conclusion of the performance is the March Past performed to the strains of the RCMP's Regimental March where the Musical Ride traditionally salutes the guest of honour.
The RCMP Musical Ride tours throughout Canada, as well as international venues, performing at approximately forty to fifty locations a year between the months of May and October. Thirty-six riders, thirty-six horses, a farrier, a technical production manager and three NCOs travel with the Musical Ride.
Camera: Minolta XD-11; Lens: Helios 44-2 58mm f/2; Film: Ilford FP4+ 125;
Developed in Rodinal (1+50) @ 21C for 13:49.
This is a test of the FPP C41 developing kit comparing age and temperature. All 4 photos were taken with Minolta X Series SLR cameras with the same 50mm 1.4 lens. Film is fresh Fujifilm Superia 200. 3.5 minute develop, 6.5 minute blix.
Top left - Old chemicals @105F that have developed 25+ rolls (kit recommends 12-15)
Top Right - Fresh batch of chemicals @105F
Bottom Left - Fresh chemicals @85F
Bottom Right - Fresh chemicals @120F
+++ 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 1943, the IJN issued an 18-shi specification that included the requirement for a new interceptor. Japanese aircraft tasked with interception roles had by this time begun to be eclipsed by the newest Allied fighters and the IJN sought to ensure their edge was main-tained. Three contenders submitted their designs, and it would be Kyūshū's that was the most radical of them all: the J7W Shinden. The Kyūshū J7W Shinden (震電, "Magnificent Lightning") was a World War II Japanese propeller-driven fighter plane with wings at the rear of the fuselage, a nose-mounted canard, and a pusher engine. Developed by the Imperial Japanese Navy (IJN) as a short-range, land-based interceptor, the J7W was a response to Boeing B-29 Superfortress raids on the Japanese Home Islands.
The man behind the Shinden ('Magnificent Lightning') was Captain Masaoki Tsuruno, a member of the Technical Staff of the IJN. Tsuruno conceived an interceptor that made use of a configuration rarely seen at the time of his design work, a design with canard fore planes. Canards were not a new concept, even in 1943. They were seen as far back as 1910 with a Gabriel and Charles Voisin design and later a Bleriot tail-first aircraft had incorporated canards. Tsuruno felt canards could offer a num-ber of advantages such as reducing the chances of stalling, improved controllability and maneuverability and easing some construction concerns such as the engine installation and control linkage arrangements. Tsuruno also believed the design could easily be retrofitted with a turbojet, when suitable engines became available, and the radical J7W was originally designed as a jet aircraft. At this time, the Shinden was known as the X-18. His ideas were worked out by the First Naval Air Technical Arsenal (Dai-Ichi Kaigun Koku Gijitsusho), which designed three gliders, designated Yokosuka MXY6, featuring canards. These were built by Chigasaki Seizo K. K., and one was later fitted with a 22 hp Semi 11 (Ha-90) 4-cylinder air-cooled engine.
By the time Tsuruno's initial layout for the Shinden was complete the IJN had already issued its late 1943 18-shi specifications for three classes of aircraft. The first of these covered an air superiority fighter (18-shi Ko), the second for an interceptor (18-shi Ōtsu) and the third for a night fighter (18-shi Hei). For the 18-shi Ōtsu competition, both Nakajima and Kawanishi had submitted designs: the single-engine J6K1 Jinpu ('Squall') and the twin-engine J5N1 Tenrai (or 'Heavenly Thun-der') respectively. These entries were based on the rather sparse directives of the specification which called for a top speed of 665km/h (413mph), a climb to 8,000m (26,246ft) in nine minutes and the ability to carry at least two 30mm cannons. To go with these two projects, Tsuruno introduced the X-18 to the IJN as a third competitor.
The feasibility of the canard design was proven by both the powered and unpowered versions of the MXY6 by the end of 1943, and the Navy were so impressed by the flight testing, they instructed the Kyushu Aircraft Company to design a canard interceptor around Tsuruno's concept. Kyushu was chosen because both its design team and production facilities were relatively unburdened, and Tsuruno was chosen to lead a team from Dai-Ichi Kaigun Koku Gijitsusho to aid Kyushu's design works. The aircraft was officially designated J7W; in the IJN designation system, "J" referred to land-based fighters and "W" to Watanabe Tekkōjo, the company that oversaw the initial design.
The construction of the first two prototypes started in earnest by June 1944, stress calculations were finished by January 1945, and the first prototype was completed in April 1945. The Shinden would carry four Type 5 30mm cannons. The Type 5, while heavier than the earlier Type 2 30mm gun, possessed a higher rate of fire at 500 rounds per minute and had a higher muzzle velocity. Each cannon was provided with 66 rounds. With less than eight seconds of 30mm rounds per gun, one hit would be sufficient to cripple and shoot down a fighter or bomber, therefore there was little ammunition to waste. Therefore, there were two Type 1 7.92mm machine guns, one on either side of the gun camera, in front of the nose. The purpose of these guns was not offensive but to serve as a ranging weapon for the cannons. Upon lining of his target, the pilot would fire a short burst from the machine guns. If the rounds struck the target, he would fire a burst from the cannons and be reasonably assured of a hit, thereby conserving the precious cannon ammunition. Each Type 1 was provided with 75 rounds of ammunition in a saddle drum magazine. For payload, the Shinden had a modest bomb carrying capacity of 120kg (264 lb).
The 2,130 hp Mitsubishi MK9D (Ha-43) radial engine and its supercharger were installed behind the cockpit and drove a six-bladed propeller via an extension shaft. Engine cooling was to be provided by long, narrow, obliquely mounted intakes on the side of the fuselage. It was this configuration that caused cooling problems while running the engine while it was still on the ground. This, together with the unavailability of some equipment parts, postponed the first flight of the Shinden. The aircraft turned out to be agile but not easy to fly. The Shinden was found to have a relatively fast landing speed at 240km/h (149mph), its massive propeller and extension shaft caused substantial torque pull to the right and the aircraft had the unpleasant tendency to drop its nose at any speed. Especially bringing the Shinden down safely was not a simple task.
However, even before the Shinden took flight the IJN was desperately in need of a high-performance interceptor. The Kawanishi J6K1 Jinpu failed to show any improvement over the Kawanishi N1K2-J Shiden-Kai (meaning 'Violet Lightning', known to the Allies as George) and the Nakajima J5N1 Tenrai was proving to be a disappointment by the time flight trials commenced in July 1944. With the failure of these two entries for the 18-shi specification, the IJN ordered the J7W1 Shinden into production in May 1944 and in so doing made the type the only canard configuration aircraft to achieve this status during World War 2. By September 1944, the production plans had been formulated with Kyūshū's Zashonokuma factory expected to turn out 30 Shindens per month while Naka-jima's Handa plant would produce 120 Shindens each month. While serial production was ramped up, work on the J7W airframe continued: the propeller-driven aircraft were soon improved to get rid of the handling issues: the front canards were placed at 7.5° positive incidence, the center of gravity was adjusted and the extension shaft for the propeller pointed 3° to the right and 4.5° down from the zero thrust line.
In parallel, work on a more potent jet-powered version, as originally envisioned, continued, the J7W2 Shinden-Kai. This was to be the turbojet-equipped version of the Shinden. The already available Ne 12B engine was rejected as its power was considered too low to effectively propel the aircraft. In any case, work was by this time under way on the Kügishō Ne 20 turbojet that was based on the German BMW 003A engine, the only turbojet built and flown in a Japanese aircraft so far: the Nakajima Kitsuka. Two of these engines were proposed to power the J7W2, but mounting them required a substantial redesign of the rear hull. A J7W2 prototype had been converted from a J7W airframe by April 1945, but it soon became clear that the aircraft was underpowered - it never got off of the ground and only made high-speed taxiing tests, before it was destroyed in a bomb raid. However, the aircraft provided some valuable information to refine a jet-powered version of the Shinden. For instance, the original narrow air intake slits turned out to be ineffective, and the canards had to be enlarged to improve balance and control.
Another variant of the Siden-Kai was the J7W3, and this aircraft was to use the Ne 130 turbojet, also based on the BMW 003A, which was being developed by Ishikawajima-Shibaura. The Ne 130 was to have produced nearly double the thrust of the Ne 20, and this promised to be sufficient to exceed the propeller-driven J7W's performance and warrant further development. Together with the data gathered from the J7W2 the resulting aircraft retained the Shinden's core airframe but underwent considerable detail modifications. The most obvious difference were new air intakes on the wing roots, leading in constant diameter ducts to the engines that were now housed in more organic and aerodynamically more efficient nacelles that ran along the fuselage flanks. The tail section was also extended, ending now in a pen nib fairing that moved the center of gravity further back and improved aerodynamics. The canards and therewith wing area was increased. To save internal space the landing gear was shortened, resulting in smaller wells. The freed space was used for two additional 125 l wing tanks and an increased ammunition load of 90 30 mm rounds per gun. Due to the expected high speed and frontline experience with the J7W's arrangement, the two Type 1 7.92mm machine guns were deleted. Since the landing gear was shorter and there was no propeller anymore to protect, the twin fins' shape was also changed: they became taller while the lower halves were reduced in size, and their overall area was slightly increased to improve longitudinal stability. Most of the wings and the hull remained untouched, even though the different engine arrangement allowed an additional 450 l tank in the fuselage behind the cockpit, which remained unmodified, too.
By the time the J7W3 entered hardware stage its intended powerplant also had made progress: this became the Ne 130-II, an improved design that was more reliable and produced 10.76 kN (2,420 lbf) / 10,000 rpm / sea level. Its weight was only 649 kg, and it featured one extra compressor and turbine stage for higher thrust, only lengthening the engine by 303 mm (11+15⁄16 in) overall compared to the original Ne 130. With these more advanced engines the J7W3 became a fighter to be reckoned with, offering a performance comparable with the German Messerschmitt Me 262 twin jet fighter.
However, in dire need for an interceptor that could cope with the incoming American high-flying B-29 bombers, the IJN repeated the J7W’s hasty decision and ordered the J7W3 into production even before the first prototype took to the air in July 1945, and a quota of twenty Shinden-Kai a month was given to Kyushu's Zashonokuma factory, while 120 J7Ws from Nakajima's Handa plant were to be produced until production was supposed to fully switch to the J7W3 towards 1946. It was estimated some 1,086 Shinden could be produced in total between April 1946 and March 1947.
General characteristics:
Crew: 1
Length: 10,80 m (35 ft 4 1/2 in)
Wingspan: 11.11 m (36 ft 6 in)
Height: 3.42 m (11 ft 2 1/2 in)
Wing area: 21.8 m² (234 sq ft)
Empty weight: 3,795 kg (8,367 lb)
Gross weight: 6,473 kg (14,271 lb)
Max takeoff weight: 7,130 kg (15,719 lb)
Powerplant:
2× Ishikawajima Ne 130-II axial-flow turbojets, developing 1,100 kg (2,400 lb) of thrust each.
Performance:
Maximum speed: 900 km/h (560 mph, 490 kn)
Range: 1,050 km (650 mi, 570 nmi)
Service ceiling: 11,450 m (37,570 ft)
Rate of climb: 20 m/s (3,900 ft/min) at max weight of 7,130 kg (15,720 lb)
Wing loading: 300 kg/m2 (61 lb/sq ft)
Thrust/weight: 0.31
Armament:
4× 30 mm (1.181 in) Type 5 cannon with 90 RPG
Underwing hardpoints for 4× 30kg (66lb) or 4× 60kg (130lb) bombs or 2x 125l drop tanks
The kit and its assembly:
This fictional what-if project is a personal but somewhat history-based interpretation of what could have been, inspired by the J7W2 model/conversion that Hasegawa offers for its propeller-driven J7W Shinden kit, turning the latter (outwardly) into a jet-powered version. As mentioned in the background above, the J7W was originally envisioned as a jet-powered interceptor, but at a time when no suitable engine was available or even on Japanese drawing boards yet. So it was – as an interim solution – modified to accept a radial engine with a pusher propeller, but with the perspective to switch again to a jet powerplant later. Over time the Ne-20 jet engine was developed, which was a simplified adaptation of the German BMW 003 – an axial design and rather slim. But it was experimental at best and not very powerful or reliable. It was used and flown on the Nakajima J9N Kikka, though, but even with two of these engines the aircraft was rather underpowered and far from an effective fighter airplane, let alone a fast interceptor .
When you then take a look at Hasegawa’s conversion offer (which only consists of a different end plate with a nozzle cone instead of the prop) for a J7W2 jet version of the Shinden, it’s bullsh!t because a) a single indigenous jet engine like the Ne-20 and even its more powerful derivatives would never have had enough power to let the J7W airframe perform like an interceptor, let alone fly at all, and b) the potential engine size/shape, which would rather reflect a centrifugal engine with a much bigger diameter. The shape and size of the air intakes would also leave some doubts. Another factor that speaks against the Hasegawa “proposal” is the fact that there was and is apparently no reliable design sketch or layout for a re-jet-engined Shinden.
This would not stop an ambitious model kit builder to try a personal interpretation, and effectively one that is more plausible than Hasegawa’s own rather lazy attempt. This eventually led to “my” J7W3, which took some inspiration from the very good and exhaustive description of the J7W in Edwin D. Myer’s book “Japanese Secret Projects (1)”. It discusses the potential engine options – which were all axial flow powerplants – and also suggests that there would have been some considerable hardware changes to the J7W airframe, like a modified tail section, a lowered/simplified landing gear, and therewith also different fins.
The basis became a standard Hasegawa J7W – and I had actually procured resin copies of the company’s own J7W2 conversion parts. However, I made considerable conceptual changes. The central difference was the decision to mount a pair of axial flow engines in the real hull, and I had resin upgrade parts for the twin J47 gondolas’ rear end for Hasegawa’s 1:72 B-47 kit in The Stash™. One of these was implanted into the J7W's slightly shortened tail/engine bay, adding length so that the aircraft’s center of gravity might be kept. Being much wider and flatter than the original radial engine I decided to add bigger air intakes, too, and to delete the original “slits” behind the cockpit. These were sanded away and replaced with the intakes from an Italeri BAe Hawk trainer, mounted relatively low in front of the wing’s leading edge. They look a bit modern (esp. because of their boundary layer gaps to the fuselage) but were simply perfect in size and shape. The ducts connecting the new intakes and the side-by-side engines were then sculpted with 2C putty and PSRed into the rest of the hull.
The cockpit was taken OOB, but I decided to modify the canards and give them more shape. I initially experimented with swept surfaces, but that did not look plausible and so I “just” mounted elevators from an Intech P-51 kit. Another mod was made to the landing gear: while the OOB struts and wheels were used, all parts were shortened and the respective wells were reduced in length/size accordingly, what moved the front leg forward and the main landing gear inwards, reducing track width. With less ground clearance and for a different look I also replaced the fins on the wings’ trailing edge – not an easy task, but I eventually found a pair of vintage elevators from an Airfix 1:72 F-86D kit, which were slightly modified and now occupy the original fins’ places. They are taller now, have less depth, and the lower section under the wings was dramatically shortened, too. That shape was inspired by an illustration in Edwin D. Myer’s book, and it looks quite plausible.
Another small mod was the replacement of the molded gun barrels with bits from hollow steel needles.
Painting and markings:
I considered a lot of potential options, including a bare metal finish, an improvised camouflage over that, or even highly exotic or speculative schemes (e.g. in all-over IJN grey-green or a very pale grey). In the end I settled for a simple/conservative IJN green/grey livery for land-based aircraft. Boring, yes, but the aircraft itself was already so exotic that I wanted to keep the looks more standard, and therewith more convincing.
However, I built the paint up so that aluminum would shine through here and there, and I painted upper surface areas in different shades of dark green (including ModelMaster’s IJN Dark Green and Humbrol 2, 195 and 239). The underside was painted with Humbrol 40 (Light Gull Grey), and the low waterline became quite wavy.
The cockpit tub was painted in a yellowish green (a mix of Humbrol 63 and 226) while the landing gear wells were initially painted with aluminum and received a coat with translucent bright blue lacquer, simulating aodake iro. The landing gear struts became glossy black.
The model received a light black ink washing, thorough post-panel shading in various mixed shades of dark green on the upper surfaces, plus dry-brushing with silver to simulate flakes paint here and there. The exhaust fairings were painted with Revell 91 (Iron metallic) and treated with graphite to provide them with an uneven and more metallic/burnt shine.
Markings came mostly from a PrintScale Kawanishi N1K kit, with typical late-war IJN markings. The yellow ID bands on the wings' leading edges were created with generic decal material (TL Modellbau) instead of trying to mask and paint them. Stencils were mostly taken from the Hasegawa J7W's OOB sheet. Finally, the model was sealed with a sheen acrylic varnish (a mix of semi-gloss and matt Italeri varnish) and the wire antenna, made from black heated sprue material, was added.
A project that I had had on my agenda for a long time, and I am happy that I eventually tackled it – and it turned out better and more plausible than expected! Despite the hand-sculpted air ducts/engine fairings the aircraft’s outlines do not look too fantastic, and the new tail section makes the Shinden look pretty fast, if not elegant. The shorter landing gear also suits the aircraft well, and I think that sticking to the classic green/grey IJN livery was the right move, because it suits the Shinden well and just underlines its “serious” origins as a real but undocumented development project.
A garden tool shed and fence, circa mid-1800s, found in the village at the Landis Valley Museum in Lancaster County, Pennsylvania.
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.
Yellow-Green filter on the lens to help with contrast.
Arista EDU Ultra 200 (re-branded Fomapan) B&W Negative Film, shot at ISO 160.
1/4 second at F32.
Developed in Rodinal/Adox Adonal 1:50 dilution for 9 1/2 minutes @ 20 degrees Celsius in Mod54 daylight developing tank.
4x5" negative scanned with Epson V600.
Slight palladium toning applied to scan in post.
Cologne "Gross St. Martin", old city and Cathedral view from Cologne-Deutz (Severinsbrücke)
Köln Groß St. Martin, Altstadt und Dom, Blick von Köln-Deutz (Severinsbrücke)
developed in Lightroom 3.3 64bit.
HDR from 7 raw shots (-3 - +3) using Photomatix Pro
corrected and finished in Photoshop CS5 64bit using TopazDenoise
Please: don't invite me and my captures to restricted and overregulated groups.
And PLEASE don't use large or flashy graphics in comments, I will delete them without notice.
All real comments and constructive criticism are welcome and really appreciated!
This aircraft was developed to replace the Martin B-10 and was based on the Douglas DC-2 commercial transport. It competed with an early version of the Boeing B-17 and won out. By 1939 it was considered to be underpowered, to inadequate defensive armament and carried too small a bomb load. Some were destroyed at Pearl Harbor and in 1942 were relegated to anti-submarine or transport duty. A B-18 was the first American aircraft to sink a U-Boat. This is the oldest aircraft in the museum collection, built in 1938.
We developed a series of graphic tests for a new food channel for FOX International Channels. We really enjoyed the project and made two options, very different from each other. Going from illustrative to surrealist.
More: bit.ly/Sfk7dL
Creative, art direction and design by Eloy Krioka. 3D Modeling help: Julio Cesar Velazquez. Work commisioned by our good mate Andres Rossi (Thanks!). VP Branding and Creative Fox International Channels: Florencia Picco. Branding Director Fox International Channels: Mariano Barreiro
#food #channel #design #fox
Shield On-Site Services brochure cover.
Kontrast has developed a concept for Shield On-Site Services, a client who engages in asbestos and asbestos remediation advice and laboratories. where a girl symbolizes a healthier future. She watches over the welfare of our environment. As a tagline was chosen: "Keeping in Shape the Future". In the images (photography: Gerrit Schreurs, Robert Peek & Bart van Damme) a girl named Vivian overlooks the activities of the employees with confidence. She is hopeful about the future and its sustainability. The concept was elaborated in a website, social media, corporate brochure, desk calendar and direct mail.
The Rise
Regency Square Mall was originally developed in the mid-to-late 1960s. The project was initiated by Regency Centers, a now-powerful retail real estate trust based in Jacksonville that was at the time just getting started.
The mall was constructed at a cost of $12 million upon a giant clump of sand dunes, and opened its doors to the public in 1967. It featured three anchor stores – JC Penney, Furchgott’s, and May-Cohens – as well as an adjacent movie theater.
Regency quickly became a hit, owing a lot of its success to its location. At the time the Arlington area was among Jacksonville’s fastest-growing neighborhoods, and Regency Square Mall was by far the closest retail hub for its residents as well as shoppers coming into town from the beaches. It also helped that the mall was built in an era where shopping malls were quickly becoming a ubiquitous part of life in America.
The surrounding area experienced a development boom, with shopping centers, car dealers, office parks, and restaurants popping up all along neighboring stretches of Atlantic Blvd. Some of this was a result of continued growth in Arlington, but much was the direct result of traffic brought in by Regency’s success.
By the late ’70s, Regency was one of the country’s most active malls, and completely dominated the Jacksonville shopping landscape. The only “nearby” mall that could claim to compete with Regency’s offerings at the time, Orange Park Mall, was over 24 miles away.
Naturally, the mall’s ownership wanted to capitalize on this success, so around this time plans were developed to double the size of the mall at a cost of around $30 million.
Bizarrely, developers opted to tack on the additional space to the opposite side of May-Cohens, creating two wings divided by an anchor store. Ivey’s and Sears became the anchors of the newly-opened west wing.
Shortly thereafter, the east wing would get upgrades in the form of an AMC theater and a large food court.
All the while, business continued to boom at Regency Square, perhaps more so than ever.
The Fall
There’s an old proverb based on a Bible passage that states, “Pride comes before a fall.”
In the mid ’80s, Furchgott’s announced their merger with Stein Mart. While most of the chain’s stores were converted to the Stein Mart branding, Regency’s operators proudly believed the brand to be too low-class for their mall and opted to pursue a replacement anchor.
At the turn of the decade, Regency faced stiff new competition in the form of The Avenues. This new two-story mall, constructed along the intersection of Philips Highway and Southside Blvd., offered a slightly more upscale shopping experience and threatened to lure customers from the then-thriving Baymeadows area away from Regency.
Around this same time, cracks began to show in the foundation at Regency. The mall changed ownership, being sold off to Chicago-based General Growth Properties.
A couple of anchor stores began a decade-long game of musical chair. Dillard’s moved to yet another new wing, vacating the former Ivey’s, which would then become a Montgomery Ward. May-Cohens would become a Gayfer’s, then later a Belk.
Most significant, however, was the rapidly-growing issue of crime. By the early ’90s, yearly crime reports at the mall reached quadruple digits. Over the following decade, the mall rapidly developed a reputation among locals as “the sketchy mall”.
The mall’s management made attempts to fix their reputation, but for the most part the damage had been done. The addition of a JSO substation in 1998 did little to curb the crime epidemic, and the addition of an aggressively-enforced mall dress code the next year only served to alienate its remaining customers.
It seemed clear that despite the mall’s shortcomings, its management felt as though it was still an elite retail hub. In other words, they let pride take the place of rationality.
Another round of renovations in the late ’90s brought an upgraded food court and theater. When Montgomery Ward left in 2001, management pursued big-name anchors rather than simply looking to fill the vacated spot. As a result, Ward’s spot stayed empty for five years.
In 2005, the opening of the St. Johns Town Center made Regency’s survival even less likely. The Town Center now catered to the upscale crowd, with The Avenues’ savvy management team rolling out renovations around the same time to keep up appearances.
Meanwhile, Regency’s crime rate grew worse and vacancies began piling up within its corridors.
By the late 2000s, it was clear that the mall was dying. Crimes at Regency outpaced those at The Avenues and St. Johns Town Center combined.
The mall’s west wing became a ghost town. Dillard’s converted their location to a clearance center. A shooting in 2008 involving an off-duty JSO officer only served to further solidify the mall’s reputation as a bad place. Many locals refused to shop at the mall by themselves, or after dark.
By 2014, the mall’s occupancy rate slipped well under 50%. Belk, which occupied the anchor space that separated the east and west wings, announced that they planned to bolt to a standalone store further down Atlantic Blvd. General Growth Properties, finally accepting that they wouldn’t be the ones to save the mall, put it up for sale in 2013, and got rid of it just a year later.
When new ownership took over, they opted to close down the west wing and move any remaining tenants over to the east wing in hopes of saving at least one part of the mall.
A storm develops in Montgomery County Missouri as it moves into Warren County. A bit more about how this photograph was captured.
Press L to see the big picture.
In early spring small maple flowers are transformed in a matter of days into winged seeds. I caught this maple tree in the action as its tiny red ovaries began to enlarge into seeds.
Maple flowers lack petals but they provide wonderful color when they are massed on the tree, reminiscent of the color maples provide in the winter.
Please join me in my blog “Botany Without Borders: Where Design Meets Science”
The perfect strategic outsourcing solutions embody every single project need. www.freelancerselite.com
TheDiet Chronicles Documents an example of healthy eating or rather mindful eating. An idea of a way one "could" eat as a means to eat healthy and enjoy the process. As black belts and martial artist we are aware that Heart Disease is the number one cause of death among Americans and 1 out of 3 people will develop Type 2 Diabetes. It only makes sense then to make Healthy Eating a part of any self-defense program. Statistics show more people will be hurt by what's on their plate than they ever will be by a punch, kick, throw, or grappling match. Learning martial art techniques is important but where it stops the self-discipline of eating healthy and mindfully begins. Just an idea we explore and one that I ask my students to explore as well.
A martial arts education of intelligent curriculum curated by Sensei Dan Rominski at his martial art school located in Rutherford NJ. Visit our website www.thedojo.org Self-Defense for children at (201) 933-3050 or email SenseiDan@TheDOJO.org
Visit our website www.thedojo.org
Children Learn Focus, Discipline, Self-Control, Concentration, Fitness, Confidence, Respect, Have Better Self-Esteem, Healthy Eating and Self-Defense.
Adults Learn How to get and stay in shape, Stress Release, Fitness, Healthy Eating, Slow start program (come as you are), a coach in every class, Confidence, Focus, Self-Discipline, Positive Peer Group and it’s Fun!
Parents, Download your FREE Report The 7 Steps for Parents: Preventing Childhood Sexual Abuse Click HERE to visit our website
danrominski.squarespace.com/c...|/sexual-abuse-prevention
Sensei Dan is available for Scheduled TALKS & PRESENTATIONS.
Get more information about our Martial Arts Education of Intelligent Curriculum involving Everything Self-Defense at TheDOJO located in Rutherford NJ.
Contact Chief Instructor: Owner Sensei Dan Rominski at (201) 933-3050 or email SenseiDan@TheDOJO.org
Visit our website www.TheDOJO.org
TheDOJO - 52 Park Avenue, Rutherford, NJ 07070 - Phone: (201) 933-3050 - Text us for info here: (201) 838-4177
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If you live in the Rutherford, NJ area and would like to inquire about our programs, reach out to us at the phone and/or e-mail or text addresses above. -Sensei Dan
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We Teach Children, Teens and Adults from Rutherford, NJ; East Rutherford, NJ; Carlstadt, NJ; Kearny, NJ; Lyndhurst, NJ; Woodridge, NJ; Hackensack, NJ; Belleville, NJ; Bloomfield, NJ; Nutley, NJ; Clifton, NJ; Montclair, NJ; and surrounding areas.
No Matter The Martial Art we’ll help you accomplish your goals through our expertise or help you find a school that will best suit you.
Karate, Judo, Jujutsu, Juijitsu, Jiu-jitsu, Goju Ryu, Shorin Ryu, Kendo, Iaido, Aikido, Mixed Martial Arts, Grappling, Daito Ryu Aiki Jujutsu, Ryukyu Okinawa Kobudo, Shorin Ryu, TKD, Tae Kwon Do
Center Gallery
111 Ellis
Wichita, KS
Exhibition: Final Friday, March 26
2010 NATIONAL PHOTOGRAPHY FELLOWSHIP COMPETITION - "DEVELOPED WORK"
Visiting Juror: Natasha Egan, Associate Director, Museum of Contemporary Photography, Chicago, Illinois
Opening Reception: Final Friday, March 26, 7 - 10 p.m.
Exhibition Dates: March 26 - April 23, 2010
Gallery Hours: Friday 12 - 6 p.m. & Saturday 12 - 2 p.m.
$ 500 Fellowship recipient: Larry Robinson, Iowa City, IA.
Exhibiting Artists: Zach Abubeker, Chicago, IL; Roger Boulay. Albuquerque, NM; Jennifer Colten, St. Louis, MO; Mary Farmilant, Chicago, IL; Pete Herzfeld, Washington, DC and Eric White, New York, NY.
Work featured on the Center Gallery website, Honorable Mentions: Ray Klimick, Athens, OH; Brook Reynolds, Charlotte, NC; Rylan Steele, Columbus, GA and Amanda Pfister, St. Louis, MO.
Juror Statement: It’s always a pleasure to serve as a juror for such national exhibitions like the Center Galley’s Developed Work exhibition for the 2010 National Photography Fellowship Competition. The process of looking at each submission opens my eyes to a variety of exciting trends developing in the field of photography. The photographic styles ranged from portraiture to landscape, abstract to sculptural, and conceptual to dreamlike. Overall the dominant theme was a introspect view of the United States’ social political landscape. The seven artists I chose to include in this exhibition reveal the diversity in photographic theme and style seen throughout all the entries.
Larry Robinson’s work cleverly stood out in the submissions with its wit, absurdity and pop culture references. The juxtaposition between the projected images of food in the installations with their contrasting domestic or natural environments speaks humorously to America’s infatuation with food. Roger Boulay’s photographs of sculptural stacks of magazines speak beautifully to America’s consumption of media. Jennifer Colten’s eerie surveillance-like video stills of uninhabited places tap into the more anxiety prone culture Americans have developed since the September 11th attacks. Eric White’s examines the border between Mexico and the United States with particular focus on the security fences, surveillance stations and checkpoints. Through portraiture, still-life and landscape, Zach Abubecker observes Ethiopian immigration in the United States raising issues of assimilation and cultural identity. Mary Farmilant’s striking interiors of abandoned hospital spaces perhaps act as a depiction of the current demise of the heath care system. And lastly, Pete White conflates death notice photographs with weather reports in an attempt to illustrate the social political tension generated by death.
The caliber of the work submitted was stellar and I would like to recognize the following artists that I was unable to include in this exhibition: Brook Reynolds for her pictures of closed gas stations; Rylan Steele for his interior office pictures, and Amanda Pfister for her typography of closed car dealership throughout the United States.
Natasha Egan
Associate Director and Curator
Museum of Contemporary Photography
Columbia College Chicago
For more information regarding Center Gallery and the 2010 National Photography Fellowship Competition - "Developed Work" exhibition, please contact: www.centergalleryonline.com
Wendy Barclay, Action Medical Research Chair, Virology, Imperial College London, United Kingdom.Jason Hallett, Professor of Sustainable Chemical Technology, Imperial College London, United Kingdom.Robin Shattock, Chair, Mucosal Infection and Immunity, Imperial College London, United Kingdom., speaking during the Session "Developing a Vaccine Revolution with Imperial College London" at the Annual Meeting 2019 of the World Economic Forum in Davos, January 24, 2019. Congress Centre - IdeasLab
Copyright by World Economic Forum / Mattias Nutt
2014 52 rolls Week 16
Nice flower shop.
Mamiya M645 1000s, 80mm f2.8, Ektar 100. Home processed (Tetenal kit)
One of the most-often heard argument used by cannabis prohibitionists to justify the War on Drugs is that "cannabis harms the developing brains of the young." But is it really true?
Impression of the Session "Developing a Vaccine Revolution with Imperial College London" at the Annual Meeting 2019 of the World Economic Forum in Davos, January 24, 2019. Congress Centre - IdeasLab
Copyright by World Economic Forum / Mattias Nutt
Jeffrey M. Drazen, Editor-in-Chief, New England Journal of Medicine, USA, speaking during the Session "Developing a Vaccine Revolution with Imperial College London" at the Annual Meeting 2019 of the World Economic Forum in Davos, January 24, 2019. Congress Centre - IdeasLab
Copyright by World Economic Forum / Mattias Nutt
Wendy Barclay, Action Medical Research Chair, Virology, Imperial College London, United Kingdom, speaking during the Session "Developing a Vaccine Revolution with Imperial College London" at the Annual Meeting 2019 of the World Economic Forum in Davos, January 24, 2019. Congress Centre - IdeasLab
Copyright by World Economic Forum / Mattias Nutt
Belhelvie churchyard is located approximately 8 miles to the north of Aberdeen. The church served the parish of the same name. Sometimes known as Pettens Kirk and built east-west little remains now but the west gable containing the belfry, sadly devoid of its bell which went missing in the 1960's.
The graveyard itself contains about 350 gravestones, mostly dating from the 19th and 20th centuries. Also of note are two vaults, the smaller of which is partially underground. The exact purpose of this vault is unclear but is likely to have its origins from the time of the Resurrectionists - or body snatchers!
The church was built from roughly-coursed granite rubble, with slightly better quality granite blocks in the surviving south section of south wall. The west gable, which is complete, has a rectangular door at ground level with a rectangular window above at gallery level. There is a blocked rectangular window to the south of the door. On the apex of the gable is a tall, rectangular bellcote with ashlar masonry (so-called 'birdcage' type). It is dated 1762. Only a fragment of a stone finial survives.
The 1633 bell was stolen in 1966. Only a very small section of the north and south walls survive at the west end, as well as a fragment of the south aisle (which formed the T-plan).
In the graveyard are, unusually, two morthouses. One is a small turf-covered and vaulted structure, set mostly below ground. The other is a larger, later building in the corner of the graveyard. It is rectangular and has a wooden door. It would appear to be in use as a store today.
Fact that the Statistical Account of 1845 reported that the then late minister, the Rev A Forsyth, was the inventor of the percussion cap, which superseded the flint lock!
This is a ruin of a very old church of the parish of Belhelvie which stands on the site of an earlier pagan centre of worship. Sometimes known as Pettens Kirk. There are a number of notable residents buried in the churchyard which include the Rev. Alexander John Forsyth (1769-1843) who invented and developed the Percussion Lock for firearms between 1805 to 1807.
Church of Belhelvie was dedicated to St Neachtan, but at a later date St Columba was made the patron. The church was confirmed to the Bishop of Aberdeen in 1157, along with authority to erect his chapter. By 1256 the church had been erected into a prebend of the cathedral of Aberdeen, with the parochial duties being discharged by a vicar pensioner.
The church is now ruined but was a T-plan church, represented by high W gable with bellcote (dated 1762) and part of S aisle (containing fine but weathered monument to Innes of Blairton). The east wall of the church is probably part of the wall of a Roman Catholic Church. The cemetery is unusual in having two morthouses, one dated 1835. The other, possibly converted from an old aisle, is of uncertain date,.
It comprises a vaulted chamber 2.5m by c.2m, turfed, with an arched and chamfered approached by 5 steps. The water stoup from the medieval church was in the garden of Belhelvie Manse but there is now no trace of it. The bell which was in the bellcote was inscribed 'Henrick-ter-Horst-Me-Fecit-Daventriae-1633' and was stolen in 1966. There is a tombstone of 1722 in the angle of the masonry fragment of the what may have been the S transept, and also a heraldic tomb on the other side of the wall. The churchyard is a rubble-walled enclosure.
Belhelvie churchyard is located approximately 8 miles to the north of Aberdeen. The church served the parish of the same name. Sometimes known as Pettens Kirk and built east-west little remains now but the west gable containing the belfry, sadly devoid of its bell which went missing in the 1960's.
The graveyard itself contains about 350 gravestones, mostly dating from the 19th and 20th centuries. Also of note are two vaults, the smaller of which is partially underground. The exact purpose of this vault is unclear but is likely to have its origins from the time of the Resurrectionists - or body snatchers!
The church was built from roughly-coursed granite rubble, with slightly better quality granite blocks in the surviving south section of south wall. The west gable, which is complete, has a rectangular door at ground level with a rectangular window above at gallery level. There is a blocked rectangular window to the south of the door. On the apex of the gable is a tall, rectangular bellcote with ashlar masonry (so-called 'birdcage' type). It is dated 1762. Only a fragment of a stone finial survives.
The 1633 bell was stolen in 1966. Only a very small section of the north and south walls survive at the west end, as well as a fragment of the south aisle (which formed the T-plan).
Hopyard Farm is a master planned single-family home community developed by Hazel Homes on the Rappahannock River. Community amenities include a 10,000 sq. ft. Hopyard Hall community center with fitness facility and water park. Tennis courts, nature trails, boat ramp, and 600 acres of green space are among the list of community features. Hopyard Farm is a community which attracts commuters working in Fredericksburg and Dahlgren Naval Surface Warfare Center.
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The Hazel Homes models in Hopyard Farms are listed below by model and available square feet.
Adams 1,896-5,083
Berkeley 3,235-5,083
Blandfield 2,800-4,057
Kingsmill 2,680-4,038
Monticello 3,049-4,945
Savannah 2,135-3,727
Van Buren 2,067-3,035
Madison 2,794-4,490
Jefferson 2,496-4,140
Contact us to show you available homes in Hopyard Farms in surrounding communities in King George County and Fredericksburg.
Courtesy of Dwayne and Maryanne Moyers, Realtors in King George County, Fredericksburg, Spotsylvania County, Stafford County, and Caroline County. Visit www.TheMoyersTeam.com