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HPD pupils are developing concept models as part of their Developing Design Proposals Unit. As usual lighting remains a popular choice. Pupils are also developing proposals on themes as diverse as seating, kitchen utensils and sportswear equipment.
Good to see evidencs of great strides being made in quich modeling techniques using materials like plasticine, copper wire, plywood and foam. The glue gun gets a lot of use at the moment as does the bandsaw and fretsaw.
Fortunately, Cathy, our cleaner has been very understanding. The mess at times you would not believe!
Good work everybody. Have a great Christmas break, get some rest. You'll need all your energy for the new year!
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Dornier Do 319 was directly inspired by the (modest) successes experienced by the Messerschmitt Me 262 fighter, the world's first operational jet-powered fighter aircraft. Design work started before World War II began, but problems with engines, metallurgy and top-level interference kept the aircraft from operational status with the Luftwaffe until mid-1944.
However, when it became clear that the new jet engine carried the potential for aircraft that were faster than piston engine counterparts, the German Navy urged the Reichsluftfahrtministerium (RLM) to develop an amphibian fighter, attack and reconnaissance aircraft. This was not to be a navalized Me 262 (which was regarded as impossible due to the aircraft’s layout with low wings and underslung engine nacelles, and added floats would have ruined the aircraft’s aerodynamics, too), but rather a dedicated single-seat jet aircraft. This new design was to be either operated from catapults (replacing the Marine’s standard on-board aircraft, the Arado Ar 196 floatplane) or, with foldable wings, from submarines with water-tight hangars. This concept had already been discussed in the mid-late 1930s, when German class III submarines were to be outfitted with such compartments – but at that time for small motorboats only, for covert landing operations, and no submarine was converted accordingly. But the concept still found a lot of attention.
Dornier was tasked with the development of such an aircraft, based on the experience gained with the Me 262 and its innovative means of propulsion. Dornier realized that the new turbojet engine presented an opportunity to overcome the drawback of floatplanes if it was possible to combine the light jet engine with a streamlined flying boat hull, which would impose only a small aerodynamic penalty. Such an aircraft could still be at least on par with piston-engine land-based aircraft.
Using aerodynamic research data from the Messerschmitt fighter, Dornier conceived a compact flying boat with shoulder-mounted gull wings, carried by a narrow pylon behind the single seat cockpit. The engine nacelles were placed on the wings’ upper sides, as far away from spray water as possible. Through this layout, however, stabilizer floats would have necessitated very long and draggy struts, and the relatively thin, swept wings did not allow a (favored) retracting mechanism.
As a consequence, the aircraft was designed with Dornier’s trademark stub-wing floats, which added uplift in both water and air and offered, despite a permanent drag penalty, a convenient amount of space for extra fuel and the wells for a fully retractable landing/beaching gear, which made the aircraft fully amphibious and independent from a beaching trolley. Armament consisted of four 30mm MK 108 machine guns in the aircraft’s nose section, and the aircraft’s main task would be ground attack, air defense and, as a secondary mission, fast tactical reconnaissance.
Dornier first presented the initial concept to the RLM in mid-1943. Performance with two Junkers Jumo 004 axial-flow turbojet engines was – naturally – lower than the clean Me 262 fighter, but still impressive. The Me 262 was supposed to achieve a maximum speed of 900 km/h (559 mph), while the Dornier aircraft, with basically the same engines, was expected to have a top speed of 520 mph at 40,000 ft. But this was still regarded as sufficient, and the project was officially given the RLM’s type number 319. Two prototypes were built (under the designation Do 319 A-0), the first one making its maiden flight in February 1944.
However, at that time the German navy had lost much of its power and sovereignty, and more and more resources had to be allocated to defense projects. As a consequence, the Do 319 as a combat aircraft (originally designated Do 319 A) became a secondary priority only, and the original aircraft was cancelled. Still, the small amphibious aircraft attained a lot of interest through the type’s potential as a fast reconnaissance plane and for special purpose transport duties – namely as a personal transport for high-ranking officials and for covert operations behind enemy lines and at foreign shores – was discovered and the type nevertheless ordered into small-scale production.
As a consequence and as an adaptation of the airframe to its new role, the Do 319’s design was modified: the fuselage behind the cockpit was widened into a compartment for passengers, cargo or other equipment. The cabin could hold up to two passengers, sitting vis-à-vis, and it was accessible through a watertight door on each side above the stub floats. The cabin was open to the cockpit in front of it, but the opening was blocked if the front passenger seat was in place. Alternatively, up to 300 kg (660 lb) of cargo or photo equipment could be carried, and one or both seats could also be replaced by internal auxiliary tanks. The provision for the Do 319 A’s cannon armament was retained, but the weapons were rarely mounted in order to save weight.
In this form, and now designated Do 319 B and christened “Seeschwalbe”, the aircraft entered service with the Luftwaffe and the Kriegsmarine on a limited scale. Most machines were exclusively assigned to staff units and reserved for special missions like liaison duties for high ranking officials, but they were also used in recce and other special missions. At least one Do 319 B was shot down over the American east coast, probably while deploying German agents from a submarine. How the aircraft with its limited range itself could come close to American shores remains a mystery until today, since Germany did not build or operate submarine aircraft carriers.
Production numbers remained low, though, reaching roundabout 20 aircraft (even this number is uncertain) until the end of the war, and no Do 319 survived the hostilities.
General characteristics:
Crew: 1 pilot plus up to 2 passengers
Length: 10.80 m (35 ft 4 1/2 in)
Wingspan: 12.60 m (41 ft 6 in)
Height: 3.78 m (12 ft 4 1/2 in)
Wing area: 26.8 m² (288 ft²)
Aspect ratio: 7.32
Empty weight: 4,120 kg (9,075 lb)
Loaded weight: 6,830 kg (15,044 lb)
Max. take-off weight: 7,385 kg (16,266 lb)
Powerplant:
2× Junkers Jumo 004 B-1 turbojets, 8.8 kN (1,980 lbf) each
Performance:
Maximum speed: 820 km/h (510 mph)
Range: 1,200 km (652 mi)
2,100 km (1,300 mi) with extra internal fuel cells
Service ceiling: 10,850 m (35,538 ft)
Rate of climb: 1,000 m/min (At max weight of 7,130 kg) (3,275 ft/min)
Armament:
Provisions for 4× 30 mm MK 108 cannon in the nose, but rarely mounted
The kit and its assembly:
Another entry for the “Flying Boat, Seaplane and Amphibian” Group Build at whatifmodelers.com in late 2017, and the result of a spontaneous inspiration from a drawing of a Luft’46/fantasy creation of a Me 262 fuselage with a planning bottom, a parasol(!) wing and a single jet engine exhausting right above the cockpit, and no (visible) stabilizing floats at all. Rather spurious.
Well, nevertheless, the Me 262 jet fighter has a very shark-like profile and shape, and it has already been converted into flying boats or even submarines by modelers, and I decided to create my personal interpretation of the theme. I remembered a lone He 115 float in my stash (maybe 35 years old or even more!), and when I held to a Me 262 fuselage the parts had almost the same length and width. So, creating a flying boat jet fighter seemed like a realistic task.
Things started straightforward with an 1:72 Smer Me 262 fighter, which is actually the vintage Heller two-seater night fighter with a new fuselage and canopy. My kit of choice would have been the Matchbox kit, but the Heller kit is also O.K., due to its simplicity and simple construction.
Creating something amphibian from a Me 262 is not a trivial task, though. With its low wings and underslung engine nacelles there’s a lot to be changed until you get a plausible floatplane. Another challenge is to integrate some form of stabilizer/outrigger floats, what also influences the wings’ position. Placing the engines where they are safe from spray ingestion is also a serious matter – you have to get the high and the intakes as far forward as possible.
Doing some legwork I found some similar builds, and they all did not convince me. And, after all, I wanted to create my own “design”; in order to incorporate some realism I eventually settled on Dornier’s typical WWII designs like the Do 18 and Do 24. These elegant aircraft had a common, elegant trait: low stub wings as stabilizer floats, paired with high wings (in the case of the Do 18 held by a massive central pylon) which carried the engine out of the water’s reach. This appeared like a feasible layout for my conversion, even though it would mean a total re-construction of the kit, or rather assembling it in a way that almost no part was glued into the intended place!
Work started with the cockpit, which had to be moved forward in order to make room for the wings behind the canopy, placed high on a pylon above the fuselage. For this stunt, the cockpit opening and the place in front of it (where the original front fuselage tank would be) were cut out and switched. The cockpit tub was moved forward and trimmed in order to fit into the new place. The nose section was filled with lead, because the stub wings/floats would allow a retractable landing gear to be added, too, making the aircraft a true amphibian!
The He 115 float was cut down in order to fit under the OOB Me 262 fuselage, and a front wheel well was integrated for a tricycle landing gear. Once the fuselage was closed, the planning bottom was added and the flanks sculpted with putty – lots of it.
In the meantime the Me 262 wing received a thorough re-arrangement, too. Not only were the engine nacelles moved to the upper wing surface (cutting the respective wing and intake sections of the nacelles off/out and turning them around 180°), the original connecting ventral wing part with the landing gear wells were turned upside down, too, the landing gear covers closed (with the respective OOB parts) and the inner wing sections modified into a gull wing, raising the engines even further. VERY complex task, and blending/re-shaping everything took a lot of PSR, too.
Under the central wing section I added a pylon left over from a Smer Curtiss SC Seahawk kit, because a massive Do 18-esque construction was out of question for a fast jet aircraft. The gaps were filled with putty, too.
In order to keep the stabilizers free from water spray they were moved upwards on the fin, too. The original attachment points were sanded away and hidden under putty, and the OOB stabilizers placed almost at the top at the fin.
Finding suitable stub wings/floats became a challenge: they have to be relatively thick (yielding buoyancy and also offering room for the retractable landing gear), but also short with not-so-rounded tips. It took a while until I found suitable donor parts in the form of the tips of an 1:32 AH-64 Apache (!) stabilizer! They were simply cut off, and openings for the main landing gear cut into their lower sides.
Once glued to the lower flanks and the stabilizers in place it was time to place the wing. In the meantime the moved cockpit had been blended to the fuselage, and initial tests indicated that the pylon would have to be placed right behind the canopy – actually on top of the end of the clear part. As a consequence the canopy was cut into pieces and its rear section integrated into the fuselage (more PSR).
However, the relatively thin and slender central pylon from the Curtiss SC indicated that some more struts would be necessary in order to ensure stability – very retro, and not really suited for a jet-powered aircraft. And the more I looked at the layout, the more I became convinced that the wings and engines were in a plausible position, but placed too high.
What started next were several sessions in which I shortened the pylon step by step, until I was satisfied with the overall proportions. This went so far that almost everything of the pylon had gone, and the wings almost rested directly on the Me 262’s spine!
However, this new layout offered the benefit of rendering the extra struts obsolete, since I decided to fill the small gap between wing and fuselage into a single, massive fairing. This would also mean more internal space, and consequently the original idea of a jet-powered combat aircraft was modified into a fast multi-purpose amphibian vehicle for special tasks, capable of transporting personnel behind enemy lines with a quick move.
More PSR, though, and after some finishing touches like a scratched landing gear (front leg/wheel from an Italeri Bae Hawk, main struts from a Mistercraft PZL Iskra trainer, wheels from an Academy OV-10 Bronco and with improvised covers), several antennae and mooring lugs made from wire, the aircraft was ready for painting. On the downside, though, almost any surface detail had been lost due to the massive, overall body sculpting – but the application of the light zigzag pattern helped to recreate some “illusionary” details like flaps or panel lines. ;-)
Painting and markings:
Originally, when the Seeschwalbe was still conceived as a fighter, the model was to receive a daylight scheme in typical German naval aircraft colors (RLM 72/73/65). But this plan changed when the aircraft’s role became a ‘special purpose’ transporter for covert operations.
Nocturnal operations appeared plausible, so that the scheme became much more murky: from above, a splinter scheme with RLM 73 and RLM 74 (naval dark green and dark, greenish grey, both from the ModelMaster Authentic enamel paint range) was applied as a basis, and the undersides became black – as if standard daylight colors had been overpainted, a frequent practice.
Since this black paint was made from soot, it easily wore away and many Luftwaffe machines with improvised black undersides quickly gained a rather shaggy look. I wanted to re-create this look, and built up the lower paint accordingly: In an initial step, RLM76 (I used Humbrol 87, which is a tad darker than the RLM tone, for less contrast with the black) was painted on the lower wing surfaces, the fuselage with a medium waterline and the fin. Once dry, the national marking decals were added. Then a coat of thinned Revell Acrylics 6 Tar Black was applied on top of the lower surfaces, including the lower decals, and later wet-sanded in order to reveal some of the grey underneath for a worn look.
In order to break up the aircraft’s outlines, esp. at low altitude, a disruptive meander pattern in light grey (RLM 76) was painted on top of the upper surfaces. For this task, I thinned Humbrol’s 247 enamel and used a simple brush, painting the curls free-handedly. The finish looks pretty convincing, and it mimics well the technique with which those improvised patterns were applied in the field in real life: quickly, with anything at hand. The way the finish turned out, the pattern could have been applied with a broad brush – the use of a spray gun was rather uncommon, and IMHO the use of an airbrush on a model to recreate such a zigzag pattern rarely leads to convincing results?
This pattern was painted tightly around all the upper markings, and the markings themselves were kept at a minimum. For instance, the tactical code only comprises the aircraft’s individual letter “Blue O” behind the fuselage cross, which indicates an air staff machine. This would, following the official German squadron code system, be confirmed by an “A”, following as a fourth digit. The squadron’s code (“P7”, which is fictional, just like the aircraft’s sea reconnaissance squadron itself) was omitted, too. Such minimal markings became a frequent practice towards the final war stages, though, and it fits the aircraft’s special duty role well. The only individual marking is a squadron badge under the cockpit – lent from an Italian night fighter and placed on a dark blue disc. Another, subtle indicator for the aircraft’s operator are the blue air intake center bodies, repeating the staff flight’s blue color code.
Only some light weathering was done, with dry-brushed light grey on the leading edges, and finally the kit was sealed with matt acrylic varnish (Italeri). In a final step, some very light dry-brushing with aluminum was done on some of the fuselage edges, esp. the spray dams, and the position lights were painted with translucent paint over a silver base.
A messy project, in many ways, but I am happy with result. Most stunning is IMHO the fact that all major parts for this compact flying boat actually come from a single, simple Me 262 kit – but visually there’s not much of the left from the jet fighter. But it’s also amazing that the proportions look right, and the whole thing quite plausible and Dornier-esque! Turned out better than expected.
+++ 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:
During the 1950s, Hindustan Aircraft Limited (HAL) had developed and produced several types of trainer aircraft, such as the HAL HT-2. However, elements within the firm were eager to expand into the then-new realm of supersonic fighter aircraft. Around the same time, the Indian government was in the process of formulating a new Air Staff Requirement for a Mach 2-capable combat aircraft to equip the Indian Air Force (IAF). However, as HAL lacked the necessary experience in both developing and manufacturing frontline combat fighters, it was clear that external guidance would be invaluable; this assistance was embodied by Kurt Tank.
In 1956, HAL formally began design work on the supersonic fighter project. The Indian government, led by Jawaharlal Nehru, authorized the development of the aircraft, stating that it would aid in the development of a modern aircraft industry in India. The first phase of the project sought to develop an airframe suitable for travelling at supersonic speeds, and able to effectively perform combat missions as a fighter aircraft, while the second phase sought to domestically design and produce an engine capable of propelling the aircraft. Early on, there was an explicit adherence to satisfying the IAF's requirements for a capable fighter bomber; attributes such as a twin-engine configuration and a speed of Mach 1.4 to 1.5 were quickly emphasized, and this led to the HF-24 Marut.
On 24 June 1961, the first prototype Marut conducted its maiden flight. It was powered by the same Bristol Siddeley Orpheus 703 turbojets that had powered the Folland Gnat, also being manufactured by HAL at that time. On 1 April 1967, the first production Marut was delivered to the IAF. While originally intended only as an interim measure during testing, HAL decided to power production Maruts with a pair of unreheated Orpheus 703s, meaning the aircraft could not attain supersonic speed. Although originally conceived to operate around Mach 2 the Marut in fact was barely capable of reaching Mach 1 due to the lack of suitably powerful engines.
The IAF were reluctant to procure a fighter aircraft only marginally superior to its existing fleet of British-built Hawker Hunters. However, in 1961, the Indian Government decided to procure the Marut, nevertheless, but only 147 aircraft, including 18 two-seat trainers, were completed out of a planned 214. Just after the decision to build the lukewarm Marut, the development of a more advanced aircraft with the desired supersonic performance was initiated.
This enterprise started star-crossed, though: after the Indian Government conducted its first nuclear tests at Pokhran, international pressure prevented the import of better engines of Western origin, or at times, even spares for the Orpheus engines, so that the Marut never realized its full potential due to insufficient power, and it was relatively obsolescent by the time it reached production.
Due to these restrictions India looked for other sources for supersonic aircraft and eventually settled upon the MiG-21 F-13 from the Soviet Union, which entered service in 1964. While fast and agile, the Fishbed was only a short-range daylight interceptor. It lacked proper range for escort missions and air space patrols, and it had no radar that enabled it to conduct all-weather interceptions. To fill this operational gap, the new indigenous HF-26 project was launched around the same time.
For the nascent Indian aircraft industry, HF-26 had a demanding requirements specification: the aircraft was to achieve Mach 2 top speed at high altitude and carry a radar with a guided missile armament that allowed interceptions in any weather, day and night. The powerplant question was left open, but it was clear from the start that a Soviet engine would be needed, since an indigenous development of a suitable powerplant would take much too long and block vital resources, and western alternatives were out of reach. The mission profile and the performance requirements quickly defined the planned aircraft’s layout: To fit a radar, the air intakes with movable ramps to feed the engines were placed on the fuselage flanks. To make sure the aircraft would fulfill its high-performance demands, it was right from the outset powered by two engines, and it was decided to give it delta wings, a popular design among high-speed aircraft of the time – exemplified by the highly successful Dassault Mirage III (which was to be delivered to Pakistan in 1967). With two engines, the HF-26 would be a heavier aircraft than the Mirage III, though, and it was planned to operate the aircraft from semi-prepared airfields, so that it would receive a robust landing gear with low-pressure tires and a brake parachute.
In 1962 India was able to negotiate the delivery of Tumansky RD-9 turbojet engines from the Soviet Union, even though no afterburner was part of the deal – this had to be indigenously developed by Hindustan Aeronautics Limited (HAL). However, this meant that the afterburner could be tailored to the HF-26, and this task would provide HAL with valuable engineering experience, too.
Now knowing the powerplant, HAL created a single-seater airframe around it, a rather robust design that superficially reminded of the French Mirage III, but there were fundamental differences. The HF-26 had boxy air intakes with movable ramps to control the airflow to the two engines and a relatively wide fuselage to hold them and most of the fuel in tanks between the air ducts behind the cockpit. The aircraft had a single swept fin and a rather small mid-positioned delta-wing with a 60° sweep. The pilot sat under a tight canopy that offered - similar to the Mirage III - only limited all-round vision.
The HF-26's conical nose radome covered an antenna for a ‘Garud’ interception radar – which was in fact a downgraded Soviet ‘Oryol' (Eagle; NATO reporting name 'Skip Spin') system that guided the HF-26’s main armament, a pair of semi-active radar homing (SARH) ‚Saanp’ missiles.
The Saanp missile was developed specifically for the HF-26 in India but used many components of Soviet origin, too, so that they were compatible with the radar. In performance, the Saanp was comparable with the French Matra R.530 air-to-air missile, even though the aerodynamic layout was reversed, with steering fins at the front end, right behind the SARH seaker head - overall the missile reminded of an enlarged AIM-4 Falcon. The missile weighed 180 kg and had a length of 3.5 m. Power came from a two-stage solid rocket that offered a maximum thrust of 80 kN for 2.7 s during the launch phase plus 6.5 s cruise. Maximum speed was Mach 2.7 and operational range was 1.5 to 20 km (0.9 to 12.5 miles). Two of these missiles could be carried on the main wing hardpoints in front of the landing gear wells. Alternatively, infrared-guided R-3 (AA-2 ‘Atoll’) short-range AAMs could be carried by the HF-26, too, and typically two of these were carried on the outer underwing hardpoints, which were plumbed to accept drop tanks (typically supersonic PTB-490s that were carried by the IAF's MiG-21s, too) . Initially, no internal gun was envisioned, as the HF-26 was supposed to be a pure high-speed/high-altitude interceptor that would not engage in dogfights. Two more hardpoints under the fuselage were plumbed, too, for a total of six external stations.
Due to its wing planform, the HF-26 was soon aptly called “Teer” (= Arrow), and with Soviet help the first prototype was rolled out in early 1964 and presented to the public. The first flight, however, would take place almost a year later in January 1965, due to many technical problems, and these were soon complemented by aerodynamic problems. The original delta-winged HF-26 had poor take-off and landing characteristics, and directional stability was weak, too. While a second prototype was under construction in April 1965 the first aircraft was lost after it had entered a spin from which the pilot could not escape – the aircraft crashed and its pilot was killed during the attempt to eject.
After this loss HAL investigated an enlarged fin and a modified wing design with deeper wingtips with lower sweep, which increased wing area and improved low speed handling, too. Furthermore, the fuselage shape had to be modified, too, to reduce supersonic drag, and a more pronounced area ruling was introduced. The indigenous afterburner for the RD-9 engines was unstable and troublesome, too.
It took until 1968 and three more flying prototypes (plus two static airframes) to refine the Teer for serial production service introduction. In this highly modified form, the aircraft was re-designated HF-26M and the first machines were delivered to IAF No. 3 Squadron in late 1969. However, it would take several months until a fully operational status could be achieved. By that time, it was already clear that the Teer, much like the HF-24 Marut before, could not live up to its expectations and was at the brink of becoming obsolete as it entered service. The RD-9 was not a modern engine anymore, and despite its indigenous afterburner – which turned out not only to be chronically unreliable but also to be very thirsty when engaged – the Teer had a disappointing performance: The fighter only achieved a top speed of Mach 1.6 at full power, and with full external load it hardly broke the wall of sound in level flight. Its main armament, the Saanp AAM, also turned out to be unreliable even under ideal conditions.
However, the HF-26M came just in time to take part in the Indo-Pakistani War of 1971 and was, despite its weaknesses, extensively used – even though not necessarily in its intended role. High-flying slow bombers were not fielded during the conflict, and the Teer remained, despite its on-board radar, heavily dependent on ground control interception (GCI) to vector its pilot onto targets coming in at medium and even low altitude. The HF-26M had no capability against low-flying aircraft either, so that pilots had to engage incoming, low-flying enemy aircraft after visual identification – a task the IAF’s nimble MiG-21s were much better suited for. Escorts and air cover missions for fighter-bombers were flown, too, but the HF-26M’s limited range only made it a suitable companion for the equally short-legged Su-7s. The IAF Canberras were frequently deployed on longer range missions, but the HF-26Ms simply could not follow them all the time; for a sufficient range the Teer had to carry four drop tanks, what increased drag and only left the outer pair of underwing hardpoints (which were not plumbed) free for a pair of AA-2 missiles. With the imminent danger of aerial close range combat, though, During the conflict with Pakistan, most HF-26M's were retrofitted with rear-view mirrors in their canopies to improve the pilot's field of view, and a passive IR sensor was added in a small fairing under the nose to improve the aircraft's all-weather capabilities and avoid active radar emissions that would warn potential prey too early.
The lack of an internal gun turned out to be another great weakness of the Teer, and this was only lightly mended through the use of external gun pods. Two of these cigar-shaped pods that resembled the Soviet UPK-23 pod could be carried on the two ventral pylons, and each contained a 23 mm Gryazev-Shipunov GSh-23L autocannon of Soviet origin with 200 rounds. Technically these pods were very similar to the conformal GP-9 pods carried by the IAF MiG-21FLs. While the gun pods considerably improved the HF-26M’s firepower and versatility, the pods were draggy, blocked valuable hardpoints (from extra fuel) and their recoil tended to damage the pylons as well as the underlying aircraft structure, so that they were only commissioned to be used in an emergency.
However, beyond air-to-air weapons, the HF-26M could also carry ordnance of up to 1.000 kg (2.207 lb) on the ventral and inner wing hardpoints and up to 500 kg (1.100 lb) on the other pair of wing hardpoints, including iron bombs and/or unguided missile pods. However, the limited field of view from the cockpit over the radome as well as the relatively high wing loading did not recommend the aircraft for ground attack missions – even though these frequently happened during the conflict with Pakistan. For these tactical missions, many HF-26Ms lost their original overall natural metal finish and instead received camouflage paint schemes on squadron level, resulting in individual and sometimes even spectacular liveries. Most notable examples were the Teer fighters of No. 1 Squadron (The Tigers), which sported various camouflage adaptations of the unit’s eponym.
Despite its many deficiencies, the HF-26M became heavily involved in the Indo-Pakistan conflict. As the Indian Army tightened its grip in East Pakistan, the Indian Air Force continued with its attacks against Pakistan as the campaign developed into a series of daylight anti-airfield, anti-radar, and close-support attacks by fighter jets, with night attacks against airfields and strategic targets by Canberras and An-12s, while Pakistan responded with similar night attacks with its B-57s and C-130s.
The PAF deployed its F-6s mainly on defensive combat air patrol missions over their own bases, leaving the PAF unable to conduct effective offensive operations. Sporadic raids by the IAF continued against PAF forward air bases in Pakistan until the end of the war, and interdiction and close-support operations were maintained. One of the most successful air raids by India into West Pakistan happened on 8 December 1971, when Indian Hunter aircraft from the Pathankot-based 20 Squadron, attacked the Pakistani base in Murid and destroyed 5 F-86 aircraft on the ground.
The PAF played a more limited role in the operations, even though they were reinforced by Mirages from an unidentified Middle Eastern ally (whose identity remains unknown). The IAF was able to conduct a wide range of missions – troop support; air combat; deep penetration strikes; para-dropping behind enemy lines; feints to draw enemy fighters away from the actual target; bombing and reconnaissance. India flew 1,978 sorties in the East and about 4,000 in Pakistan, while the PAF flew about 30 and 2,840 at the respective fronts. More than 80 percent of IAF sorties were close-support and interdiction and about 45 IAF aircraft were lost, including three HF-26Ms. Pakistan lost 60 to 75 aircraft, not including any F-86s, Mirage IIIs, or the six Jordanian F-104s which failed to return to their donors. The imbalance in air losses was explained by the IAF's considerably higher sortie rate and its emphasis on ground-attack missions. The PAF, which was solely focused on air combat, was reluctant to oppose these massive attacks and rather took refuge at Iranian air bases or in concrete bunkers, refusing to offer fights and respective losses.
After the war, the HF-26M was officially regarded as outdated, and as license production of the improved MiG-21FL (designated HAL Type 77 and nicknamed “Trishul” = Trident) and later of the MiG-21M (HAL Type 88) was organized in India, the aircraft were quickly retired from frontline units. They kept on serving into the Eighties, though, but now restricted to their original interceptor role. Beyond the upgrades from the Indo-Pakistani War, only a few upgrades were made. For instance, the new R-60 AAM was introduced to the HF-26M and around 1978 small (but fixed) canards were retrofitted to the air intakes behind the cockpit that improved the Teer’s poor slow speed control and high landing speed as well as the aircraft’s overall maneuverability.
A radar upgrade, together with the introduction of better air-to-ai missiles with a higher range and look down/shoot down capability was considered but never carried out. Furthermore, the idea of a true HF-26 2nd generation variant, powered by a pair of Tumansky R-11F-300 afterburner jet engines (from the license-built MiG-21FLs), was dropped, too – even though this powerplant eventually promised to fulfill the Teer’s design promise of Mach 2 top speed. A total of only 82 HF-26s (including thirteen two-seat trainers with a lengthened fuselage and reduced fuel capacity, plus eight prototypes) were built. The last aircraft were retired from IAF service in 1988 and replaced with Mirage 2000 fighters procured from France that were armed with the Matra Super 530 AAM.
General characteristics:
Crew: 1
Length: 14.97 m (49 ft ½ in)
Wingspan: 9.43 m (30 ft 11 in)
Height: 4.03 m (13 ft 2½ in)
Wing area: 30.6 m² (285 sq ft)
Empty weight: 7,000 kg (15,432 lb)
Gross weight: 10,954 kg (24,149 lb) with full internal fuel
Max takeoff weight: 15,700 kg (34,613 lb) with external stores
Powerplant:
2× Tumansky RD-9 afterburning turbojet engines; 29 kN (6,600 lbf) dry thrust each
and 36.78 kN (8,270 lbf) with afterburner
Performance:
Maximum speed: 1,700 km/h (1,056 mph; 917 kn; Mach 1.6) at 11,000 m (36,000 ft)
1,350 km/h (840 mph, 730 kn; Mach 1.1) at sea level
Combat range: 725 km (450 mi, 391 nmi) with internal fuel only
Ferry range: 1,700 km (1,100 mi, 920 nmi) with four drop tanks
Service ceiling: 18,100 m (59,400 ft)
g limits: +6.5
Time to altitude: 9,145 m (30,003 ft) in 1 minute 30 seconds
Wing loading: 555 kg/m² (114 lb/sq ft)
Armament
6× hardpoints (four underwing and two under the fuselage) for a total of 2.500 kg (5.500 lb);
Typical interceptor payload:
- two IR-guided R-3 or R-60 air-to-air-missiles or
two PTB-490 drop tanks on the outer underwing stations
- two semi-active radar-guided ‚Saanp’ air-to-air missiles or two more R-3 or R-60 AAMs
on inner underwing stations
- two 500 l drop tanks or two gun pods with a 23 mm GSh-23L autocannon and 200 RPG
each under the fuselage
The kit and its assembly:
This whiffy delta-wing fighter was inspired when I recently sliced up a PM Model Su-15 kit for my side-by-side-engine BAC Lightning build. At an early stage of the conversion, I held the Su-15 fuselage with its molded delta wings in my hand and wondered if a shortened tail section (as well as a shorter overall fuselage to keep proportions balanced) could make a delta-wing jet fighter from the Flagon base? Only a hardware experiment could yield an answer, and since the Su-15’s overall outlines look a bit retro I settled at an early stage on India as potential designer and operator, as “the thing the HF-24 Marut never was”.
True to the initial idea, work started on the tail, and I chopped off the fuselage behind the wings’ trailing edge. Some PSR was necessary to blend the separate exhaust section into the fuselage, which had to be reduced in depth through wedges that I cut out under the wings trailing edge, plus some good amount of glue and sheer force the bend the section a bit upwards. The PM Model's jet exhausts were drilled open, and I added afterburner dummies inside - anything would look better than the bleak vertical walls inside after only 2-3 mm! The original fin was omitted, because it was a bit too large for the new, smaller aircraft and its shape reminded a lot of the Suchoj heavy fighter family. It was replaced with a Mirage III/V fin, left over from a (crappy!) Pioneer 2 IAI Nesher kit.
Once the rear section was complete, I had to adjust the front end - and here the kitbashing started. First, I chopped off the cockpit section in front of the molded air intake - the Su-15’s long radome and the cockpit on top of the fuselage did not work anymore. As a remedy I remembered another Su-15 conversion I did a (long) while ago: I created a model of a planned ground attack derivative, the T-58Sh, and, as a part of the extensive body work, I transplanted the slanted nose from an academy MiG-27 between the air intakes – a stunt that was relatively easy and which appreciably lowered the cockpit position. For the HF-26M I did something similar, I just transplanted a cockpit from a Hasegawa/Academy MiG-23 with its ogival radome that size-wise better matched with the rest of the leftover Su-15 airframe.
The MiG-23 cockpit matched perfectly with the Su-15's front end, just the spinal area behind the cockpit had to be raised/re-sculpted to blend the parts smoothly together. For a different look from the Su-15 ancestry I also transplanted the front sections of the MiG-23 air intakes with their shorter ramps. Some mods had to be made to the Su-15 intake stubs, but the MiG-23 intakes were an almost perfect fit in size and shape and easy to integrate into the modified front hill. The result looks very natural!
However, when the fuselage was complete, I found that the nose appeared to be a bit too long, leaving the whole new hull with the wings somewhat off balance. As a remedy I decided at a rather late stage to shorten the nose and took out a 6 mm section in front of the cockpit - a stunt I had not planned, but sometimes you can judge things only after certain work stages. Some serious PSR was necessary to re-adjust the conical nose shape, which now looked more Mirage III-ish than planned!
The cockpit was taken mostly OOB, I just replaced the ejection seat and gave it a trigger handle made from thin wire. With the basic airframe complete it was time for details. The PM Model Su-15s massive and rather crude main landing gear was replaced with something more delicate from the scrap box, even though I retained the main wheels. The front landing gear was taken wholesale from the MiG-23, but had to be shortened for a proper stance.
A display holder adapter was integrated into the belly for the flight scenes, hidden well between the ventral ordnance.
The hardpoints, including missile launch rails, came from the MiG-23; the pylons had to be adjusted to match the Su-15's wing profile shape, the Anab missiles lost their tail sections to create the fictional Indian 'Saanp' AAMs. The R-3s on the outer stations were left over from a MP MiG-21. The ventral pylons belong to Academy MiG-23/27s, one came from the donor kit, the other was found in the spares box. The PTB-490 drop tanks also came from a KP MiG-21 (or one of its many reincarnations, not certain).
Painting and markings:
The paint scheme for this fictional aircraft was largely inspired by a picture of a whiffy and very attractive Saab 37 Viggen (an 1:72 Airfix kit) in IAF colors, apparently a model from a contest. BTW, India actually considered buying the Viggen for its Air Force!
IAF aircraft were and are known for their exotic and sometimes gawdy paint schemes, and with IAF MiG-21 “C 992” there’s even a very popular (yet obscure) aircraft that sported literal tiger stripes. The IAF Viggen model was surely inspired by this real aircraft, and I adopted something similar for my HF-26M.
IAF 1 Squadron was therefore settled, and for the paint scheme I opted for a "stripish" scheme, but not as "tigeresque" as "C 992". I found a suitable benchmark in a recent Libyian MiG-21, which carried a very disruptive two-tone grey scheme. I adapted this pattern to the HA-26M airframe and replaced its colors, similar to the IAF Viggen model, which became a greenish sand tone (a mix of Humbrol 121 with some 159; I later found out that I could have used Humbrol 83 from the beginning, though...) and a very dark olive drab (Humbrol 66, which looks like a dull dark brown in contrast with the sand tone), with bluish grey (Humbrol 247) undersides. With the large delta wings, this turned out to look very good and even effective!
For that special "Indian touch" I gave the aircraft a high-contrast fin in a design that I had seen on a real camouflaged IAF MiG-21bis: an overall dark green base with a broad, red vertical stripe which was also the shield for the fin flash and the aircraft's tactical code (on the original bare metal). The fin was first painted in green (Humbrol 2), the red stripe was created with orange-red decal sheet material. Similar material was also used to create the bare metal field for the tactical code, the yellow bars on the splitter plates and for the thin white canopy sealing.
After basic painting was done the model received an overall black ink washing, post-panel shading and extensive dry-brushing with aluminum and iron for a rather worn look.
The missiles became classic white, while the drop tanks, as a contrast to the camouflaged belly, were left in bare metal.
Decals/markings came primarily from a Begemot MiG-25 kit, the tactical codes on the fin and under the wings originally belong to an RAF post-WWII Spitfire, just the first serial letter was omitted. Stencils are few and they came from various sources. A compromise is the unit badge on the fin: I needed a tiger motif, and the only suitable option I found was the tiger head emblem on a white disc from RAF No. 74 Squadron, from the Matchbox BAC Lightning F.6&F.2A kit. It fits stylistically well, though. ;-)
Finally, the model was sealed with matt acrylic varnish (except for the black radome, which became a bit glossy) and finally assembled.
A spontaneous build, and the last one that I completed in 2022. However, despite a vague design plan the model evolved as it grew. Bashing the primitive PM Model Su-15 with the Academy MiG-23 parts was easier than expected, though, and the resulting fictional aircraft looks sturdy but quite believable - even though it appears to me like the unexpected child of a Mirage III/F-4 Phantom II intercourse, or like a juvenile CF-105 Arrow, just with mid-wings? Nevertheless, the disruptive paint scheme suits the delta wing fighter well, and the green/red fin is a striking contrast - it's a colorful model, but not garish.
Canonet QL17 40/1.7
Kodak ImageLink Technical film
Exposed like ISO32
Developing R09 1:100, 20C, 40min.
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Boom 2014
Photo-Reports by Wolfgang Sterneck
A Reality called Boom - Rhythms @ Boom 2014 *
www.flickr.com/photos/sterneck/sets/72157646523564525
A Reality called Boom - Visions @ Boom 2014 *
www.flickr.com/photos/sterneck/sets/72157646103367017
A Reality called Boom - Spiral Dance @ Boom 2014 *
www.flickr.com/photos/sterneck/sets/72157646505988761
Wolfgang Sterneck:
In the Cracks of the World
Photo-Reports : www.flickr.com/sterneck/sets
Articles (german / english) : www.sterneck.net
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Boom-Festival
04.08.-11.08.2014
Boom-Festival
Idanha-a-Nova Lake - Portugal
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BOOM VISION
Boom is not only a festival, it is a state of mind. Inspired by the principles of Oneness, Peace, Creativity, Sustainability, Transcendence, Alternative Culture, Active Participation, Evolution and Love, it is a space where people from all over the world can converge to experience an alternative reality.
Boom is a festival dedicated to the Free Spirits from all over the world. It is the gathering of the global psychedelic tribe and of whoever feels the call to join in the celebrations!! Boom is a weeklong unpredictable and unforgettable adventure. It takes place, every two years, during August Full Moon, on the shores of a magnificent lake in the sunny Portuguese inland and every one is invited!
BOOM IS A MODEL OF ENVIRONMENTAL AWARENESS
An environmentally conscious event is a way to offer a concrete example that it is possible to live on this Planet in respect of Mother Earth and of one another. This is possible through a deep understanding of the cycles of life and humanity’s place within these cycles. Permaculture is a brilliant example of how such understanding can be turned into practice.
Boom’s pioneering Environmental Program applies the principles of Permaculture to every single aspect of the Festival production. Moreover Boom widely promotes knowledge and practices of sustainability through lectures, workshops and… practical example!
100% compost toilets (still to this day the only large event in the world to reach this result!); 100% on-site water treatment facilities, off-the-grid energy solutions, bio-construction, permaculture gardens, vegetable oil for the generators… these are just a few of the ground breaking projects that have granted Boom the most prestigious international prizes in environmental efficiency.
For further details please visit the environmental program page.
BOOM BELIEVES IN A BORDERLESS WORLD
Since its beginning in 1997, Boom is the home of the global nomadic tribe. Since then, it has grown organically by word of mouth into an incredibly culturally diverse festival, attracting people from 116 nationalities (2012). Boom is the celebration of the Earth’s multicolored Oneness. EVERY ONE is invited and EVERY ONE is called to consciously co-create a positive reality of Love and Peace, for us and for the next generations. We Are One!
BOOM BELIEVES IN TRANSCENDENCE THROUGH MUSIC
At Boom music is sacred. The dancefloors are temples where to transcend ordinary states of perception and the limitations of our egos. Through dance and music, we can reconnect to our own individual divine essence, while in synch with the beating heart of the whole tribe. All in One!
Scattered across four stages, music at Boom is as diverse as it gets: electronic, acoustic, classic, any style is welcome and represented in a different area, live concerts, djs sets, solo artists, bands… Boom started as a psytrance festival and has developed into an inclusive gathering, unveiling the surprising diversity of quality underground soundscapes.
Psytrance culture remains one of the inspiring sources of Boom's vision and intention. And Boom remains as a testimony of the evolutionary potentials of such a culture.
Check the pages of the single areas for details on the different visions.
BOOM ACTIVATES TRANSFORMATION
Boom’s ultimate aim is to facilitate individual and collective transformation. The Boom experience has been conceived to activate the vital force directing every being towards the fulfillment of its highest potential. To reach this ambitious goal, Boom relies on the continuous exchange of radically innovative knowledge and practices by countless Boomers, musicians, artists, teachers, visionaries, healers, farmers, ecologists, wisdom keepers, researchers, scientists, activists
Besides the music stages and the countless art installations scattered all over the site, the other areas where Boom channels transformation are the Liminal Village, the Healing Area and the Visionary Art Museum. Here our hearts, bodies and minds can receive a full download of information through workshops, presentations, rituals and meditations Check the single areas’ pages for more details.
NO TO CORPORATE SPONSORS, CORPORATE LOGOS AND VIPs, YES TO INDEPENDENCE, SOLIDARITY AND CREATIVITY!!!
Boom is an autonomous zone of cognitive liberty and therefore is and will always be free from corporate sponsorship and logos. Boom is funded by the financial support of the thousands of people that buy the tickets and come to the festival.
Boom does not believe in VIP areas and special treatments, since every Boomer is a VIP! Boom adheres to the principle of ’thinking outside the box’, for the co-creation of novel ways of viewing reality and acting for its evolutionary unfolding.
www.boomfestival.org/boom2014/news/boom-vision
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BOOM-VISION
Die Boom ist nicht nur ein Festival – Sie ist ein Lebensstil
Es sind kleine Momente, in denen das Lernen stattfindet. Jene Momente in denen du versteht wie wichtig es ist, Fünfe einfach mal gerade sein zu lassen. Und jene Momente in denen dir klar wird, dass du es an anderen Stellen genauer nehmen musst. Diese kleinen Momente prägen dich, deine Einstellung und dein Handeln – und mit dir die Grundlage für große Veränderungen. Genau hier setzt die Idee der Boom an: Als schillernder Kristallisationspunkt einer Neo-Stammeskultur möchte sie inspirieren. Und zwar durch jene magische Erfahrung, die zwischen zeitgenössischer Musik, visionärer Kunst und intellektuell-spirituellem Input entsteht.
Veränderung fängt bei dir an, bei deiner Weltanschauung. Du bist der Flügelschlag des Schmetterlings, der am anderen Ende der Welt einen Wetterumschwung bewirkt. Lerne, deine Flügel zu gebrauchen!
Zu diesem Zweck kippen wir das Schubladensystem, das unseren Alltag bestimmt, einfach mal komplett aus. Und zwar mitten hinein in die sonnige, unverdorbene, nuklearfreie Natur Portugals. Dann nehmen wir uns 7 Tage lang Zeit, um spielerisch neue Denkwege und Handlungsweisen, um eine neue Ordnung zu erkunden. Das ist unsere Vision von psychedelischer Kultur und sie wollen wir aktiv vortreiben.
Auf unserer Webseite findet ihr ausführliche Informationen zu den freien Künsten, den multidimensionalen Installationen und den kreativen Liebensbomben, die auf unsere temporäre autonome Zone regnen werden.
Boom ist eine Lebenseinstellung – und sie lebt in euch, liebe Boomer!
INTERKULTURELL
Andere Länder, andere Lebensstile. Auf der Boom kannst du erleben wie inspirativ diese einfache Tatsache ist. Und zwar in konzentrierter Form: Im Jahr 2012 reisten Stammesangehörige aus 116 verschiedenen Ländern an, um in ihrer multikulturellen Mischung eine durchweg positive Vision für die Zukunft zu manifestieren: We Are One – Wir sind eins!
NATUR
Die Kulisse für unser Stammestreffen gestaltet die wohl besten Dekorateurin überhaupt: Mutter Natur. Jene jahrhundertealte iberische Baumlandschaft der umliegenden Hügel, versonnene Gärten und der weitläufige See, in dem sich die Magie des August-Vollmonds spiegelt, schaffen ein einzigartiges Panorama.
STRAND
Nachdem du dich in schwitzende Trance getanzt hast oder wenn dir die Wärme des portugiesischen Sommers zuviel werden sollte: Die nötige Erfrischung ist maximal ein paar hundert Meter entfernt - egal wo du gerade bist. Der große See bestimmt nicht nur das Bild der Boom, sondern auch ihre Stimmung. Wie beim Strandurlaub kannst du jene fließende Ruhe des Wassers aufsaugen, die dich sanft umspült.
DESIGN FÜR DEN GEIST
Das Liminal Village bietet Gelegenheit, dir dein Oberstübchen neu einzurichten: Mit Lebensphilosophie und praktischem Wissen. Im intellektuellen Brennpunkt der Boom finden Vorträge und Diskussionen zu Themen wie Aktivismus, Psychedelik, Freie Kultur, Rituale der Ahnen, Mythologie, Ökologie, Traumlandschaften, Permakultur, Trance, Heilige Pflanzen oder Alternative Medizin und Wissenschaft statt. Dazu waren in den letzten Jahren Referenten wie Vandana Shiva, Alex Grey, Daniel Pinchbeck, Graham Hancock, Robert Venosa, Erik Davis und Shipibo Don Guillermo Arevalo zu Gast. Ein Filmprogramm zur neuen, planetarischen Kultur bietet noch mehr Stimulation auf intellektueller Ebene.
PSYCHEDELISCHES KUNSTMUSEUM
Was ist psychedelische Kunst, was visionäre? Will sie die Eindrücke einer psychedelischen Erfahrung wiedergeben? Will sie ähnliche Emotions- und Assoziationsstrukturen auslösen wie eine Vision? Mach dir selbst ein Bild! In atemberaubender Vielfalt präsentieren einige der talentiertesten Maler von allen Kontinenten des Planeten ihre bewusstseinserweiternden Werke.
INSTALLATIONEN
Bildende Kunst stößt die Pforten unserer Wahrnehmung weit auf und eröffnet uns so die Sicht auf Aspekte unserer Realität, welche normalerweise hinter dem Grauschleier des Alltags verborgen liegen. Um dich mitten hinein in dieses ästhetisch-surreale Paralleluniversum zu katapultieren, kommen überall auf dem Gelände Medien wie Malerei, Bildhauerei, Land Art oder Video zum Einsatz. Sie lassen deine Reise über die Boom zu einer Reise in eine außerirdische Welt von fremdartiger Schönheit werden.
MUSIK
Über verschiedene Tanzplätze verteilt verwirklicht die Boom ihre psychedelische Vision im Spektrum der hörbaren Frequenzen. Dabei entstehen viele verschiedene Rhythmus- und Harmonie-Texturen die alle darauf abzielen, deine Synapsen zu kitzeln, deine Fantasie zu stimulieren und dich zu beflügeln. Die Klanglandschaften der Boom erstrecken sich auf Genres wie Psytrance, Progressive, Dub, Bass Music, Dubstep, World Music, Glitch, Nu Funk, IDM, Cosmic oder Psy Brakes. In ihrer Gesamtheit schwingen sie sich zum kosmischen Groove der universellen Liebe auf!
TANZTEMPEL
Mit jedem Herzschlag der Boom bebt das portugiesische Hinterland. Im monumentalen Tanztempel verschmelzen utopische Zukunftsvisionen und das archaische Ritual des Stammenstanz zu einer einzigartigen Trance-Erfahrung. Um euer Bewusstsein dorthin zu schicken, wo Worte zu Hülsen und Bedeutungen zu Variablen werden, haben wir einige der besten DJs, Liveacts und Tribal Bands eingeladen, uns mit extralangen Sets zu verzaubern. Denn Qualität ist wichtiger ist als Masse. Mit viel Liebe zum Detail planen wir eine Reise durch jene multidimensionale Welt namens Psy, wobei wir in Regionen wie Dark, Twilight, Forest, Tribal, Prog, Full-On, Groovy Full-On, Goa und Nu-Goa vorstoßen.
Die Grundidee der Boom unterscheidet sich ganz erheblich von der einer kommerziellen Massenproduktion. Wir möchten raus aus dem Schattenreich des Egoismus, hinein in eine kollektive Erfahrung. Mithilfe von DJs, VJs, Dekorateuren, Designern und -am allerwichtigsten- mithilfe von euch, den Boomern. Auf dass wir unsere multikulturelle kreative Energie zu einer wahrhaft großen Erfahrung vereinen: Wir sind eins!
UMWELT
Auf der Boom werden die Erkenntnisse und Prinzipien der Permakultur in ein Festival umgesetzt. So wird ganz konkret erfahrbar: Auch große, internationale Menschenansammlungen lassen sich mit maximalem Respekt vor unserer heiligen Mutter Natur vereinbaren. Dieser Ansatz wurde in den Jahren 2008 und 2010 mit dem Greener Festival Award ausgezeichnet, 2010 und 2012 außerdem mit dem European Festival Award.
Auf der Boom kommen ausschließlich Komposttoiletten zum Einsatz. Das Nutzwasser wird mithilfe von Pflanzen zu 100% wiederaufbereitet. Es gibt kostenlose Taschenaschenbecher. Für die Generatoren wird gebrauchtes Pflanzenöl verwendet. Außerdem nutzen wir Technologien wie Solarenergie, Windräder, Biobau und ökologische Abwasserentsorgung, die jedes Jahr weiterentwickelt werden. Auch hier gilt: Die Boom seid ihr, die Boomer. Tragt bitte dazu bei, dass sie ein nachhaltiges Festival ist. Respektiert Mutter Natur und hinterlasst keinen Müll!
SPIRITUALITÄT
Anreize für spirituell-sozialen Aktivismus, die sich in Form von Yoga, Ayurveda, Tai Chi, Kung Fu, Watsu, Therapien, alternativen Heilmethoden und ganzheitlichen Lehren manifestieren. Auch das ist ein zentraler Aspekt unserer Vision. Denn die Harmonie zwischen Geist und Körper ist ein erster Schritt in Richtung globale Harmonie.
INFRASTRUKTUR
Freies Wasser. Freies Camping. Freier Wohnmobil-Park. Babyboom für die jüngsten Boomer (bring deine Familie mit zur Boom!) Freie medizinische Versorgung. Freies WIFI. Schließfächer. Boom-Busshuttle von den Flughäfen Lissabon und Madrid. 100% Komposttoiletten. 100% Aufbereitung des Duschabwassers mithilfe von Pflanzen. Ayurvedische Apotheke. Spezielle Einrichtungen für Behinderte. Lebensmittelgeschäft. Gemeinschaftsküchen. Und vieles, vieles mehr!
LOGO-FREIE ZONE
Die Boom finanziert sich einzig und allein über den Ticketverkauf, sie ist frei von jeglichem Firmen-Sponsoring und wird es immer sein. Auch in dieser Hinsicht möchten wir einen Freiraum schaffen, in dem sich der menschliche Geist unbefangen ausbreiten und entfalten kann.
Obwohl das Boom Team den Rahmen schafft – das eigentliche Erlebnis, die eigentliche Inspiration und der eigentliche Geist lebt in euch. Denn ihr seid die Energie, ausgehend von euch kann sich diese Welt ändern.
BESONDERE BEDÜRFNISSE
Wir möchten die Einrichtungen und Angebote für Behinderte weiterentwickeln. Wenn du oder jemand deiner Freunde behindert ist, sendet uns bitte bis Juni 2014 eine Email um optimale Bedingungen zu garantieren: specialneeds@boomfestival.org
FLEXIBLE EINTRITTSPREISE
Unser globaler Stamm ist in vielen verschiedenen Ländern zuhause, in denen ganz unterschiedliche Einkommensverhältnisse herrschen. Außerdem leben wir in Zeiten des finanziellen Abschwungs. Wir waren sehr betroffen als wir nach der Boom 2012 hörten, dass einige Menschen schlichtweg nicht genug Geld aufbringen konnten um Teil der kollektiven Erfahrung zu sein. Deshalb haben wir uns entschieden, auf diese Tatsache mit einem flexiblen Eintrittsmodell zu reagieren. Es gibt spezielle Ticketpreise für Länder außerhalb der Europäischen Union, der USA, Kanada, Australien, Neuseeland und Japan. Außerdem für jene Länder, die aktuell die ökonomischen Spekulationen der Rating-Agenturen und der IMF durchlaufen: Portugal, Irland, Griechenland und Spanien. Diese Tickets sind nur bei den Boom Botschaftern des jeweiligen Landes erhältlich, nicht über die Webseite der Boom.
www.boomfestival.org/boom2014/multilingual/deutsch
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Castlefield
ONDU 6x6 Mk III and expired (2009) Ilford FP4 plus exposed at 50 iso and stand developed in Rodinal 1+100 for 1 hour.
Junagarh Fort (Rajasthani: जुनाग्द क़िला) is a fort in the city of Bikaner, Rajasthan, India. The fort was originally called Chintamani and was renamed Junagarh or "Old Fort" in the early 20th century when the ruling family moved to Lalgarh Palace outside the fort limits. It is one of the few major forts in Rajasthan which is not built on a hilltop. The modern city of Bikaner has developed around the fort.
The fort complex was built under the supervision of Karan Chand, the Prime Minister of Raja Rai Singh, the sixth ruler of Bikaner, who ruled from 1571 to 1611 AD. Construction of the walls and associated moat commenced in 1589 and was completed in 1594. It was built outside the original fort of the city, about 1.5 kilometres from the city centre. Some remnants of the old fort are preserved near the Lakshmi Narayan temple.
Historical records reveal that despite the repeated attacks by enemies to capture the fort, it was not taken, except for a lone one-day occupation by Kamran Mirza. Kamran was the second son of the Mughal Emperor Babur who attacked Bikaner in 1534, which was then ruled by Rao Jait Singh. In the battle, the Mughals were defeated by Rathors. Kamran then returned to Lahore.
The 5.28 hectares large fort precinct is studded with palaces, temples and pavilions. These buildings depict a composite culture, manifest in the mix of architectural styles.
GEOGRAPHY
Junagarh fort is located in the arid region of the Thar desert of Rajasthan bordered on the northwest by the Aravalli range, a range of mountains in western India. Part of the desert area is in Bikaner city, which is one of the three desert triangle cities; the other two cities are Jaisalmer and Jodhpur. The name of the place where Bikaner city with its forts was established was then known as Jungladesh.
HISTORY
Before the present Junagarh Fort was built, an old stone fort existed in the city. This fort was built in 1478 by Rao Bika who established the city of Bikaner in 1472. Rao Bika was the second son of Maharaja Rao Jodha of the Rathor clan, the founder of Jodhpur city. He conquered the large arid lands to the northern region of Rajasthan to set up his domain. As the second son of Jodha he had no chance of inheriting his father’s territory of Jodhpur or to the title of Maharaja. He, therefore, reconciled and decided to build his own kingdom at Bikaner at the place then called "Jungladesh". Bikaner, though a partly of the Thar Desert, was considered an oasis on the trade route between Central Asia and the Gujarat coast since it had adequate spring water sources. Bika’s name was thus tagged to the Bikaner city as well as to the then state of Bikaner (“the settlement of Bika”) that he established. The history of Bikaner and the fort within it thus start with Bika. It was only about 100 years later that Bikaner’s fortunes flourished under Raja Rai Singhji, the sixth ruler of Bikaner, who ruled from 1571 to 1611. During the Mughal Empire’s rule in the country, he accepted the suzerainty of the Mughals and held a high position of an army general in the court of Emperor Akbar and his son Emperor Jahangir. His successful war exploits by way of winning half of Mewar kingdom won him accolades and rewards from the Mughal emperors. He was gifted the jagirs (lands) of Gujarat and Burhanpur. With the large revenue earned from these jagirs, he built the Junagarh fort on a plain land, which has an average elevation of 230 m. The formal foundation ceremony for the fort was held on 17 February 1589 and the fort was completed on 17 January 1594. Raja Rai Singhji, was an expert in arts and architecture and the knowledge that he acquired during his several sojourns to several countries are amply reflected in the numerous monuments he built in the Junagarh fort. Thus the fort, a composite structure, became an outstanding example of architecture and a unique centre of art, amidst the Thar desert.
Karan Singh who ruled from 1631 to 1639, under the suzerainty of the Mughals, built the Karan Mahal palace. Later rulers added more floors and decorations to this Mahal. Anup Singh, who ruled from 1669–98, made substantial additions to the fort complex, with new palaces and the Zenana quarter (royal dwelling for females). He refurbished the Karan Mahal with a Diwan-i-Am (public audience hall) and called it the Anup Mahal. Gaj Singh who ruled from 1746 to 1787 refurbished the Chandra Mahal (the Moon palace). Following him, Surat Singh ruled from 1787 to 1828 and he lavishly decorated the audience hall (see picture in info box) with glass and lively paintwork. Dungar Singh who reigned from 1872 to 1887 built the Badal Mahal (the weather palace) named so in view of a painting of falling rain and clouds (a rare event in arid Bikaner). Ganga Singh who ruled from 1887 to 1943 built the Ganga Niwas Palace, which has towers at the entrance patio. This palace was designed by Sir Samuel Swinton Jacob. Ganga Singh’s son Sadul Singh succeeded his father in 1943 but acceded to the Union of India in 1949. He died in 1950.
Bikaner came under the suzerainty of the British Raj under a treaty of paramountcy signed in 1818, where after the Maharajas of Bikaner invested heavily on refurbishing their Junagarh fort. However, during the 18th century, before this treaty was signed, there was internecine war between rulers of Bikaner and Jodhpur and also amongst other Thakur, which was put down by the British troops. It is reported that during the attack by Jodhpur army, of the two entrances to the fort (one in the east and the other in the west), the eastern entrance and the southern rampart were damaged; marks of cannonballs fired are seen on the southern façade of the fort.
Ganga Singh was the best-known king among the Rajasthan princes. A favourite of the British Raj, he earned the title of Knight Commander of the Star of India. He served as a member of the Imperial War Cabinet, represented the country at the Imperial First World War Conferences and the British Empire at the Versailles Peace Conference and was aware of the shift of fortunes in the World War II but died in 1943, before the war was won by the allies. His contribution to the building activity in Junagarh involved separate halls for public and private audience in the Ganga Mahal and a durbar hall for formal functions. The hall where he held his Golden Jubilee as a ruler of Bikaner is now a museum. He also got a new palace - north of Junagarh fort - designed and built by Swinton, the third of the new palaces built in Bikaner and named it Lalgarh Palace in the name of his father and shifted his residence from Junagarh fort to this palace in 1902. The royal family still lives in a special suite in the Lalbagh palace, which they have converted into a heritage hotel.
STRUCTURES
The structures built within the Junagarh fort are the palaces and temples, which are made of red sandstone (Dulmera) and marble. The palaces are described as picturesque with their assortment of courtyards, balconies, kiosks and windows. The fort, the temples and the palaces are preserved as museums and provide insight into the grandiose living style of the past Maharanas of Rajasthan. The fort is called “a paradox between medieval military architecture and beautiful interior decoration”.
OVERVIEW
The massive fort built in the plains of Bikaner has a rectangular (quadrangular) layout with a peripheral length of 986 m. The fort walls are 4.4 m wide and 12 m in height. It encompasses an area of 5.28 ha. It was surrounded by a moat which was 6.1–7.6 m deep with a base width of 4.6 m and top width of 9.1 m. However, the moat no longer exists. The fort is well fortified with 37 bastions (‘burj’ in local language) and seven gates (two are main gates) to counter enemy attacks. The fort was built as a “new stronghold” outside of the ruins of an old fort built by Rao Bika and on the periphery of the Bikaner city walls (1.5 kilometres from the city centre); the old fort was demolished a century after it was built.
The fort with seven gates contains several palaces, pavilions and many temples of Hindu and Jain religions - the earliest dated to the 16th century. A major feature of the fort is the stone carving done in red and gold coloured sandstones. The interiors of the palaces are decorated and painted in traditional Rajasthani style. The Junagarh palaces have a large number of rooms, as every king built his own separate set of rooms, not wanting to live in his predecessors’ rooms. These structures were considered as “at par with those of Louis’s France or of Imperial Russia”. Several types of architectural style are discerned in the fort complex and hence it is called a true depiction of composite culture. The earliest style is of Rajput architecture, defined by Gujarati and Mughal architectural influence reflecting the association with Mughal rulers, the second type is of semi-western architecture reflecting British influence, and finally the revivalists Rajput architecture that evolved particularly during the rule of Maharaja Ganga Singh. Only the most representative of all these architectural styles are on display for visitors. Thus, the unique monuments on display in the Junagarh Fort represent sixteen successive generations of the rulers of Bikaner, starting from the end of the 16th century.
GATES
While the main entry gate was Karan Pol or Parole, facing east, the current gate of entry is called Suraj Pol (meaning the Sun gate), 'pol' also colloquially spelt prol, built in gold coloured or yellow sandstone, unlike the other gates and buildings built in red sandstone. It is the east facing gate permitting the rising Sun’s rays to fall on the gate, which is considered a good omen. The doors of this gate are strengthened with iron spikes and studs to prevent ramming by elephants during an attack. At the entrance to the gate, two red stone statues of elephants with mahouts stand as sentinels. The gate was also the location for announcing the arrival and departure of royalty by musicians playing the trumpet from a gallery in the gate. The other gates are Karan Pol, Daulat Pol, Chand Pol (a double gate) and Fateh Pol; these provided access to various monuments in the fort. The Karan Pol gate is also braced with iron spikes to prevent battering of the gate by elephants. To the right of this gate is Daulat Pol. Forty-one hand imprints are seen on the Daulat Pol gate wall, in red colour, of the wives of the Maharajas of Bikaner, who committed sati (self immolation) on the funeral pyres of their husbands who died in battle.
Between the main gate and the palace, there is a quadrangle, and then another gate called the Tripolia gate (triple gateway) before accessing the royal chambers. Next to this gate is a small temple called the Har Mandir, where the Royal family used to offer worship. In the quadrangle, which houses a large pavilion with a water pool built in Carrara Italian marble. The Karan Mahal, where public audience was held in the Diwan-i-Am by Karan Singh (1631–39) and his successors till the 20th century, can also be seen in the same quadrangle.
TEMPLES
Har Mandir temple was the royal chapel - private temple of the royal family. The royal family celebrated the Hindu festival of Dussera and Gangaur here, apart from celebrating other family functions such as birthdays and marriages. In the Dussera celebrations, weapons and horses were worshipped here. The main deities worshipped in this temple are the Hindu deities Lakshmi Narayan, a combined representation of god Vishnu and his consort Lakshmi.
The Ratan Behari temple located near the Junagarh Fort, was built in 1846 by the 18th ruler of Bikaner. It was built in Indo-Mughal architectural style using white marble. The Hindu god Krishna is deified in this temple.
PALACES
Karan mahal (Public Audience Hall) was built by Karan Singh in c.1680 to mark his victory over the Mughal Emperor Aurangzeb. It is considered as one of the most exquisite palaces built with gardens, which displays the aesthetic sensibilities of the royalty of Rajasthan. It has stained glass windows and intricately carved balconies built in stone and wood fluted columns. Later Rajas, Anup Singh and Surat Singh, also added lot of glitter to this palace with inlaid polychrome glass, intricate mirror patterns, and red and gold paint. In the coronation chamber, there is a shored up alcove, which was used as a throne.
Phool Mahal ("Flower Palace") is the oldest part of the palace and was built by king Raja Rai Singh of Bikaner, who ruled between 1571-1668.
Anup Mahal is a multi-storey structure, which functioned as the administrative headquarters of the kingdom. It has ornate wooden ceilings with inlaid mirrors, Italian tiles, and fine lattice windows and balconies. It has some gold leaf paintings. It is considered as one of the “grandest construction”.
Chandra Mahal has the most luxurious room in the palace, which houses gold plated deities and paintings inlaid with precious stones. In the royal bedroom, mirrors have been strategically placed so that the Maharaja could see from his bed, any intruder entering his room.
Ganga Mahal was built in the 20th century by Ganga Singh who reigned for 56 years from 1887 to 1943, has a large durbar hall known as the Ganga Singh Hall that houses the Museum. The museum has exhibits of war weaponry and also a World War I aeroplane (biplane), which is stated to be well maintained.
Badal Mahal (The weather palace) is part of the Anup Mahal extensions. It has paintings of Shekhawati Dundlod chiefs paying respects to the Maharaja of Bikaner in different types of turbans. Photos of people standing on nails, wood, swords and saws are also depicted here – a display of faith and endurance. The walls in this palace depict fresco paintings of the Hindu god Krishna and his consort Radha amidst the rain clouds.
Bikaneri Havelies located both within and outside the fort in the Bikaner city’s by lanes are also of unique architectural style in home architecture. Aldous Huxley who visited these havelis reportedly said “They are the pride of Bikaner.”
FORT MUSEUM
The museum within the fort called the Junagarh Fort Museum was established in 1961 by Maharaja Dr.Karni Singhji under the control of "Maharaja Rai Singhji Trust". The Museum exhibits Sanskrit and Persian manuscripts, miniature paintings, jewels, royal costumes, farmans (royal orders), portrait galleries, costumes, headgear and dresses of gods’ idols, enamelware, silver, palanquins, howdahs and war drums. The museum also displays armoury that consists of one of the assorted collection of post medieval arms.
MAHARAJA RAI SINGHJI TRUST
Maharaja Rai Singhji Trust has been set up by the 'Royal family of Bikaner' with the basic objective to showcase the fort with professional inputs in various areas and to improve the experience for visitors. Another objective is to promote education and research scholarships, cultural activities, setting up of libraries and integration with other such trusts.
WIKIPEDIA
Natural bridge developed in Upper Paleozoic sandstones in Wyoming, USA.
Rock arches are rare erosional features. Rock arches that are not formed by river or stream erosion are called "natural arches". Those that are formed by river or stream erosion are called "natural bridges". Natural bridges are rarer than natural arches. The highest concentration of natural arches on Earth is Arches National Park in eastern Utah, USA. Very small erosional openings in rocks are called windows. Larger erosional openings are arches. Examples next to inland bodies of water are called lake arches. Examples along ocean shorelines are called sea arches.
The natural bridge seen here is developed in reddish and light-colored sandstones of the Casper Formation in Wyoming. The feature formed by erosional undercutting of a bedrock meander neck.
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From park signage:
Natural Bridge and the Oregon Trail
The Oregon Trail crosses LaPrele Creek about one mile downstream from Natural Bridge. Before the modern road was built into the gorge, Natural Bridge was difficult to access, and it was only rarely visited by emigrants of the covered wagon era. From time to time, however, a few ambitious travelers made their way through the heavy brush and down the steep walls of the canyon to see this remarkable work of nature.
While Native Americans were probably well aware of Natural Bridge, the earliest to record their visits were New Orleans newspaperman Matthew Field and Steadman Tilghman, a young doctor from Baltimore. Both were traveling companions of Scottish nobleman William Drummond Stewart. An early day tourist, Stewart had organized several hunting and exploring expeditions into the Rocky Mountains and traveled strictly for pleasure. In 1843, he was making his final trip west.
On July 12, Field wrote: "Rode off in advance of the camp with Sir William, to visit a remarkable mountain gorge - a "natural bridge" of solid rock, over a rapid torrent, the arch being regular as though shaped by art - 30 feet from base to ceiling, and 50 to the top of the bridge - wild cliffs, 300 feet perpendicular beetled us, and the noisy current swept along among huge fragments of rock at our feet. We had a dangerous descent, and forced our way through an almost impervious thicket, being compelled to take the bed of the stream in gaining a position below. We called the water "Bridge Creek" !
Doctor Tilghman: "The Natural Bridge" is perhaps one of the greatest curiosities we saw in the while of our interesting expedition. It is at the extremity of a valley formed of an immense chasm, with rocky sides - and a perpendicular height of 300 feet - through which flows a beautiful chrystal stream."
In 1846, James Frazier Reed of the ill-fated Donner Party was aware of the bridge. In his diary he wrote, "We made this day 18 miles and camped on Beaver Creek. Here is a natural bridge 1.5 miles above camp."
During the California Gold Rush, a few "Forty-niners" found time to visit Natural Bridge. In a letter dated July 4, 1849, while camped at Deer Creek, Cephas Arms of the Fayette Rovers wrote: "Where we camped last night, and we meant to spend the 4th, instead of coming eighteen miles through the dust thick enough to choke us, if we could find grass, was quite a natural curiosity in the shape of a natural bridge. It is thrown over the river where we camped. "Fourche Boise River", and is a perfect arch one hundred feet long and eighteen feet high of solid stone. On either side the perpendicular rocks rise to the height of one hundred and fifty feet. The bridge is just at the foot of the mountain through which the stream passes. The mountain is three or four hundred feet above the plain below, and the river rushes through a gorge in the mountain with perpendicular walls to the top of the hill, the whole forming one of the wildest scenes I ever beheld. The bridge has never been named until today. We have christened it Welch's Bridge in honor of one of our company from Michigan, who pronounces it only second to the far famed Virginia bridge. But I have not time to describe the half I have seen. Scenery the most beautiful and grand I ever saw."
The bridge was named after Adonijah S. Welch of Jonesville, Michigan. A graduate of the University of Michigan, Welch was later the first president of iowa State University.
On June 26, 1850, Isaac R. Starr wrote: "Up near the high cliffs there is an arch of solid stone over this river, 40 or 50 feet wide and 15 feet high. I passed up the river, rose through beneath the arch, and viewed with delight the grand works of nature."
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From park signage:
Formation of Ayres Natural Bridge
Meandering LaPrele Creek drainage cuts into alternating layers of sandstone and sandy limestone of the Permian-Pennsylvanian Casper Formation.
LaPrele Creek erodes both the upstream and downstream sides of the outcrop.
Undercutting by the creek collapses the lower level of stone, forming the bridge. The creek then follows the shortcut, flowing under the bridge.
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Stratigraphy: Casper Formation (also known as the Tensleep Formation), Middle Pennsylvanian to Lower Permian
Locality: Ayres Natural Bridge over LaPrele Creek, southern end Natural Bridge Road, south of Interstate 25, west of the town of Douglas, Converse County, eastern Wyoming, USA
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See info. at:
Roscosmos plans to develop touristic programs to Russian spaceports including Baikonur and Vostochny.
According to Roscosmos representative there is a special program to be elaborated to improve this field. The Agency itself is not going to work with the tourists directly but will definitely make all infrastructural changes necessary. Read the full story here➡️ russianspacenews.com/roscosmos-to-develop-touristic-trips... (Our special project to announce our space news) #вежительтур #roscosmos #NASA #ESA #baikonur #rocket #liftoff #space #spacetours #ISS #Байконур #космодром #космос #МКС #авиакосмическийтуризм #Союз #СоюзТМА #soyuztma18m #spaceport #spacelove #spacetours #spaceshuttle #spaceship #spacecraft #followme #instadaily #picoftheday #вежитель
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Decided the other day to work on other things, but I have this one hanging around....
Crease pattern available.
Mott Haven East Historic District, Mott Haven, Bronx, New York City, New York, United States
The Mott Haven East Historic District consists of a small enclave of rowhouses and tenements on East 139th and East 140th streets, between Willis and Brook avenues, in the Mott Haven neighborhood of the Bronx. This section is one of the oldest settled areas of the Bronx and the first in the borough to be developed with rowhouses. Though common in Manhattan and Brooklyn, rowhouses from the nineteenth century are relatively rare in the Bronx.
Within the area of the district are three groups of single-family rowhouses (one row including a small multiple dwelling) and two groups of tenements. Erected between 1889 and 1903, these buildings serve as a virtual catalogue of speculatively-built housing types common to the South Bronx building boom of the 1880s and '90s. Complementing these residential buildings are the neo-Gothic St. Peter's German Evangelical Lutheran Church and Parsonage of 1911-12. As a whole, the buildings in the historic district include fine examples of neo-Grec, Queen Anne, Renaissance-inspired, and Flemish Revival design, illustrating the stylistic trends in residential architecture in New York City in the final decades of the nineteenth century.
Mott Haven, located in the historic township of Morrisania, takes its name from the village developed early in the nineteenth century by industrialist Jordan L. Mott, who opened an ironworks on the Bronx side of the Harlem River in 1828 and built his own house near the foundry. Industrial expansion occurred during mid-century, accompanied by sporadic residential construction, but the area remained relatively undeveloped until the opening of rapid transit lines in the early 1880s made it more accessible to Manhattan. Mott Haven was one of the few sections of the Bronx to attract nineteenth- century speculative developers, who sought to capitalize on the demand for new housing brought on by the increasing immigrant population in the metropolitan region. Soon the area became an urban extension of Manhattan and was known in the period as the "North Side," drawing middle-class families to its rowhouses, and working-class families to its numerous tenements and flats buildings.
The first two groups of rowhouses built in the Mott Haven East Historic District, one on the south side of East 140th Street (1889) and the other on the north side of East 139th Street (1892), were constructed by local developers William O'Gorman and Hermann Stursberg, who built other similar rows in the immediate area of the historic district. For these rows, O'Gorman acted as his own architect, designing the houses in a style known as neo-Grec. Typical of the style, the uniform brick facades are adorned with incised geometric ornament in stone and topped by bracketed metal cornices. As built, the long handsome rows of forty-nine two-and-one-half-story houses were terminated at each end by a house with an additional story; the eastern twenty-nine buildings of each of these rows were demolished to make way for the construction of P.S. 40 in the 1960s.
The third group of rowhouses, on the north side of East 140th Street, was built by O'Gorman in 1897-1900 to the designs of architect William Hornum. The picturesque row includes pairs of two- and-one-half-story houses separated by single three-story houses, and is terminated at the west end by a four-story tenement. The shorter paired houses are somewhat simply designed, with modest stone trim, door enframements, and modillioned cornices; by contrast, the three-story houses have varied window patterns, pedimented lintels, carved details, and stepped and gabled rooflines. O'Gorman's own house, distinguished from the others by its greater width and different face brick, was built as part of this row, at No. 427.
Further east on the north side of East 140th Street are two matching groups of "New Law" tenements built in 1902-03, one designed by the firm of Neville & Bagge and the other by George F.
Pelham; these architects were active practitioners in the field of multiple dwellings, designing numerous buildings throughout the city at the turn of the century and into the 1920s. Faced in brick with stone trim, each Renaissance-inspired building has an elaborate entranceway with a shallow projecting canopy, round-arched fifth-story windows, and an imposing metal cornice. Between the tenements and Hornum's row to the west stands the attractive, neo-Gothic St. Peter's German Evangelical Lutheran Church (1911- 12), designed by Louis A. Allmendinger. Faced with brick and stone trim, it has a central tower which adds to the picturesque character of the streetscape.
The buildings of the Mott Haven East Historic District, like those of surrounding areas, were initially inhabited by immigrant or second-generation families of European origin. By the mid-twentieth century, demographics in the area shifted to include African-Americans; the neighborhood now has a predominantly Hispanic-American population. Throughout the twentieth century to the present time, residential redevelopment, increased industrial usage, and demolition have eliminated many of the South Bronx's examples of original nineteenth- and early twentieth-century improvements; however, the blockfronts of the district retain their architectural integrity to a high degree. The Mott Haven East Historic District remains a vibrant residential enclave dating to the region's original phase of urban development.
HISTORICAL AND ARCHITECTURAL INTRODUCTION
The History of Morrisania
Prior to its incorporation into New Netherland in the early seventeenth century, the land corresponding to Morrisania was occupied by Native Americans in the Weckquaesgeek and Manhattan branches of the Mohegan tribe, who had named the region Laaphawachking. In 1641, Jonas Bronck, a Danish Lutheran, bought from Native Americans a 500-acre tract at the very southern reaches of what is now the borough named for him, between the Harlem River and the Aquahung (Bronx) River. Bronck constructed a house and outbuildings near the mouth of the Harlem River, southwest of the area of the Mott Haven East Historic District. From 1664 to 1673, while the Duke of York had control over New Netherland, the area became the dominion of the English. "Broncksland" was made subject to the government of the city of New York and Harlem.
In 1670, the English holding known as "West Farms," located between the Harlem River and Bungay Creek to the west and extending north to about the present 150th Street, was purchased by two brothers: Captain Richard Morris and Colonel Lewis Morris, Englishmen of Welsh descent. The Morrises had served in Cromwell's army, and upon the restoration of the monarchy (1660) in England, they immigrated to Barbados, where they became estate-owners and merchant sugar-planters. After falling from favor with local authorities, Captain Richard Morris moved to New York in 1668. He relocated to West Farms upon its purchase in 1670, and died two years later, leaving a wife and baby son, named Lewis after his uncle. Over the next few years, during a brief return of Dutch rule and ensuing resumption of English control, Colonel Morris secured claims to his holdings as well as adjacent unclaimed parcels, which totaled nearly two thousand acres. (The colonel also purchased at this time thirty-five hundred acres in New Jersey, later known as Morris County.)
The county of Westchester, including the Morris land and all of what is now the borough of the Bronx, had been formed in 1683 under an English charter, with the town of Westchester, east of the Morris property, as the county seat. Westchester became a borough-town in 1696, when a mayoral court was established. Colonel Morris's nephew and heir, Lewis, who became known as Lewis Morris, Sr., as well as Lewis Morris, Jr., and Lewis Morris III (who was actually the fourth Lewis Morris), all in turn served as Westchester county representatives to the Provincial Assembly.
Lewis Morris, Sr., settled for a time in New Jersey and became its first provincial governor. He returned to New York and secured in 1697 a royal patent for the manor of Morrisania, which he had inherited from his uncle. Judge Morris's second son, Lewis Morris, Jr., inherited the entire Morrisania estate. Lewis Morris, Jr., died in 1762, leaving his son, Lewis Morris III, to become the lord of the Morris manor. At that time, the vast majority of inhabitants of the relatively more-populated Westchester townships to the east of Morrisania, along the Long Island Sound, were conservative Loyalists. In contrast, Morris was a vocal critic of British taxation and control tactics, and he dominated a 1774 borough meeting held to elect delegates to a county convention. He was chosen as a representative, and later became a brigadier-general in the Congressional army; he resigned his army post to become a member of the Continental Congress, and was a signer of the Declaration of Independence.
During the first hundred years following the original Morris land purchase, or up until around 1770, the upper sections of Westchester County were fairly uniformly settled with farms and villages, while virtually no development occurred in the lower portions. Only a few houses, barns, and mills, on the banks of Mill Brook, which divided the Morris estate in two, had been extant. In about 1760, General Morris had developed a mill at the western recess of his lands.
In 1788, an act of the state legislature caused Westchester County to be divided into twenty-one townships, one of which was called Morrisania, corresponding to the Morris lands and reaching north to what is now East 170th Street. At this time Morrisania was the least populated township in the county, and Lewis Morris HI was one of only thirteen heads of families there. By 1790 there were a total of only 103 free persons and thirty slaves - seventeen of which were owned by the Morrises — in Morrisania.
Lewis Morris HI had lobbied for township status and the rights to make other improvements to Morrisania, concurrent with his unsuccessful campaign to have the new nation's capital established there. In 1790, the state legislature granted him permission to construct a stone-piered wooden dam-bridge at the base of present-day Third Avenue, to connect Harlem with the northerly Post Road; these improvements were known as the Coles Bridge and Road. Traffic through the northern Kingsbridge crossing slowed dramatically, as travelers to West Farms, Eastchester and beyond chose the more convenient and shorter route across the Coles Bridge and Morris estate lands. Despite Morris's efforts, however, the township of Morrisania was merged into the older, neighboring town of Westchester in 1791. Nevertheless, a village, known as Morrisania, had been formed on the Westchester side of the Coles Bridge.
Port Morris, at the southeast edge of Morrisania and southeast of the present-day Mott Haven East Historic District, was another early Morris manor improvement and a proposed site of the new national capital. The Morris family also hoped that Port Morris would rival the port of New York on Manhattan island, because of adjacent deep water, and for a time the port had its own custom house. However, the community was located in a lowland area which experienced regular tidal flooding. It remained a small anchorage and ferry terminal throughout the nineteenth century and, at the end of the century, was filled in and laid with sewers and streets to accommodate several large factories.
Soon after 1791, when it had been merged into the neighboring township of Westchester, Morrisania became part of the contiguous West Farms township. In general, development in what is now the southwest Bronx remained limited throughout the next half-century to the construction of estate structures and scattered frame houses, and the laying of additional private farm roads. When Lewis Morris m died in 1798 at the age of sixty-two, the division and redivision of the Morrisania manor lands, and resulting nineteenth-century urban development, began.
The Early Development of Mott Haven
Substantive development began in the southwest corner of Morrisania in 1828 when Gouverneur Morris II sold a large tract to the inventor of the coal-burning stove, Jordan L. Mott, and several co- investors. Mott, the first major industrialist to locate in the Bronx, established the Mott Iron Works on the Harlem River at Third Avenue and 134th Street, west and south of the present-day Mott Haven East Historic District. Mott built a residence near the foundry, and named his pocket of Morrisania "Mott Haven." Questioned about Mott's new designation of land linked historically with the Morris family, Gouverneur Morris II is said to have stated "I don't care what he calls it; while he is about it, he might as well change the name of the Harlem [RiverJ and call it the Jordan. "
By 1839, the population of Westchester County as a whole was just over 3,000 people. Evidence of Morrisania's slow development and rural character is provided by the fact that the area's first religious structure was not built until 1840. In a field near the Mill Brook, Gouverneur Morris, Jr., founded St. Ann's Episcopal Church (now a designated New York City Landmark) at the site of his parents' tomb, at what is now St. Ann's Avenue and East 140th Street, just to the east of the present-day Mott Haven East Historic District.
Mott Haven proper, in contrast to the rest of Morrisania, began to grow steadily in the mid- nineteenth century. Mott's firm was incorporated and expanded into new buildings constructed throughout the neighborhood. The Mott Ironworks began to manufacture a wider range of goods, including kitchen and bathroom fixtures as well as stable fittings, gates, statuary, and garden furniture, produced in brass, bronze, and nickel-plate, in addition to iron.
Though some considered his ventures an unwanted intrusion, in 1850 Mott proceeded with plans for the lower part of the Mott Haven Canal, which followed an underground stream running parallel to Morris Avenue, about halfway between it and the Harlem River. The canal enabled boats to travel inland as far north as 138th Street, about the distance of a dozen blocks, and encouraged local industrial development. New enterprises included other metal works, lumber yards, saw mills, stone yards, enamel works and a notable concentration of impressively-built piano factories. A corresponding residential building boom, resulting from the need for worker housing, occurred in areas immediately north and east of the burgeoning canal zone.
Mott Haven's industrial and residential growth was facilitated by the advent of the railroad, and preceded a period of intense development following the introduction of mass transit lines which transformed the farmlands of Morrisania into the urban environment that remains today. The introduction of the railways and additional bridges over the Harlem River in the 1840s linked Morrisania and Westchester county with the city of New York to the south. The New York & Harlem Railroad, incorporated in 1831, had taken over the New York and Albany line in 1838 and received authorization from the state legislature to bridge the Harlem River in 1840. Thus, the first railroad in what is now the borough of the Bronx passed in 1841 through Morrisania along Mill Brook, to West Farms and northward. The industrial community of Mott Haven, with its own rail-line station-stop, was firmly established.
In the following decades, a railroad and streetcar boom resulted in a web of crossing lines, many radiating from the Harlem (previously Coles) Bridge. Morris family members and other local landholders pushed for infrastructure improvements which would stimulate interest in speculative land purchases, and began selling off their acreage to builders. Mott Haven's industrial and commercial development and its proximity to Manhattan made it a favorable environment for real estate speculation. The earliest known rowhouses in the area, dating from the early 1860s, are located at 276 to 294 Alexander Avenue between East 139th and East 140th streets, in the Mott Haven Historic District. Though commonplace in Manhattan and Brooklyn, rowhouses were unusual in what is now the Bronx, where homes were customarily freestanding frame structures. Throughout the nineteenth century, Mott Haven contained the only concentration of rowhouses in the borough.
The new rail system was responsible for the evolution of a number of other South Bronx villages into well-established towns. By contrast, the area now constituting the Mott Haven East Historic District had yet to be developed by 1860. On a contemporary map, only the street grid plan, devoid of built improvements, characterized this section east of Third Avenue. After 1856, the new township of Morrisania was consolidated, with its town hall located at 160th Street and Third Avenue.
By 1858, traffic over the old Harlem Bridge had far surpassed the structure's capacity. The second Harlem (or Third Avenue) Bridge, another drawbridge made of cast iron, was erected in place of the earlier structure in 1860. This bridge was extant until the 1890s, when the much larger, surviving drawbridge of steel and iron was constructed to accommodate the markedly increased traffic, which included trolley cars. The earliest streetcar rail line in the Bronx ran up Third Avenue to Fordham from the Harlem Bridge as of 1863. In 1870, the New York-New Haven freight yards moved to Port Morris and spread along the waterfront in the South Bronx.
The Urbanization of Mott Haven
In 1874 the townships of Morrisania, West Farms and Kingsbridge split from Westchester County and became the 23rd and 24th wards of the City of New York, and thus part of New York County. (The southeastern portion of Westchester County was joined to the city in 1895.) New Yorkers referred to the area as "The Annexed District."
The severe Financial Panic of 1873 caused a city-wide building hiatus which lasted most of the decade. In the late 1870s, as the depression lifted, construction resumed slowly in what had become known as New York City's "North Side," encompassing Mott Haven. Development began to creep inward from the loose ring of towns in the southwest Bronx toward the open area of the present-day historic district, adjacent to Mill Brook. Directly to the south, along East 136th Street, three adjoining rowhouses were built as early as 1877-78 (located in what is now the Bertine Block Historic District).
Large-scale improvements to the infrastructure in the Annexed District advanced the pace of development. Businessmen formed booster organizations such as the North Side Association, active through the 1880s, which pushed for the improvements. As a result, streets were paved, sewers dug, parklands purchased, and perhaps most importantly, rapid transit lines laid. In 1884, the Madison Avenue Bridge was built at East 138th Street to provide a further connection between Manhattan and the North Side. Rows of housing, churches, offices, a school, and a fire station appeared along Alexander Avenue and above 141st Street. Industrial works and manufactories continued to surround the lower Mott Haven Canal west of Lincoln Avenue. Spanning the two blocks between Lincoln and Willis avenues, below 132nd Street, was the vast Harlem River station rail yard of the New York, New Haven & Hartford line. Still, at this time, very little had been developed between Willis Avenue and the newly- formed Brook Avenue just to the east of the Mott Haven East Historic District.
The first mass transit line to travel to the Annexed District was the Suburban Rapid Transit Company's Third Avenue El, begun in the early 1880s, which passed two blocks west of the area of the Mott Haven East Historic District. In 1886 the SRT began work on an additional North Side transit line, running through the blocks between Alexander and Willis avenues. The line incorporated a stop at 138th Street, just south of the Mott Haven East Historic District. It reached 145th Street in 1887, and then swerved westward to Third Avenue. A network of streetcars leading to and from the transit line stops was soon established. In response to an act of the New York State Legislature which was implemented in 1890 to coordinate the borough's improvements, the Commissioner of Highways of the Bronx Department of Street Improvements ordered a grid-type street layout for remaining unpaved areas and worked quickly to complete the borough's network of roadways and sewers.
Seventy-five percent of the area's population in the 1890s lived in close proximity to the El, which first served as a magnet for concentrated tenement construction south and west of the area of the
Mott Haven East Historic District. Development, however, soon fanned out from the rail line. Single-family rowhouses, and then more lucrative apartments and tenements, were built in surrounding areas. Examples of these building types exist in both the Mott Haven and the Bertine Block Historic Districts, as well as in this historic district. The South Bronx region at the end of the nineteenth century is described by historian Evelyn Gonzalez as follows:
By 1897, just a decade after the el began operation, the once vacant blocks east of Third Avenue were almost completely built over with solid brick buildings. This area held a mixture of building types: single-family town houses built in the late 1880s; multi-story apartment houses, built with increasing frequency in the 1890s; and to complete the picture, various industrial and manufacturing establishments along the neighborhood's southern fringe. This newly built-up area demonstrated the importance of the urban features the North Side had so painstakingly acquired.
The Bronx held the record as the fastest growing borough in the city between 1890 and 1940. The population of the North Side was 89,000 in 1890; ten years later it had more than doubled to over 200,000. By 1915, the number had increased threefold, to 616,000.
The Mott Haven East Historic District
Within the compact, one- and one-half-block area of the Mott Haven East Historic District are three groups of single-family rowhouses and two groups of tenements. Erected between 1889 and 1903, these buildings serve as a virtual catalogue of speculatively-built housing types common to the South Bronx building boom of the 1880s and '90s. Complementing these residential buildings are the St. Peter's German Evangelical Lutheran Church and Parsonage of 1911-12.
In 1887 and 1888, subsequent to the opening of the new transit line just west of Willis Avenue at the western edge of the historic district, speculative-building veterans William O'Gorman and Hermann Stursberg filed New Building applications for the construction of single-family houses in parallel rows along the entire south side of East 140th Street and north side of East 139th Street, between Willis and Brook avenues. At the time the rows were constructed, there were vast, undeveloped tracts east of the area of the historic district, farther from the rail line and past the grounds of nearby St. Ann's Church, and many blocks neither demarcated by paved streets nor subdivided into lots. The rows were completed in 1889 and 1892, respectively.
As built, the long handsome rows of forty-nine two-story-and-basement houses were anchored at each end by a house with an additional story; possibly multiple dwellings, the taller end buildings appear to have been planned in the course of construction. The eastern twenty-nine buildings of each of the rows were demolished to make way for the construction of P.S. 40 in the 1960s. Surviving structures
are Nos. 406 to 450 East 140th Street and Nos. 403 to 445 East 139th Street. No. 447 East 139th Street, once adjacent to the school property, was demolished in 1973 due to unsafe conditions, and is now an empty lot within the boundaries of the district.
For these rows, O'Gorman acted as his own architect, designing the houses in a style known as neo-Grec. Typical of the style, the uniform Philadelphia brick facades are adorned with bold, incised geometric ornament in stone and topped by bracketed metal cornices having coved fascias decorated with large spade-shaped leaf motifs. The bold articulation and uniformity impart a strong, repetitive rhythm to the streetscapes. All of the houses in the two rows are sixteen feet, eight inches wide; the three-story houses were designed to project from the facade plane of the two-story houses by means of angled end bays. Each house is fronted by a stone stoop with heavy, ornate, cast-iron newels, balusters, and handrails. Sidewalks appear to have been originally bluestone, as bluestone pavers remain in front of empty lots just to the east of No. 403 East 139th Street.
O'Gorman seems to have based his design for the houses in these two rows on that of an earlier group of eight neo-Grec houses he and Stursberg erected in 1885 on the south side of East 139th Street, directly south of the historic district. The lone survivor from that prototype row is in every detail a match to the 1889 and 1892 rows included in the district. Neo-Grec houses with uniform cornice lines, flat facades, and even fenestration patterns, while less expensive to construct, were somewhat outdated by this time. In Manhattan, the style was supplanted in favor of the variegated and irregular forms of the Queen Anne style by 1880.
O'Gorman and Stursberg had completed other projects in the neighborhood in addition to the 1885 row across East 139th Street from the historic district. By 1885, they had erected a row of twelve houses along the east side of Willis Avenue between East 138th and 139th streets (demolished). In addition, the partners appear by 1885 to have developed both sides of the block between East 141st and 142nd streets (demolished), also bounded by Willis and Brook Avenues, due north of the Mott Haven East Historic District.
Little is known about Hermann Stursberg except that conveyance records show that his family had owned land in the southern block of the Mott Haven East Historic District as early as 1874, and that he formed a South Bronx building partnership with William O'Gorman. He later owned property under the name of Hermann Stursberg Realty Company. The Department of Buildings documentation for the rows on East 139th and 149th streets lists his address as Staten Island.
William O'Gorman is known to have immigrated to New York from Ireland in 1863 or '64, at the age of 17. He obtained work with Daniel Crimmins, a builder, and quickly became his superintendent. In 1866 O'Gorman started his own architectural practice in Manhattan's Yorkville. He was the architect of two known rows of Italianate brownstone rowhouses in the same block in the Upper East Side - a row of six at 165 to 175 East 70th Street (1871, two demolished; two altered), and a row of seven at 150 to 162 East 71st Street (one demolished; two altered) ~ both for speculative builders. In 1875, after the annexation of the 23rd and 24th wards, O'Gorman joined Stursberg, transferred his business to the Bronx, and presumably began designing and building the rows of houses he planned with his new partner.
At least as early as 1887, O'Gorman and his family are known to have resided at 252 Willis Avenue just north of East 138th Street, in a house which was part of one of the rows that he had developed with Stursberg. The 1890 New York City Police Department census lists O'Gorman, age 45; his wife Julia, 43; sons William Jr., 22, Joseph, 16, Mort, 11, and Edward A., 5; daughters Lillie, 14, and Gertrude, 6; and Minnie Kane, 30, presumably a servant, as residents of 252 Willis Avenue. According to an 1897 New Building application for the erection of the row on the north side of East 140th Street, O'Gorman appears to have lived at 406 East 140th Street for some time between 1897 and 1900, when he is known to have moved to 427 East 140th Street. The U.S. census of 1900 shows that the developer's son, William J. O'Gorman, a thirty-one-year-old "Builder," lived at 497 East 139th Street. O'Gorman, Jr.'s house was demolished together with others at the east end of the block.
In the late nineteenth and early twentieth centuries, Mott Haven was inhabited predominantly by people of either Irish birth or descent, while lower Melrose, to the north, was populated by Italian immigrants and their families. The two rows on East 139th and 140th streets in the Mott Haven East Historic District, which were occupied as rentals when first developed, contained both American-born residents and immigrant populations of European heritages. Turn-of-the-century census records show that occupants of these single-family rentals were typically first or second-generation German or Irish immigrants living with extended families and often a single servant. Head-of-household occupations included draughtsman, clerk, salesman, iron worker, assessor, wool importer, road inspector, tailor, picture framer, examiner, wood worker, adjuster, insurance agent, painter, horse dealer, glue broker and pilot. In addition, there was one fire chief, one newspaper editor, and a physician.
Before O'Gorman and Stursberg had finished construction on the neo-Grec style rows, builder Edward D. Bertine had begun erecting three more fashionably-styled rows of houses on East 136th Street, in what is now the Bertine Block Historic District. In contrast to those of O'Gorman and Stursberg, Bertine's first houses, begun in 1891, were designed in the Queen Anne style, and were constructed of light-colored brick with an assortment of eclectic design features, a variety of textured facade materials, and picturesque rooflines including mansards, gables, and chimneys. Bertine's second group, begun in 1892, was designed in the Romanesque Revival style, with molded-brick and stone trim. The third Bertine group, constructed in 1895, exhibits Renaissance Revival design elements.
The next group of rowhouses built in the Mott Haven East Historic District exhibits stylistic elements found on the Bertine rows, including Queen Anne, Romanesque Revival, and Renaissance Revival design features. This group, located at 407 to 427 East 140th Street toward the Willis Avenue end of the block, was built in 1897-1900. The houses were constructed on land also owned and developed by William O'Gorman, Sr., or perhaps by or with his son William, Jr. Records of the Department of Buildings show a William O'Gorman, of 662 (later 406) East 140th Street, as owner/developer of the row, which seems to refer to the younger O'Gorman. The architect for the row, in any case, was not the elder O'Gorman, as in the earlier rows, but rather Walter H.C. Hornum, who had offices in Harlem.
Having begun an architectural practice on lower Broadway in Manhattan in 1886, Walter H.C. Hornum (dates undetermined), apparently moved to East 125th Street to work with his brother, Louis A. Hornum, in 1888. According to New York City directories, the firm of Hornum Brothers seems to have dissolved by the turn of the century, when Walter moved first to midtown and then in about 1907 to West 125th Street, while his brother had set up in midtown as Louis A. Hornum & Co. By 1917 the brothers' addresses were again listed together in midtown. Walter Hornum's known work includes 425 to 451 West 162nd Street, two rows of Romanesque Revival style residences built in 1894-95 (now included in the Jumel Terrace Historic District).
Begun in June, 1897, and completed in January, 1900, the row Hornum designed was planned as part of a larger development including eleven buildings to be built on through-the-block sites directly to the north, along the south side of East 141st Street. Construction on this parallel row, however, was suspended in 1899, and officially abandoned the next year. Area maps of 1893 and 1897 show the block divided into lots of equal size for rowhouses. However, the lots along East 141st Street were soon combined and larger, more profitable tenement buildings were constructed instead.
The completed row on 140th Street consisted of a varied yet harmonious group of two- and three- story-and-basement single-family dwellings, constructed of brick and stone and set back fifteen feet from the front lot line. The house at No. 409, toward the west end of the row, is only eight feet behind the lot line and adjacent to the end building at No. 407, a four-story brick multiple dwelling set back just five feet from the lot line. This "Old Law" tenement — constructed in accordance with regulations in Tenement House Act of 1879 — was built to house five families, each in one apartment per floor.
The two-story houses, grouped in pairs, the three-story residences, and the single multiple dwelling vary in width from about seventeen feet to twenty-two feet; No. 427, the three-story building at the east end of the row, is the widest house and the only structure in the group faced in Roman brick. It is probable that this house was built for William O'Gorman, Sr., for his family's use. The U.S. census of 1900 shows that William O'Gorman, a "Builder," now aged 55, owned and lived in No. 427.M
O'Gorman's residence has a rock-faced, rusticated stone basement, and has a red tile mansard roof, with a stone-trimmed pedimented gable. It is embellished with a rock-faced stone stoop having integrated carved newels, a carved stone entrance surround, and decorative stone trim. Windows contained stained glass sash. At the first story is a tripartite window with carved, figural wood mullions. At present, the building is in use as a school and staff residence. The neighboring lot to the east (No. 429), combined with this lot in 1966, remains undeveloped.
The projecting four-story tenement at the west end of the row joins the plane of its neighbor to the east by means of a curved corner return. The building, the darkest in color and heaviest in design detail, also contains a short, shallow stoop meeting the sidewalk. No. 409, the three-story-and-basement rowhouse to the east of the tenement, has a projecting bay that steps back to meet the flat plane of the
building's neighbors to the east. All of the rowhouses have stone stoops set back from the sidewalk, which ascend from paved landings within the houses' large, planted areaways. The six paired, two-story- and-basement rowhouses have flat roofs and matching galvanized metal crested cornices (see No. 413). Facades contain slender lateral reveals anchored by carved stone bosses at the second story (see No. 417). Each pair is distinguished from the others by variations in brick color, trim design, and decorative detail. The even cornice lines are level with the bases of the tiled mansards atop the three-story buildings, each of which has a differently-styled stone-trimmed gable.
Typical of the fanciful late-nineteenth century fashion in residential design, buildings in this row combine classically-inspired carved, molded, incised and rock-faced detailing and decorative wrought-iron window and door grilles. A variety of window shapes, including shouldered and flat-, segmental-, and round-headed types, are found throughout the row. The three-story buildings generally exhibit decorative motifs that are more elaborate than those of the neighboring paired buildings — these are nonetheless distinctively ornamented. Together, the group comprises a lively ensemble.
Upon its completion in 1900, the tenement building contained four rental households. They were composed of Seigmund Levey, a German-born furniture store proprietor, and his New York-born wife and daughter; Eli Partrige, an English real estate manager, and his New York-born wife and two daughters; James Morris, a club custodian from Virginia, his New York-born wife, who had one German-born parent, and his daughter, also born in New York; and the sixty-year old Charles Bates, a dry goods superintendant, and his wife Rachel, both New Yorkers.
Besides O'Gorman's own residence, completed houses in the row in 1900 were owned and occupied by an Irish-born undertaker, his wife, four children and a servant; another undertaker, born in New York, his wife, son, a servant, and one roomer; and a linen store manager and his wife and brother- in-law, all German-born, with their four sons, the two eldest employed as a traveling salesman and a clerk, and a servant.
In 1898, the entire annexed portion of Westchester County became the Borough of the Bronx within Greater New York City, in keeping with the terms of the city charter of that year. Highly influential in the turn-of-the-century development of the southwest Bronx was an organization called The North Side Board of Trade. Founded in 1894 as a successor to the North Side Association in order to attract manufacturing and other enterprises and a "superior class of residents," its membership included leading business and professional men with interests in borough. The Board lobbied successfully for further improvements in the district, and the development of remaining open lands in the Mott Haven vicinity was soon accomplished with the erection of higher-density tenements and apartment buildings. Many such tenement buildings were constructed throughout the South Bronx at this time.
In the Mott Haven East Historic District, examples of such tenement construction appear on the north side of East 140th Street, several lots to the east of the O'Gorman/Hornum row. While an earlier New Building application reveals that three-story buildings, thirty-five feet in width, may have been planned for the row, nine five-story tenements, each over thirty-seven feet in width, were constructed in two groups in 1902-03; each building was planned to house ten families. The first group (Nos. 465 to 481) was designed by Thomas P. Neville of the firm of Neville & Bagge; plans for the second group (Nos. 441 to 461) were filed by architect George F. Pelham.
These buildings were erected for Gaines, Roberts & Co.; little is known about the firm's President, Furman V. Gaines, and Vice-President, Hugh L. Roberts. The structures were designed and built in accordance with the provisions of the Tenement Law of 1901, which marked the end of the narrow, rowhouse-sized tenement building and mandated the construction of larger, better ventilated multiple dwellings, complete with hot water, heat, and electricity.
After practicing on his own for two years at 47 West 66th Street, architect George A. Bagge (dates undetermined) formed a partnership in 1892 with Thomas P. Neville (dates undetermined) and set up offices at No. 250 and then No. 213-217 West 125th Street. In 1915 the firm moved south to midtown, and then from 1919 to 1930 to Bergen Avenue in the Bronx. After 1923 and until 1936 Bagge headed George A. Bagge & Sons, first located at 299 Madison Avenue and then at 157 and 7 East 44th Street.
Neville and Bagge were prolific designers of a number of building types, including stores and lofts, hotels, banks, and churches, but specialized in tenements and apartment houses. Although examples of the firm's work exist throughout Manhattan and the Bronx, most are in the residential neighborhoods of Manhattan's Upper West Side and Harlem. Neville & Bagge's rowhouses and apartment buildings appear in the Chelsea, Hamilton Heights, Jumel Terrace, Mount Morris Park, West End Collegiate, and Upper West Side/Central Park West Historic Districts. Individually designated New York City Landmarks designed by the firm include the freestanding Shuttleworth residence at 1857 Anthony Avenue (1896) in the Bronx and the facade (1907) of St. Cecilia's Convent at 112 East 106th Street, Manhattan.
Neville & Bagge's tenements at Nos. 465 to 481 East 140th Street form a unified row of four five-story tan brick buildings with limestone trim, designed in the popular neo-Renaissance style. George F. Pelham, a prolific practitioner in the field of multiple dwellings, was the architect of record for the adjacent five buildings at Nos. 441 to 461, the design of which matches that of the four Neville & Bagge structures to the west. The buildings are topped by metal cornices and feature centered, ground-story entrances having a sequence of harmonious yet slightly varying limestone surrounds, with projecting stone canopies and low stoops. At the time of designation, original entrance doors and window sash had been replaced.
Each steam-heated building was planned with two six-room apartments per floor plus a four-room janitor's apartment and storage space in basement. Lots are a standard 100 feet deep, and the buildings extend back about eighty-six feet. Fire escapes were placed on the rear elevations.
Other types of buildings were constructed in the neighborhood to serve the needs of the residents. The Mott Haven East Historic District contains an example of a small, early-twentieth century religious complex, in this case, intended to serve a local congregation of Lutherans of German birth or descent. In the center of the north side of East 140th Street, separating the rowhouses to the west and the tenements to the east, are the church (No. 435) and parsonage (No. 437), designed by Louis A. Allmendinger, and constructed in 1911-12 for the Second St. Peter's German Evangelical Lutheran Church, previously located at 374 East 141st Street. Today, a Lutheran congregation continues to occupy the church, now known as St. Peter's-in-the-Bronx.
The one-story-and-basement neo-Gothic church, punctuated by a tower, is a freestanding gray brick structure set on a stone base course, with a peaked slate roof, terra-cotta and copper cornices, and tile coping. The church's facade is set back from the building line of the adjacent tenements to the east, but forward of the neighboring parsonage to the west. Steel lintels support the low, square tower, originally decorated with a group of attenuated spires. A low stoop leads to a pair of wood entrance doors hung on metal strap hinges. Surmounting the entrance is a stained-glass pointed-arch Gothic window.
The church's two-story-and-basement parsonage is also freestanding, and contains Gothic design elements. The gray brick facades are ornamented with brownstone, limestone, and terra-cotta trim. The brownstone stoop is lined with iron railings and posts, and leads to an entrance door surmounted by a round-shouldered transom. Round-shouldered window openings have one-over-one double-hung sash and stained-glass transoms. The galvanized iron cornice is decorated with Gothic arches pressed into the fascia.
Little is known about the life and career of Louis Allmendinger, whose address is listed as 926 Broadway, Brooklyn, on Department of Buildings documentation for the St. Peter's Lutheran Church and Parsonage. Allmendinger took over the commission after an initial design by architects Schaefer & Jaeger had been approved and withdrawn in 1911. It is not known how much of the original scheme was used in the Allmendinger design. One other known building attributed to Allmendinger is the Byzantine style Russian Orthodox Cathedral of the Transfiguration of our Lord, constructed between 1916 and 1921 on North 12th Street in Brooklyn (a designated New York City Landmark).
Subsequent History
During the early twentieth century, the population of the Bronx continued to expand. The United States census of 1900 reports the total borough population at 200,507; the 1910 census shows that number more than doubled, with the population at 430,980. This constituted the greatest percent increase for the decade — 115 percent - of any borough in the city. To contend with escalating road and rail traffic between Manhattan and the South Bronx, the Willis Avenue bridge had been erected in 1901 and the Madison Avenue bridge was replaced in about 1910 with a larger structure. Two additional railroad bridges brought the total number of early twentieth-century crossings to the South Bronx to five.
The subway came to the Bronx in 1905, and caused a further real estate boom in the borough. Development spread north, as it had in Manhattan in the previous century. One subway branch reached Morrisania at 149th Street east of Third Avenue. This crossroads, nine blocks north of the historic district, became a major shopping hub. In 1912, historian Stephen Jenkins wrote that the subway was "the most important factor in causing the enormous increase in the population of the borough." Industrial development also increased markedly, and by 1910 the South Bronx contained hundreds of factories of varying types, and was considered the nation's piano manufacturing capital. Industry was concentrated just south and east of the area of the Mott Haven East Historic District.
Although the South Bronx contained a growing African-American population in the 1920s and '30s, the 1940 U.S. census findings for Census Tract 39 (bounded by East 138th and East 141st streets, Third and St. Ann's avenues), indicate that the population in the immediate vicinity of the Mott Haven Historic District was virtually all white, with nearly one-half of the population foreign-born. Of the foreign-born white heads of families in the tract, the largest percentage, nearly half, were from the Irish Free State (Eire), with Germans, Italians, and Russians together comprising another quarter. Latin Americans and other non-Europeans were only a fraction.
Recent Trends
By the 1970s, a clear change in the population of the area of the Mott Haven East Historic District neighborhood was discernible. Spanish-speaking residents comprised well over one-half of the population of the census tract, with those of Puerto Rican birth or parentage about fifty percent. African- Americans now made up forty-three percent of the total population. The 1990 U.S. census reported that the Hispanic population has grown to represent nearly eighty percent of the population of Tract 39.
In the 1960s and '70s, when many residential buildings in the South Bronx were abandoned or demolished, the area became synonymous with urban decay. In the midst of the disintegration, the neighborhood of the Mott Haven East Historic District, and its historic structures, endured. The Mott Haven East Historic District remains a vibrant residential enclave. Its century-old rows of solid houses and tenements, representative of the area's first phase of urban development, are important as anchors for current and future renewal.
- From the 1994 NYCLPC Historic District Designation Report
On a dog walk.
AgfaPhoto Vista Plus 200 (colour 35mm budget film from Poundland), developed in Ilford ID-11 b&w chemicals. Cross Processed. Some post digital enhancement.
Pentax ME Super. Pentax-M 28mm f/2.8 lens.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some Background:
The Lockheed F-94 Starfire was a first-generation jet aircraft of the United States Air Force. It was developed from the twin-seat Lockheed T-33 Shooting Star in the late 1940s as an all-weather, day/night interceptor, replacing the propeller-driven North American F-82 Twin Mustang in this role. The system was designed to overtake the F-80 in terms of performance, but more so to intercept the new high-level Soviet bombers capable of nuclear attacks on America and her Allies - in particular, the new Tupelov Tu-4. The F-94 was furthermore the first operational USAF fighter equipped with an afterburner and was the first jet-powered all-weather fighter to enter combat during the Korean War in January 1953.
The initial production model was the F-94A, which entered operational service in May 1950. Its armament consisted of four 0.50 in (12.7 mm) M3 Browning machine guns mounted in the fuselage with the muzzles exiting under the radome for the APG-33 rader, a derivative from the AN/APG-3, which directed the Convair B-36's tail guns and had a range of up to 20 miles (32 km). Two 165 US Gallon (1,204 litre) drop tanks, as carried by the F-80 and T-33, were carried on the wingtips. Alternatively, these could be replaced by a pair of 1,000 lb (454 kg) bombs under the wings, giving the aircraft a secondary fighter bomber capability. 109 were produced.
The subsequent F-94B, which entered service in January 1951, was outwardly virtually identical to the F-94A. The Allison J33 turbojet had a number of modifications made, though, which made it a very reliable engine. The pilot was provided with a more roomy cockpit and the canopy was replaced by a canopy with a bow frame in the center between the two crew members, as well as a new Instrument Landing System (ILS). However, this new variant’s punch with just four machine guns remained weak, and, in order to improve the load of fire, wing-mounted pods with two additional pairs with machine guns were introduced – but these hardly improved the interceptor’s effectiveness. 356 of the F-94B were built.
The following F-94C was extensively modified and initially designated F-97, but it was ultimately decided just to treat it as a new version of the F-94. USAF interest was lukewarm, since aircraft technology developed at a fast pace in the Fifties. Lockheed funded development themselves, converting two F-94B airframes to YF-94C prototypes for evaluation with a completely new, much thinner wing, a swept tail surface and a more powerful Pratt & Whitney J48, a license-built version of the afterburning Rolls-Royce Tay, which produced a dry thrust of 6,350 pounds-force (28.2 kN) and approximately 8,750 pounds-force (38.9 kN) with afterburning. Instead of machine guns, the new variant was exclusively armed with more effective unguided air-to-air missiles.
Eventually, the type was adopted for USAF service, since it was the best interim solution for an all-weather fighter at that time, but it still had to rely on Ground Control Interception Radar (GCI) sites to vector the interceptor to intruding aircraft.
Anyway, The F-94C's introduction and the availability of more effective Northrop F-89C/D Scorpion and the North American F-86D Sabre interceptors led to a quick relegation of the earlier F-94 variants from mid-1954 onwards to second line units and Air National Guards. By 1955 most of them had been phased out of USAF service. However, some of these relatively young surplus machines were subsequently exported to friendly nations, esp. to NATO countries in dire need for all-weather interceptors at the organization’s outer frontiers where Soviet bomber attacks had to be expected.
One of these foreign operators was Greece. In 1952, Greece was admitted to NATO and the country’s Air Force was, with US assistance, rebuilt and organized according to NATO standards. New aircraft were introduced, namely jet fighters which meant a thorough modernization. The first types flown by the Hellenic Air Force were the Republic F-84G Thunderjet (about 100 examples) and the Lockheed F-94B Starfire (about thirty aircraft).
The Hellenic F-94Bs represented the USAF’s standard, but for their second life they were modified to carry, as an alternative to the type’s standard machine gun pods under the wings, a pair of pods with unguided air-to-air missiles, similar to the F-94C. Their designation remained unchanged, though.
This first generation of jets in Hellenic service became operational in 1955 and played an important role within NATO's defense strategy in the south-eastern Europe in the following years. They also took part in Operation Deep Water, a 1957 NATO naval exercise held in the Mediterranean Sea that simulated protecting the Dardanelles from a Soviet invasion and featured a simulated nuclear air strike in the Gallipoli area, reflecting NATO's nuclear umbrella policy to offset the Soviet Union's numerical superiority of ground forces in Europe.
In the late 1960s, the F-84 fighters were replaced by the Canadair Sabre 2 from British and Canadian surplus stocks and the Hellenic Air Force acquired new jet aircraft. These included the Lockheed F-104G Starfighter, the Northrop F-5 Freedom Fighter and the Convair F-102 Delta Dagger. The latter entered service in service 1969 and gradually replaced the F-94Bs in the all-weather interceptor role until 1971.
In the mid-1970s the Hellenic Air Force was further modernized with deliveries of the Dassault Mirage F1CG fleet, Vought A-7Hs (including a number of TA-7Hs) and the first batch of McDonnell-Douglas F-4E Phantom IIs, upgraded versions of which still serve today.
After their replacement through the F-102 the Hellenic F-94Bs were still used as advanced trainers, primarily for aspiring WSOs but also for weapon training against ground targets. But by the mid Seventies, all Hellenic F-94Bs had been phased out.
General characteristics:
Crew: 2
Length: 40 ft 1 in (12.24 m)
Wingspan: 38 ft 9 in (12.16 m)
Height: 12 ft. 2 (3.73 m)
Wing area: 234' 8" sq ft (29.11 m²)
Empty weight: 10,064 lb (4,570 kg)
Loaded weight: 15,330 lb (6,960 kg)
Max. takeoff weight: 24,184 lb (10,970 kg)
Powerplant:
1× Allison J33-A-33 turbojet, rated at 4,600 lbf (20.4 kN) continuous thrust
and 6,000 lbf (26.6 kN) thrust with afterburner
Performance:
Maximum speed: 630 mph (1,014 km/h) at height and in level flight
Range: 930 mi (813 nmi, 1,500 km) in combat configuration with two drop tanks
Ferry range: 1,457 mi (1,275 nmi, 2,345 km)
Service ceiling: 42,750 ft (14,000 m)
Rate of climb: 6,858 ft/min (34.9 m/s)
Wing loading: 57.4 lb/ft² (384 kg/m²)
Thrust/weight: 0.48
Armament:
4x 0.5"0 (12.7 mm) machine guns in the lower nose section
2x 165 US Gallon (1,204 litre) drop tanks on the wing tips
2x underwing hardpoints for
- two pods with a pair of 0.5" (12.7 mm) machine guns each, or
- two pods with a total of 24× 2.75” (70 mm) Mk 4/Mk 40 Folding-Fin Aerial Rockets, or
- two 1.000 lb (454 kg) bombs (instead of the wing tip drop tanks)
The kit and its assembly:
This is a rather simple entry for the 2018 "Cold War" GB at whatifmodelers.com, in the form of a more or less OOB-built Heller F-94B in a fictional guise. The original inspiration was the idea of a camouflaged F-94, since all USAF machines had been left in bare metal finish with more or less colorful additions and markings.
That said, the kit was built almost completely OOB and did – except for some sinkholes and standard PSR work – not pose any problem. In fact, the old Heller Starfire model is IMHO a pretty good representation of the aircraft. O.K., its age might show, but almost anything you could ask for at 1:72 scale is there, including a decent, detailed cockpit. I just added a wire pitot under the nose and opened the gun ports, plus some machine gun barrels inside made from hollow steel needles. The main wheels had to be replaced due to sinkholes, and they appeared to be rather narrow for this massive aircraft, too. I found decent replacements from a Tamiya 1:100 F-105D.
Painting and markings:
Even though the F-94 never wore camouflage in real life, I chose to add some (more) color to this Hellenic Starfire. In fact, the RHAF adopted several schemes for its early jet types, including grey undersides to otherwise NMF machines grey/green NATO colors, all-around ADC Grey, the so-called Aegean Grey or the USAF's South East Asia scheme. I chose the latter, since I expected an unusual look, and the colors would be a good match for the Hellenic landscape, too.
The basic colors (FS 30219, 34227, 34279 and 36622) all come from Humbrol (118, 117, 116 and 28, respectively), and for the pattern I adapted the USAF’s recommendation for the C-123 Provider transport aircraft. Beyond a black ink wash and some post-shading for weathering effects the whole surface of the kit received a wet-sanding treatment for additional wear-and-tear effects, exploiting the fact that the kit is molded in silver plastic which, in the end, shines through here and there. The result is a shaggy look, but it’s not rotten and neglected.
The machine gun pods received black front ends (against glare), which was also added to the tip tanks’ front end inside surfaces. The radome and the fin tip were painted with a mix of Humbrol 168 (RAF Hemp) and 28, and the gun ports as well as the afterburner section were painted with Steel Metallizer.
Using a 340th Mira’s early F-84G for further inspiration, I decided to add some bright squadron markings to the aircraft in the form of yellow-black-checkered tip tanks. These were created with black decal squares (cut from TL Modellbau generic material) over a painted, yellow base (Humbrol 69). I considered even more markings, e.g. a checkered fin rudder or an ornamental decoration, but eventually rejected this idea in favor of the aircraft’s camouflage theme.
Other decals come primarily from a HiScale F-84G sheet. Some elements were taken from the Heller OOB sheet and some additional stencils were gathered from various sources, including an Xtradecal T-33 and a PrintScale F-102 sheet.
After some soot stains around the exhaust were added with graphite, the kit was sealed under a coat of matt acrylic varnish (Italeri).
An interesting result, since a camouflaged F-94 is literally unusual. I am positively surprised how good the aircraft looks in the USAF SEA livery.
Hadrian's Tower is a residential tower block in Newcastle upon Tyne. Located at 27 Rutherford Street, construction started in 2018 and was completed in September 2020.
History
Hadrian's Tower was designed by Faulkner Browns, built by Tolent Construction, glazed by EVB Facades (UK) Ltd and handed over to the developer, The High Street Group, in September 2020 and opened in December 2020.
Newcastle upon Tyne, or simply Newcastle is a cathedral city and metropolitan borough in Tyne and Wear, England. It is located on the River Tyne's northern bank, opposite Gateshead to the south. It is the most populous settlement in the Tyneside conurbation and North East England.
Newcastle developed around a Roman settlement called Pons Aelius, the settlement became known as Monkchester before taking on the name of a castle built in 1080 by William the Conqueror's eldest son, Robert Curthose. It was one of the world's largest ship building and repair centres during the industrial revolution. Newcastle was part of the county of Northumberland until 1400, when it separated and formed a county of itself. In 1974, Newcastle became part of Tyne and Wear. Since 2018, the city council has been part of the North of Tyne Combined Authority.
The history of Newcastle upon Tyne dates back almost 2,000 years, during which it has been controlled by the Romans, the Angles and the Norsemen amongst others. Newcastle upon Tyne was originally known by its Roman name Pons Aelius. The name "Newcastle" has been used since the Norman conquest of England. Due to its prime location on the River Tyne, the town developed greatly during the Middle Ages and it was to play a major role in the Industrial Revolution, being granted city status in 1882. Today, the city is a major retail, commercial and cultural centre.
Roman settlement
The history of Newcastle dates from AD 122, when the Romans built the first bridge to cross the River Tyne at that point. The bridge was called Pons Aelius or 'Bridge of Aelius', Aelius being the family name of Roman Emperor Hadrian, who was responsible for the Roman wall built across northern England along the Tyne–Solway gap. Hadrian's Wall ran through present-day Newcastle, with stretches of wall and turrets visible along the West Road, and at a temple in Benwell. Traces of a milecastle were found on Westgate Road, midway between Clayton Street and Grainger Street, and it is likely that the course of the wall corresponded to present-day Westgate Road. The course of the wall can be traced eastwards to the Segedunum Roman fort at Wallsend, with the fort of Arbeia down-river at the mouth of the Tyne, on the south bank in what is now South Shields. The Tyne was then a wider, shallower river at this point and it is thought that the bridge was probably about 700 feet (210 m) long, made of wood and supported on stone piers. It is probable that it was sited near the current Swing Bridge, due to the fact that Roman artefacts were found there during the building of the latter bridge. Hadrian himself probably visited the site in 122. A shrine was set up on the completed bridge in 123 by the 6th Legion, with two altars to Neptune and Oceanus respectively. The two altars were subsequently found in the river and are on display in the Great North Museum in Newcastle.
The Romans built a stone-walled fort in 150 to protect the river crossing which was at the foot of the Tyne Gorge, and this took the name of the bridge so that the whole settlement was known as Pons Aelius. The fort was situated on a rocky outcrop overlooking the new bridge, on the site of the present Castle Keep. Pons Aelius is last mentioned in 400, in a Roman document listing all of the Roman military outposts. It is likely that nestling in the shadow of the fort would have been a small vicus, or village. Unfortunately, no buildings have been detected; only a few pieces of flagging. It is clear that there was a Roman cemetery near Clavering Place, behind the Central station, as a number of Roman coffins and sarcophagi have been unearthed there.
Despite the presence of the bridge, the settlement of Pons Aelius was not particularly important among the northern Roman settlements. The most important stations were those on the highway of Dere Street running from Eboracum (York) through Corstopitum (Corbridge) and to the lands north of the Wall. Corstopitum, being a major arsenal and supply centre, was much larger and more populous than Pons Aelius.
Anglo-Saxon development
The Angles arrived in the North-East of England in about 500 and may have landed on the Tyne. There is no evidence of an Anglo-Saxon settlement on or near the site of Pons Aelius during the Anglo-Saxon age. The bridge probably survived and there may well have been a small village at the northern end, but no evidence survives. At that time the region was dominated by two kingdoms, Bernicia, north of the Tees and ruled from Bamburgh, and Deira, south of the Tees and ruled from York. Bernicia and Deira combined to form the kingdom of Northanhymbra (Northumbria) early in the 7th century. There were three local kings who held the title of Bretwalda – 'Lord of Britain', Edwin of Deira (627–632), Oswald of Bernicia (633–641) and Oswy of Northumbria (641–658). The 7th century became known as the 'Golden Age of Northumbria', when the area was a beacon of culture and learning in Europe. The greatness of this period was based on its generally Christian culture and resulted in the Lindisfarne Gospels amongst other treasures. The Tyne valley was dotted with monasteries, with those at Monkwearmouth, Hexham and Jarrow being the most famous. Bede, who was based at Jarrow, wrote of a royal estate, known as Ad Murum, 'at the Wall', 12 miles (19 km) from the sea. It is thought that this estate may have been in what is now Newcastle. At some unknown time, the site of Newcastle came to be known as Monkchester. The reason for this title is unknown, as we are unaware of any specific monasteries at the site, and Bede made no reference to it. In 875 Halfdan Ragnarsson, the Danish Viking conqueror of York, led an army that attacked and pillaged various monasteries in the area, and it is thought that Monkchester was also pillaged at this time. Little more was heard of it until the coming of the Normans.
Norman period
After the arrival of William the Conqueror in England in 1066, the whole of England was quickly subjected to Norman rule. However, in Northumbria there was great resistance to the Normans, and in 1069 the newly appointed Norman Earl of Northumbria, Robert de Comines and 700 of his men were killed by the local population at Durham. The Northumbrians then marched on York, but William was able to suppress the uprising. That same year, a second uprising occurred when a Danish fleet landed in the Humber. The Northumbrians again attacked York and destroyed the garrison there. William was again able to suppress the uprising, but this time he took revenge. He laid waste to the whole of the Midlands and the land from York to the Tees. In 1080, William Walcher, the Norman bishop of Durham and his followers were brutally murdered at Gateshead. This time Odo, bishop of Bayeux, William's half brother, devastated the land between the Tees and the Tweed. This was known as the 'Harrying of the North'. This devastation is reflected in the Domesday Book. The destruction had such an effect that the North remained poor and backward at least until Tudor times and perhaps until the Industrial Revolution. Newcastle suffered in this respect with the rest of the North.
In 1080 William sent his eldest son, Robert Curthose, north to defend the kingdom against the Scots. After his campaign, he moved to Monkchester and began the building of a 'New Castle'. This was of the "motte-and-bailey" type of construction, a wooden tower on top of an earthen mound (motte), surrounded by a moat and wooden stockade (bailey). It was this castle that gave Newcastle its name. In 1095 the Earl of Northumbria, Robert de Mowbray, rose up against the king, William Rufus, and Rufus sent an army north to recapture the castle. From then on the castle became crown property and was an important base from which the king could control the northern barons. The Northumbrian earldom was abolished and a Sheriff of Northumberland was appointed to administer the region. In 1091 the parish church of St Nicholas was consecrated on the site of the present Anglican cathedral, close by the bailey of the new castle. The church is believed to have been a wooden building on stone footings.
Not a trace of the tower or mound of the motte and bailey castle remains now. Henry II replaced it with a rectangular stone keep, which was built between 1172 and 1177 at a cost of £1,444. A stone bailey, in the form of a triangle, replaced the previous wooden one. The great outer gateway to the castle, called 'the Black Gate', was built later, between 1247 and 1250, in the reign of Henry III. There were at that time no town walls and when attacked by the Scots, the townspeople had to crowd into the bailey for safety. It is probable that the new castle acted as a magnet for local merchants because of the safety it provided. This in turn would help to expand trade in the town. At this time wool, skins and lead were being exported, whilst alum, pepper and ginger were being imported from France and Flanders.
Middle Ages
Throughout the Middle Ages, Newcastle was England's northern fortress, the centre for assembled armies. The Border war against Scotland lasted intermittently for several centuries – possibly the longest border war ever waged. During the civil war between Stephen and Matilda, David 1st of Scotland and his son were granted Cumbria and Northumberland respectively, so that for a period from 1139 to 1157, Newcastle was effectively in Scottish hands. It is believed that during this period, King David may have built the church of St Andrew and the Benedictine nunnery in Newcastle. However, King Stephen's successor, Henry II was strong enough to take back the Earldom of Northumbria from Malcolm IV.
The Scots king William the Lion was imprisoned in Newcastle, in 1174, after being captured at the Battle of Alnwick. Edward I brought the Stone of Scone and William Wallace south through the town and Newcastle was successfully defended against the Scots three times during the 14th century.
Around 1200, stone-faced, clay-filled jetties were starting to project into the river, an indication that trade was increasing in Newcastle. As the Roman roads continued to deteriorate, sea travel was gaining in importance. By 1275 Newcastle was the sixth largest wool exporting port in England. The principal exports at this time were wool, timber, coal, millstones, dairy produce, fish, salt and hides. Much of the developing trade was with the Baltic countries and Germany. Most of the Newcastle merchants were situated near the river, below the Castle. The earliest known charter was dated 1175 in the reign of Henry II, giving the townspeople some control over their town. In 1216 King John granted Newcastle a mayor[8] and also allowed the formation of guilds (known as Mysteries). These were cartels formed within different trades, which restricted trade to guild members. There were initially twelve guilds. Coal was being exported from Newcastle by 1250, and by 1350 the burgesses received a royal licence to export coal. This licence to export coal was jealously guarded by the Newcastle burgesses, and they tried to prevent any one else on the Tyne from exporting coal except through Newcastle. The burgesses similarly tried to prevent fish from being sold anywhere else on the Tyne except Newcastle. This led to conflicts with Gateshead and South Shields.
In 1265, the town was granted permission to impose a 'Wall Tax' or Murage, to pay for the construction of a fortified wall to enclose the town and protect it from Scottish invaders. The town walls were not completed until early in the 14th century. They were two miles (3 km) long, 9 feet (2.7 m) thick and 25 feet (7.6 m) high. They had six main gates, as well as some smaller gates, and had 17 towers. The land within the walls was divided almost equally by the Lort Burn, which flowed southwards and joined the Tyne to the east of the Castle. The town began to expand north of the Castle and west of the Lort Burn with various markets being set up within the walls.
In 1400 Henry IV granted a new charter, creating a County corporate which separated the town, but not the Castle, from the county of Northumberland and recognised it as a "county of itself" with a right to have a sheriff of its own. The burgesses were now allowed to choose six aldermen who, with the mayor would be justices of the peace. The mayor and sheriff were allowed to hold borough courts in the Guildhall.
Religious houses
During the Middle Ages a number of religious houses were established within the walls: the first of these was the Benedictine nunnery of St Bartholomew founded in 1086 near the present-day Nun Street. Both David I of Scotland and Henry I of England were benefactors of the religious house. Nothing of the nunnery remains now.
The friary of Blackfriars, Newcastle (Dominican) was established in 1239. These were also known as the Preaching Friars or Shod Friars, because they wore sandals, as opposed to other orders. The friary was situated in the present-day Friars Street. In 1280 the order was granted royal permission to make a postern in the town walls to communicate with their gardens outside the walls. On 19 June 1334, Edward Balliol, claimant to be King of Scotland, did homage to King Edward III, on behalf of the kingdom of Scotland, in the church of the friary. Much of the original buildings of the friary still exist, mainly because, after the Dissolution of the Monasteries the friary of Blackfriars was rented out by the corporation to nine of the local trade guilds.
The friary of Whitefriars (Carmelite) was established in 1262. The order was originally housed on the Wall Knoll in Pandon, but in 1307 it took over the buildings of another order, which went out of existence, the Friars of the Sac. The land, which had originally been given by Robert the Bruce, was situated in the present-day Hanover Square, behind the Central station. Nothing of the friary remains now.
The friary of Austinfriars (Augustinian) was established in 1290. The friary was on the site where the Holy Jesus Hospital was built in 1682. The friary was traditionally the lodging place of English kings whenever they visited or passed through Newcastle. In 1503 Princess Margaret, eldest daughter of Henry VII of England, stayed two days at the friary on her way to join her new husband James IV of Scotland.
The friary of Greyfriars (Franciscans) was established in 1274. The friary was in the present-day area between Pilgrim Street, Grey Street, Market Street and High Chare. Nothing of the original buildings remains.
The friary of the Order of the Holy Trinity, also known as the Trinitarians, was established in 1360. The order devoted a third of its income to buying back captives of the Saracens, during the Crusades. Their house was on the Wall Knoll, in Pandon, to the east of the city, but within the walls. Wall Knoll had previously been occupied by the White Friars until they moved to new premises in 1307.
All of the above religious houses were closed in about 1540, when Henry VIII dissolved the monasteries.
An important street running through Newcastle at the time was Pilgrim Street, running northwards inside the walls and leading to the Pilgrim Gate on the north wall. The street still exists today as arguably Newcastle's main shopping street.
Tudor period
The Scottish border wars continued for much of the 16th century, so that during that time, Newcastle was often threatened with invasion by the Scots, but also remained important as a border stronghold against them.
During the Reformation begun by Henry VIII in 1536, the five Newcastle friaries and the single nunnery were dissolved and the land was sold to the Corporation and to rich merchants. At this time there were fewer than 60 inmates of the religious houses in Newcastle. The convent of Blackfriars was leased to nine craft guilds to be used as their headquarters. This probably explains why it is the only one of the religious houses whose building survives to the present day. The priories at Tynemouth and Durham were also dissolved, thus ending the long-running rivalry between Newcastle and the church for control of trade on the Tyne. A little later, the property of the nunnery of St Bartholomew and of Grey Friars were bought by Robert Anderson, who had the buildings demolished to build his grand Newe House (also known as Anderson Place).
With the gradual decline of the Scottish border wars the town walls were allowed to decline as well as the castle. By 1547, about 10,000 people were living in Newcastle. At the beginning of the 16th century exports of wool from Newcastle were more than twice the value of exports of coal, but during the century coal exports continued to increase.
Under Edward VI, John Dudley, Duke of Northumberland, sponsored an act allowing Newcastle to annexe Gateshead as its suburb. The main reason for this was to allow the Newcastle Hostmen, who controlled the export of Tyne coal, to get their hands on the Gateshead coal mines, previously controlled by the Bishop of Durham. However, when Mary I came to power, Dudley met his downfall and the decision was reversed. The Reformation allowed private access to coal mines previously owned by Tynemouth and Durham priories and as a result coal exports increase dramatically, from 15,000 tons in 1500 to 35,000 tons in 1565, and to 400,000 tons in 1625.
The plague visited Newcastle four times during the 16th century, in 1579 when 2,000 people died, in 1589 when 1700 died, in 1595 and finally in 1597.
In 1600 Elizabeth I granted Newcastle a charter for an exclusive body of electors, the right to elect the mayor and burgesses. The charter also gave the Hostmen exclusive rights to load coal at any point on the Tyne. The Hostmen developed as an exclusive group within the Merchant Adventurers who had been incorporated by a charter in 1547.
Stuart period
In 1636 there was a serious outbreak of bubonic plague in Newcastle. There had been several previous outbreaks of the disease over the years, but this was the most serious. It is thought to have arrived from the Netherlands via ships that were trading between the Tyne and that country. It first appeared in the lower part of the town near the docks but gradually spread to all parts of the town. As the disease gained hold the authorities took measures to control it by boarding up any properties that contained infected persons, meaning that whole families were locked up together with the infected family members. Other infected persons were put in huts outside the town walls and left to die. Plague pits were dug next to the town's four churches and outside the town walls to receive the bodies in mass burials. Over the course of the outbreak 5,631 deaths were recorded out of an estimated population of 12,000, a death rate of 47%.
In 1637 Charles I tried to raise money by doubling the 'voluntary' tax on coal in return for allowing the Newcastle Hostmen to regulate production and fix prices. This caused outrage amongst the London importers and the East Anglian shippers. Both groups decided to boycott Tyne coal and as a result forced Charles to reverse his decision in 1638.
In 1640 during the Second Bishops' War, the Scots successfully invaded Newcastle. The occupying army demanded £850 per day from the Corporation to billet the Scottish troops. Trade from the Tyne ground to a halt during the occupation. The Scots left in 1641 after receiving a Parliamentary pardon and a £4,000,000 loan from the town.
In 1642 the English Civil War began. King Charles realised the value of the Tyne coal trade and therefore garrisoned Newcastle. A Royalist was appointed as governor. At that time, Newcastle and King's Lynn were the only important seaports to support the crown. In 1644 Parliament blockaded the Tyne to prevent the king from receiving revenue from the Tyne coal trade. Coal exports fell from 450,000 to 3,000 tons and London suffered a hard winter without fuel. Parliament encouraged the coal trade from the Wear to try to replace that lost from Newcastle but that was not enough to make up for the lost Tyneside tonnage.
In 1644 the Scots crossed the border. Newcastle strengthened its defences in preparation. The Scottish army, with 40,000 troops, besieged Newcastle for three months until the garrison of 1,500 surrendered. During the siege, the Scots bombarded the walls with their artillery, situated in Gateshead and Castle Leazes. The Scottish commander threatened to destroy the steeple of St Nicholas's Church by gunfire if the mayor, Sir John Marley, did not surrender the town. The mayor responded by placing Scottish prisoners that they had captured in the steeple, so saving it from destruction. The town walls were finally breached by a combination of artillery and sapping. In gratitude for this defence, Charles gave Newcastle the motto 'Fortiter Defendit Triumphans' to be added to its coat of arms. The Scottish army occupied Northumberland and Durham for two years. The coal taxes had to pay for the Scottish occupation. In 1645 Charles surrendered to the Scots and was imprisoned in Newcastle for nine months. After the Civil War the coal trade on the Tyne soon picked up and exceeded its pre-war levels.
A new Guildhall was completed on the Sandhill next to the river in 1655, replacing an earlier facility damaged by fire in 1639, and became the meeting place of Newcastle Town Council. In 1681 the Hospital of the Holy Jesus was built partly on the site of the Austin Friars. The Guildhall and Holy Jesus Hospital still exist.
Charles II tried to impose a charter on Newcastle to give the king the right to appoint the mayor, sheriff, recorder and town clerk. Charles died before the charter came into effect. In 1685, James II tried to replace Corporation members with named Catholics. However, James' mandate was suspended in 1689 after the Glorious Revolution welcoming William of Orange. In 1689, after the fall of James II, the people of Newcastle tore down his bronze equestrian statue in Sandhill and tossed it into the Tyne. The bronze was later used to make bells for All Saints Church.
In 1689 the Lort Burn was covered over. At this time it was an open sewer. The channel followed by the Lort Burn became the present day Dean Street. At that time, the centre of Newcastle was still the Sandhill area, with many merchants living along the Close or on the Side. The path of the main road through Newcastle ran from the single Tyne bridge, through Sandhill to the Side, a narrow street which climbed steeply on the north-east side of the castle hill until it reached the higher ground alongside St Nicholas' Church. As Newcastle developed, the Side became lined with buildings with projecting upper stories, so that the main street through Newcastle was a narrow, congested, steep thoroughfare.
In 1701 the Keelmen's Hospital was built in the Sandgate area of the city, using funds provided by the keelmen. The building still stands today.
Eighteenth century
In the 18th century, Newcastle was the country's largest print centre after London, Oxford and Cambridge, and the Literary and Philosophical Society of 1793, with its erudite debates and large stock of books in several languages predated the London Library by half a century.
In 1715, during the Jacobite rising in favour of the Old Pretender, an army of Jacobite supporters marched on Newcastle. Many of the Northumbrian gentry joined the rebels. The citizens prepared for its arrival by arresting Jacobite supporters and accepting 700 extra recruits into the local militia. The gates of the city were closed against the rebels. This proved enough to delay an attack until reinforcements arrived forcing the rebel army to move across to the west coast. The rebels finally surrendered at Preston.
In 1745, during a second Jacobite rising in favour of the Young Pretender, a Scottish army crossed the border led by Bonnie Prince Charlie. Once again Newcastle prepared by arresting Jacobite supporters and inducting 800 volunteers into the local militia. The town walls were strengthened, most of the gates were blocked up and some 200 cannon were deployed. 20,000 regulars were billeted on the Town Moor. These preparations were enough to force the rebel army to travel south via the west coast. They were eventually defeated at Culloden in 1746.
Newcastle's actions during the 1715 rising in resisting the rebels and declaring for George I, in contrast to the rest of the region, is the most likely source of the nickname 'Geordie', applied to people from Tyneside, or more accurately Newcastle. Another theory, however, is that the name 'Geordie' came from the inventor of the Geordie lamp, George Stephenson. It was a type of safety lamp used in mining, but was not invented until 1815. Apparently the term 'German Geordie' was in common use during the 18th century.
The city's first hospital, Newcastle Infirmary opened in 1753; it was funded by public subscription. A lying-in hospital was established in Newcastle in 1760. The city's first public hospital for mentally ill patients, Wardens Close Lunatic Hospital was opened in October 1767.
In 1771 a flood swept away much of the bridge at Newcastle. The bridge had been built in 1250 and repaired after a flood in 1339. The bridge supported various houses and three towers and an old chapel. A blue stone was placed in the middle of the bridge to mark the boundary between Newcastle and the Palatinate of Durham. A temporary wooden bridge had to be built, and this remained in use until 1781, when a new stone bridge was completed. The new bridge consisted of nine arches. In 1801, because of the pressure of traffic, the bridge had to be widened.
A permanent military presence was established in the city with the completion of Fenham Barracks in 1806. The facilities at the Castle for holding assizes, which had been condemned for their inconvenience and unhealthiness, were replaced when the Moot Hall opened in August 1812.
Victorian period
Present-day Newcastle owes much of its architecture to the work of the builder Richard Grainger, aided by architects John Dobson, Thomas Oliver, John and Benjamin Green and others. In 1834 Grainger won a competition to produce a new plan for central Newcastle. He put this plan into effect using the above architects as well as architects employed in his own office. Grainger and Oliver had already built Leazes Terrace, Leazes Crescent and Leazes Place between 1829 and 1834. Grainger and Dobson had also built the Royal Arcade at the foot of Pilgrim Street between 1830 and 1832. The most ambitious project covered 12 acres 12 acres (49,000 m2) in central Newcastle, on the site of Newe House (also called Anderson Place). Grainger built three new thoroughfares, Grey Street, Grainger Street and Clayton Street with many connecting streets, as well as the Central Exchange and the Grainger Market. John Wardle and George Walker, working in Grainger's office, designed Clayton Street, Grainger Street and most of Grey Street. Dobson designed the Grainger Market and much of the east side of Grey Street. John and Benjamin Green designed the Theatre Royal at the top of Grey Street, where Grainger placed the column of Grey's Monument as a focus for the whole scheme. Grey Street is considered to be one of the finest streets in the country, with its elegant curve. Unfortunately most of old Eldon Square was demolished in the 1960s in the name of progress. The Royal Arcade met a similar fate.
In 1849 a new bridge was built across the river at Newcastle. This was the High Level Bridge, designed by Robert Stephenson, and slightly up river from the existing bridge. The bridge was designed to carry road and rail traffic across the Tyne Gorge on two decks with rail traffic on the upper deck and road traffic on the lower. The new bridge meant that traffic could pass through Newcastle without having to negotiate the steep, narrow Side, as had been necessary for centuries. The bridge was opened by Queen Victoria, who one year later opened the new Central Station, designed by John Dobson. Trains were now able to cross the river, directly into the centre of Newcastle and carry on up to Scotland. The Army Riding School was also completed in 1849.
In 1854 a large fire started on the Gateshead quayside and an explosion caused it to spread across the river to the Newcastle quayside. A huge conflagration amongst the narrow alleys, or 'chares', destroyed the homes of 800 families as well as many business premises. The narrow alleys that had been destroyed were replaced by streets containing blocks of modern offices.
In 1863 the Town Hall in St Nicholas Square replaced the Guildhall as the meeting place of Newcastle Town Council.
In 1876 the low level bridge was replaced by a new bridge known as the Swing Bridge, so called because the bridge was able to swing horizontally on a central axis and allow ships to pass on either side. This meant that for the first time sizeable ships could pass up-river beyond Newcastle. The bridge was built and paid for by William Armstrong, a local arms manufacturer, who needed to have warships access his Elswick arms factory to fit armaments to them. The Swing Bridge's rotating mechanism is adapted from the cannon mounts developed in Armstrong's arms works. In 1882 the Elswick works began to build ships as well as to arm them. The Barrack Road drill hall was completed in 1890.
Industrialisation
In the 19th century, shipbuilding and heavy engineering were central to the city's prosperity; and the city was a powerhouse of the Industrial Revolution. Newcastle's development as a major city owed most to its central role in the production and export of coal. The phrase "taking coals to Newcastle" was first recorded in 1538; it proverbially denotes bringing a particular commodity to a place that has more than enough of it already.
Innovation in Newcastle and surrounding areas included the following:
George Stephenson developed a miner's safety lamp at the same time that Humphry Davy developed a rival design. The lamp made possible the opening up of ever deeper mines to provide the coal that powered the industrial revolution.
George and his son Robert Stephenson were hugely influential figures in the development of the early railways. George developed Blücher, a locomotive working at Killingworth colliery in 1814, whilst Robert was instrumental in the design of Rocket, a revolutionary design that was the forerunner of modern locomotives. Both men were involved in planning and building railway lines, all over this country and abroad.
Joseph Swan demonstrated a working electric light bulb about a year before Thomas Edison did the same in the USA. This led to a dispute as to who had actually invented the light bulb. Eventually the two rivals agreed to form a mutual company between them, the Edison and Swan Electric Light Company, known as Ediswan.
Charles Algernon Parsons invented the steam turbine, for marine use and for power generation. He used Turbinia, a small, turbine-powered ship, to demonstrate the speed that a steam turbine could generate. Turbinia literally ran rings around the British Fleet at a review at Spithead in 1897.
William Armstrong invented a hydraulic crane that was installed in dockyards up and down the country. He then began to design light, accurate field guns for the British army. These were a vast improvement on the existing guns that were then in use.
The following major industries developed in Newcastle or its surrounding area:
Glassmaking
A small glass industry existed in Newcastle from the mid-15th century. In 1615 restrictions were put on the use of wood for manufacturing glass. It was found that glass could be manufactured using the local coal, and so a glassmaking industry grew up on Tyneside. Huguenot glassmakers came over from France as refugees from persecution and set up glasshouses in the Skinnerburn area of Newcastle. Eventually, glass production moved to the Ouseburn area of Newcastle. In 1684 the Dagnia family, Sephardic Jewish emigrants from Altare, arrived in Newcastle from Stourbridge and established glasshouses along the Close, to manufacture high quality flint glass. The glass manufacturers used sand ballast from the boats arriving in the river as the main raw material. The glassware was then exported in collier brigs. The period from 1730 to 1785 was the highpoint of Newcastle glass manufacture, when the local glassmakers produced the 'Newcastle Light Baluster'. The glassmaking industry still exists in the west end of the city with local Artist and Glassmaker Jane Charles carrying on over four hundred years of hot glass blowing in Newcastle upon Tyne.
Locomotive manufacture
In 1823 George Stephenson and his son Robert established the world's first locomotive factory near Forth Street in Newcastle. Here they built locomotives for the Stockton and Darlington Railway and the Liverpool and Manchester Railway, as well as many others. It was here that the famous locomotive Rocket was designed and manufactured in preparation for the Rainhill Trials. Apart from building locomotives for the British market, the Newcastle works also produced locomotives for Europe and America. The Forth Street works continued to build locomotives until 1960.
Shipbuilding
In 1296 a wooden, 135 ft (41 m) long galley was constructed at the mouth of the Lort Burn in Newcastle, as part of a twenty-ship order from the king. The ship cost £205, and is the earliest record of shipbuilding in Newcastle. However the rise of the Tyne as a shipbuilding area was due to the need for collier brigs for the coal export trade. These wooden sailing ships were usually built locally, establishing local expertise in building ships. As ships changed from wood to steel, and from sail to steam, the local shipbuilding industry changed to build the new ships. Although shipbuilding was carried out up and down both sides of the river, the two main areas for building ships in Newcastle were Elswick, to the west, and Walker, to the east. By 1800 Tyneside was the third largest producer of ships in Britain. Unfortunately, after the Second World War, lack of modernisation and competition from abroad gradually caused the local industry to decline and die.
Armaments
In 1847 William Armstrong established a huge factory in Elswick, west of Newcastle. This was initially used to produce hydraulic cranes but subsequently began also to produce guns for both the army and the navy. After the Swing Bridge was built in 1876 allowing ships to pass up river, warships could have their armaments fitted alongside the Elswick works. Armstrong's company took over its industrial rival, Joseph Whitworth of Manchester in 1897.
Steam turbines
Charles Algernon Parsons invented the steam turbine and, in 1889, founded his own company C. A. Parsons and Company in Heaton, Newcastle to make steam turbines. Shortly after this, he realised that steam turbines could be used to propel ships and, in 1897, he founded a second company, Parsons Marine Steam Turbine Company in Wallsend. It is there that he designed and manufactured Turbinia. Parsons turbines were initially used in warships but soon came to be used in merchant and passenger vessels, including the liner Mauretania which held the blue riband for the Atlantic crossing until 1929. Parsons' company in Heaton began to make turbo-generators for power stations and supplied power stations all over the world. The Heaton works, reduced in size, remains as part of the Siemens AG industrial giant.
Pottery
In 1762 the Maling pottery was founded in Sunderland by French Huguenots, but transferred to Newcastle in 1817. A factory was built in the Ouseburn area of the city. The factory was rebuilt twice, finally occupying a 14-acre (57,000 m2) site that was claimed to be the biggest pottery in the world and which had its own railway station. The pottery pioneered use of machines in making potteries as opposed to hand production. In the 1890s the company went up-market and employed in-house designers. The period up to the Second World War was the most profitable with a constant stream of new designs being introduced. However, after the war, production gradually declined and the company closed in 1963.
Expansion of the city
Newcastle was one of the boroughs reformed by the Municipal Corporations Act 1835: the reformed municipal borough included the parishes of Byker, Elswick, Heaton, Jesmond, Newcastle All Saints, Newcastle St Andrew, Newcastle St John, Newcastle St Nicholas, and Westgate. The urban districts of Benwell and Fenham and Walker were added in 1904. In 1935, Newcastle gained Kenton and parts of the parishes of West Brunton, East Denton, Fawdon, Longbenton. The most recent expansion in Newcastle's boundaries took place under the Local Government Act 1972 on 1 April 1974, when Newcastle became a metropolitan borough, also including the urban districts of Gosforth and Newburn, and the parishes of Brunswick, Dinnington, Hazlerigg, North Gosforth and Woolsington from the Castle Ward Rural District, and the village of Westerhope.
Meanwhile Northumberland County Council was formed under the Local Government Act 1888 and benefited from a dedicated meeting place when County Hall was completed in the Castle Garth area of Newcastle in 1910. Following the Local Government Act 1972 County Hall relocated to Morpeth in April 1981.
Twentieth century
In 1925 work began on a new high-level road bridge to span the Tyne Gorge between Newcastle and Gateshead. The capacity of the existing High-Level Bridge and Swing Bridge were being strained to the limit, and an additional bridge had been discussed for a long time. The contract was awarded to the Dorman Long Company and the bridge was finally opened by King George V in 1928. The road deck was 84 feet (26 m) above the river and was supported by a 531 feet (162 m) steel arch. The new Tyne Bridge quickly became a symbol for Newcastle and Tyneside, and remains so today.
During the Second World War, Newcastle was largely spared the horrors inflicted upon other British cities bombed during the Blitz. Although the armaments factories and shipyards along the River Tyne were targeted by the Luftwaffe, they largely escaped unscathed. Manors goods yard and railway terminal, to the east of the city centre, and the suburbs of Jesmond and Heaton suffered bombing during 1941. There were 141 deaths and 587 injuries, a relatively small figure compared to the casualties in other industrial centres of Britain.
In 1963 the city gained its own university, the University of Newcastle upon Tyne, by act of parliament. A School of Medicine and Surgery had been established in Newcastle in 1834. This eventually developed into a college of medicine attached to Durham University. A college of physical science was also founded and became Armstrong College in 1904. In 1934 the two colleges merged to become King's College, Durham. This remained as part of Durham University until the new university was created in 1963. In 1992 the city gained its second university when Newcastle Polytechnic was granted university status as Northumbria University.
Newcastle City Council moved to the new Newcastle Civic Centre in 1968.
As heavy industries declined in the second half of the 20th century, large sections of the city centre were demolished along with many areas of slum housing. The leading political figure in the city during the 1960s was T. Dan Smith who oversaw a massive building programme of highrise housing estates and authorised the demolition of a quarter of the Georgian Grainger Town to make way for Eldon Square Shopping Centre. Smith's control in Newcastle collapsed when it was exposed that he had used public contracts to advantage himself and his business associates and for a time Newcastle became a byword for civic corruption as depicted in the films Get Carter and Stormy Monday and in the television series Our Friends in the North. However, much of the historic Grainger Town area survived and was, for the most part, fully restored in the late 1990s. Northumberland Street, initially the A1, was gradually closed to traffic from the 1970s and completely pedestrianised by 1998.
In 1978 a new rapid transport system, the Metro, was built, linking the Tyneside area. The system opened in August 1980. A new bridge was built to carry the Metro across the river between Gateshead and Newcastle. This was the Queen Elizabeth II Bridge, commonly known as the Metro Bridge. Eventually the Metro system was extended to reach Newcastle Airport in 1991, and in 2002 the Metro system was extended to the nearby city of Sunderland.
As the 20th century progressed, trade on the Newcastle and Gateshead quaysides gradually declined, until by the 1980s both sides of the river were looking rather derelict. Shipping company offices had closed along with offices of firms related to shipping. There were also derelict warehouses lining the riverbank. Local government produced a master plan to re-develop the Newcastle quayside and this was begun in the 1990s. New offices, restaurants, bars and residential accommodation were built and the area has changed in the space of a few years into a vibrant area, partially returning the focus of Newcastle to the riverside, where it was in medieval times.
The Gateshead Millennium Bridge, a foot and cycle bridge, 26 feet (7.9 m) wide and 413 feet (126 m) long, was completed in 2001. The road deck is in the form of a curve and is supported by a steel arch. To allow ships to pass, the whole structure, both arch and road-deck, rotates on huge bearings at either end so that the road deck is lifted. The bridge can be said to open and shut like a human eye. It is an important addition to the re-developed quayside area, providing a vital link between the Newcastle and Gateshead quaysides.
Recent developments
Today the city is a vibrant centre for office and retail employment, but just a short distance away there are impoverished inner-city housing estates, in areas originally built to provide affordable housing for employees of the shipyards and other heavy industries that lined the River Tyne. In the 2010s Newcastle City Council began implementing plans to regenerate these depressed areas, such as those along the Ouseburn Valley.
"The secret of happiness, you see, is not found in seeking more, but in developing the capacity to enjoy less." ~ Socrates
Accidentally shot TMAX100 at 100 & 400 on same roll. Developed in caffenol stand developer for 70 min.
Used Imagefrugals/reinhold recipe.
Grain is so fine it is almost undetectable.
Barnard Castle is a well-documented example of a ringwork which developed into a shell keep. It is one of the largest castles in the north of England and its importance lies not only in the good state of preservation of its standing remains but also in the wide range of ancillary features which survive as buried features within its four wards. Equally important are its associations with the Balliols and the Earls of Warwick, the former being one of the most important families in Scottish medieval history and the latter in later medieval English history.
The monument is situated on a cliff above the River Tees and includes an early 12th century ringwork, a 12th to 14th century shell keep castle with four wards or enclosures, a chapel and a dovecote. Formerly, an outer ditch enclosed the east side of the castle between the curtain wall and the Horse Market. Although the remains of this ditch will survive beneath later urban development, it is not included in the scheduling as the extent of the remains is not sufficiently understood. A series of partial excavations carried out within the later castle walls between 1974 and 1982 has shown that the earliest fortification dates to between c.1109 and 1125. It was constructed overlooking the river where the cliff turned eastwards into the mouth of a gully. A ditch was quarried in an arc from the north cliff to the west cliff, enclosing a roughly circular area with a diameter of c.50m. The upcast from the ditch was used to create a rampart along the inside of the ditch and this, together with the cliff edge, was surmounted by a timber palisade. Within this ringwork the remains of wooden outbuildings and a large timber hall have been found beneath the floors of later stone buildings. Access to the interior was via a bridge across the ditch which led through a timber gatehouse located at the junction of the ditch with the west cliff. This gatehouse was soon afterwards rebuilt in stone and was the earliest stone building of the castle. The main period of reconstruction came in two phases between c.1125 and 1170. During the first phase, 1125-1140, the ringwork was strengthened by the excavation of the Great Ditch, a substantial rock-cut feature along the line of the earlier ditch, and the palisade was replaced by a multi-angular curtain wall with a wall walk and an interval tower along the east side. The original entrance was blocked and a new entrance was built alongside it at the head of a wooden bridge across the Great Ditch. The stone gatehouse became incorporated into the larger Headlam Tower and a small rectangular keep was built at the north east angle of the enclosure. In addition, the rampart was widened to create a site for timber buildings along the inside of the east and south curtain. The resultant shell keep, occupying the site of the original ringwork, formed the Inner Ward of the castle. To the south and east were three more wards which originated at the same time as the ringwork though they were not fortified in stone until the second phase of rebuilding between 1140 and 1170. The smallest of these was the Middle Ward, situated south of the Inner Ward with the Great Ditch forming its north side and walls enclosing it on the south, west and east sides. The walls here have been heavily robbed but it is clear that this enclosure acted as a barbican or fortified entry for the Inner Ward. It controlled access to the Inner Ward by means of a gate beneath the Constable Tower, a three storey gate-tower on the south side of the Middle Ward. Little of the Constable Tower remains standing, but its foundations and those of other buildings, located by excavation in the south east corner of the ward, survive as buried remains. The approach to the gate was from the Outer Ward which lay to the south and was the largest of the four wards with an area of c.1.5ha. It was enclosed by a curtain wall on the south, west and east sides, and also by the outer ditch which lay outside the east curtain. On the north side another ditch ran from west to east, below the cross-curtain wall that separated the Outer Ward from the Middle and Town Wards and effectively divided the castle in two. The main route into the castle ran parallel with this ditch before turning north to pass beneath the Constable Tower. The Outer Ward has not been excavated but documentary evidence indicates that a chapel dedicated to St Margaret had been built on the east side by the mid-12th century and bestowed on St Mary's Abbey, York. The remains of this chapel survive incorporated into a later stable. Further remains which survive as buried features beneath the buildings, paddocks, yards and gardens that now occupy the Outer Ward, are the farm buildings belonging to the castle and the gate-tower in the east curtain which controlled the approach from the town. The fourth ward was the Town Ward, located in the north east quarter of the castle and enclosed on the north side by the outer curtain. On the east side it was bounded by the curtain and the outer ditch, on the south side by a cross-curtain wall and, on the west side, by the Great Ditch. Excavations inside the Town Ward have uncovered a number of buildings set against the curtain wall round at least one cobbled courtyard containing a pond and a well. Other buildings and yards occupied the open interior and also the wide bank extending round the inside of the walls. Incorporated into the curtain wall were at least three towers and also a postern or pedestrian gate, located in the east curtain. The east curtain does not survive well round the Town Ward, having in places been replaced by a modern wall. Towards the north angle, however, it survives sufficiently well to illustrate a typical defensive feature of the castle: arrow loops set inside recessed arches. In addition, it includes the remains of Brackenbury Tower, a large rectangular structure of two storeys which projects slightly beyond the wall. The upper storey contained a fireplace, two garderobes or privies, and a window with seats converted from one of three recessed arrow loops. Beneath was a barrel-vaulted basement which also contained a fireplace, a garderobe and cupboards. The arrangements on both floors indicate that the tower had a domestic or administrative function. The curtain wall round the north side of the Town Ward is unusual in that it is too narrow to have carried the usual wall walk. It also contains many nesting boxes for pigeons or doves. Included within it is the north gate, a two storey tower with a chamber above the gate passage and rooms flanking it. Though both ground floor rooms contain fireplaces, that to the right is less elaborate and would have been the guardroom while that to the left opened onto the ward and probably also had an administrative function. The third tower of the Town Ward is a small square structure in the north curtain, adjacent to the Great Ditch. It is known as the Dovecote Tower because the interior, from top to bottom, consists of tiers of nesting boxes. In construction the tower dates, like the rest of the ward, to the later 12th century but, before it was a dovecote, it may have had another function connected with a doorway which now opens into mid-air. The doorway led into another building set against the curtain wall, but nothing of this structure survives above ground. As yet, its buried remains have not been excavated, and so its function and relationship to the Dovecote Tower cannot yet be determined. Between 1170 and 1185, following the second building phase, there was a third period of reconstruction carried out only in the Inner Ward. The timber hall was rebuilt in stone and was connected to the gate-tower by a wall behind which lay kitchens and other ancillary buildings. The keep in the north east angle was replaced by the three-storey Round Tower which had both a military and a domestic function, and, between the tower and the new hall was built the Great Chamber: a three-storey residence for the lords of Barnard Castle. The wall round the Inner Ward was strengthened by the addition of the Postern Tower and the Prison Tower, the latter replacing the earlier projecting tower. A bakehouse was also constructed against the curtain. Following this, there were no further alterations until the 14th century when the hall and service buildings were rebuilt and enlarged by the addition of the Mortham Tower, and the access into the Inner Ward was changed to make it more secure. This was achieved by relocating the bridge over the Great Ditch, so that it now ran alongside the west curtain, and by building a demi-bastion, or semicircular tower, which extended from the original Headlam Tower to the edge of the ditch. The route from the bridge was then walled off so that the way into the Inner Ward was completely covered by the new defences even before it reached the gate under the demi-bastion. Also at this time, a portcullis was inserted into the curtain wall at the bottom of the Great Ditch so that the bridge over the Tees could be protected from the castle. During this period the Outer Ward went out of use and at least one building in the Town Ward was demolished. A wet moat was dug alongside the east wall of the Middle Ward and a tower was built to overlook the moat and protect the drawbridge across it. In this way, the castle was made smaller and more defensible, cheaper to run and also more comfortable for its residents. For the next hundred years no further changes were made, and then modifications were only of a minor and domestic kind, including the insertion of an oriel window into the Great Chamber and the addition of a turret onto the Mortham Tower. The first castle was built by Guy de Balliol to be the caput or chief centre of his estates in the north of England. At that time the site was defended not only by the cliffs alongside the Tees but by a steep gully to the north. This gully has since been infilled but, in the 12th century, it still carried the old Roman road between Bowes and Binchester, and the castle commanded the point where this road forded the river. Guy was succeeded by his nephew Barnard de Balliol who, together with his second son, also called Barnard, was responsible for the reconstruction of the castle and the creation of the borough which bears their name. Throughout the next hundred years, the Balliols grew in power and importance until, in 1290, John Balliol defeated the claim of Robert de Brus and became King of Scotland. In his bid for the Scottish throne, however, he had been dependent on the support of Edward I and, in the war which followed his subsequent refusal to do homage to the English king, he rapidly lost power, was taken prisoner by the English, and lost all his estates save the family lands in Picardy. Meanwhile, Barnard Castle was seized by Anthony Bek, Bishop of Durham, in response to a long-standing claim that the bishops had rights over the estates which included the castle. Edward I tolerated this for a time but, in 1306, confiscated the lordship of Barnard Castle and granted it in 1307 to Guy de Beauchamp, Earl of Warwick. From being a home and a stronghold, the castle became merely a source of revenue, and, though it was kept on a war-footing due to the ever-present threat from Scotland, the Beauchamps rarely visited it despite the domestic improvement carried out during their period of lordship. In 1445 the Nevilles succeeded to the Earldom of Warwick and, with the death of Richard Neville at the Battle of Barnet in 1471, the castle passed to Richard, Duke of Gloucester who in 1481 became King Richard III. Richard planned to found an ecclesiastical college within the castle, but these plans had not been realised by the time of his death in 1485.
Throughout the 15th and 16th centuries the castle gradually fell into disrepair, as illustrated by surveys done at the time. In 1569 it enjoyed a brief period of importance during the so-called Rising of the North when the Earls of Westmorland and Northumberland, together with the Scropes and Dacres, moved to release Mary, Queen of Scots from Castle Bolton, place her on the throne of England and restore the country to Catholicism. Their rebellion failed, in part due to the time bought by Sir George Bowes, a loyal supporter of Elizabeth I, who moved to Barnard Castle and managed to withstand a ten-day siege before surrendering the castle, thus giving the Earl of Sussex time to muster an army in support of the queen. Following this, the castle and its estate were rented out by the Crown to various tenants, including the Bowes family, until 1603 when James I granted it to Robert Carr, together with the lordship of Raby. By 1630, both Barnard Castle and Raby were in the possession of Sir Henry Vane who proceeded to dismantle the former to provide building material for his improvements to the latter. Since 1952, by a number of Deeds of Gift, the Inner, Middle and Town Wards have been brought into State care. The ruins are also a Grade I Listed Building. (Scheduling Report)
ILRI's Siboniso Moyo with a copy of The Role of Livestock in Developing Countries book that was launched in South Africa in November 2010 (photo credit: ILRI).
Picture of my dog Ted.
Part of a test strip which was stand developed for 1 hour in a xtol and rodinal mix.
I developed some expired kodak 400tx (2010) in Rodinal 1:50 at 20c. I agitated once 3 mins for the first 20 mins and let it stand for further 30 mins. So 50 mins in total. From the negative I can see the exposure and develop time is about right.
HOWEVER, there's a layer of frost on the emulsion side. The scanned images appear all have such brain like pattern which makes me sick.
Anyway, is there any reason why it happened? is it caused by the film or my developing or both?
Such a shame, I liked a few pictures from this batch.
i am soon going to have a little happiness reponsable as my skin needs water i do set me out oceans move waves sea is salty water gives a burn slow pain go get a towel
The Folland Gnat was a small, swept-wing British subsonic jet trainer and light fighter aircraft developed by Folland Aircraft for the Royal Air Force, and flown extensively by the Indian Air Force.
The Gnat was designed by W.E.W. Petter as a development of the private venture Folland Midge, and first flew in 1955. Its design allowed its construction without specialised tools by countries not highly industrialised. Although never used as a fighter by the Royal Air Force (RAF), the Gnat T.1 trainer variant was widely used. The Gnat became well known as the aircraft of the RAF's Red Arrows aerobatic team.
The Gnat was exported to Finland, Yugoslavia and India. The Indian Air Force became the largest operator and eventually manufactured the aircraft under licence. India then developed the HAL Ajeet, a modified and improved variant.
It is a matter of huge pride that the #SAD led Government of Punjab has played a pivotal role in setting up of Indian School of Business (ISB) campus in Mohali. With Punjabi youth aiming for the world, we will surely bring more such world-class education institutions in Punjab in times to come.
#ShiromaniAkaliDal #ProudtobeAkali #SADDelivered #SADCommittted #SADforPunjab #SukhbirSinghBadal #ISBMohali
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The "Entwicklung" tank series (= "development"), more commonly known as the E-Series, was a late-World War II attempt by Germany to produce a standardized series of tank designs. There were to be six standard designs in different weight classes, from which several specialized variants were to be developed. This intended to reverse the trend of extremely complex tank designs that had resulted in poor production rates and mechanical unreliability.
The E-series designs were simpler, cheaper to produce and more efficient than their predecessors; however, their design offered only modest improvements in armor and firepower over the designs they were intended to replace, such as the Jagdpanzer 38(t), Panther Ausf. G or Tiger II. However, the resulting high degree of standardization of German armored vehicles would also have made logistics and maintenance easier. Indeed, nearly all E-series vehicles — up through and including the E-75 — were intended to use what were essentially the Tiger II's 80 cm (31½ in) diameter, steel-rimmed road wheels for their suspension, meant to overlap each other (as on the later production Tiger I-E and Panther designs that also used them), even though in a highly simplified fashion. For instance, while the E-50/75’s running gear resembled outwardly the Tiger II’s, the latter’s torsion bar suspension, which necessitated a complex hull with many openings, was replaced by very compact conical spring coil packages that each held a pair of interleaved road wheels – with the benefit that all suspension elements remained outside of the hull. This considerably simplified production and saved time as well as scarce material.
Focus of initial chassis and combat vehicle development was the E-50/75 Standardpanzer, designed by Adler. These were two mostly identical vehicles and only differed in armor thickness, overall weight and running gear design to cope with the different weights. While the E-50 was the standardized replacement for the medium PzKpfw. V “Panther” and the last operational PzKpfw. VI “Tiger”, with an operational weight of around 50 tons, the E-75 was intended to become the standard heavy tank in the 70 ton class, as a replacement for the Tiger II battle tank and the Jagdtiger SPG. They were to share many components, including the same Maybach HL 234 engine with up to 900 hp output and the drivetrain, as well as running gear elements and almost all peripheral equipment. Both E-50 and E-75 were built on the same production lines for ease of manufacture.
This universal tank chassis would, beyond the primary use for battle tanks, also become the basis for a wide range of specialized support vehicles like self-propelled artillery, assault guns, tank hunters and anti-aircraft weapon carriers, which would gradually replace and standardize the great variety of former support vehicles, dramatically optimizing maintenance and logistics.
The E-50/75 SPAAG sub-family itself was quite diversified and comprised a wide range of vehicles that mainly carried different turrets with the respective weaponry as well as air space surveillance, targeting and command equipment. The range of armament included not only guns of various calibers for short, medium and long range in armored and mostly fully enclosed turrets, there were furthermore armored launch ramps for anti-aircraft missiles, including the guided “Rheintochter”, “Wasserfall” or “Enzian” SAMs as well as batteries with unguided “Taifun” anti-aircraft missiles.
Among this new vehicle family, the heaviest gun that was carried in a fully enclosed turret was the Rheinmetall 8.8 cm Flak 41. This was an improved version of the powerful pre-war 8.8 cm Flak 36/37 that was also developed into an anti-tank gun and became the main armament for Germany’s heavy battle tanks like the Tiger I: the 8.8 cm PaK 43 and KwK 43, respectively.
The 8.8 cm Flak 41 was a mobile field weapon on a new pedestal mounting that lowered its silhouette, and it used a longer barrel and a longer 88 mm cartridge with an increased propellant load. The shells had a weight of 9.4-kilogram (20 lb) and achieved a muzzle velocity of 1,000 m/s (3,280 ft/s), giving the gun an effective ceiling of 11,300 meters (37,100 ft) and a maximum of 14,700 meters (48,200 ft). The barrel initially consisted of three sections and had a length of 74 calibers but was then redesigned to a simpler dual-section barrel with a length of 72 calibers, for easier manufacture. Improvements in reloading raised the manual firing rate, with 20 to 25 rounds a minute being quoted. The Flak 41 could also be used against ground targets and was able to penetrate about 200 mm (7.9 inches) of armor at 1,000 m (3,280 feet), allowing it to defeat the armor of any contemporary tank from a relatively safe distance. Because of the high cost and complexity of this weapon, however, Rheinmetall manufactured relatively few of them, 556 in all. 399 were fielded, the rest went into SPAAG production.
The new pedestal mounting made it easy to adapt the weapon to a vehicle, so that this formidable weapon was immediately earmarked to be combined with a tank chassis to improve its mobility. Since an SPAAG would not need the massive frontal armor of a battle tank, the hull from the lighter E-50 was used (which still had a maximum armor thickness of 60mm at the front at 30°, which was effectively 120 mm vs. the E-75’s 185 mm), but instead of the E-50 MBT’s running gear with six steel wheels per side, the Flak 41 SPAAG used the heavier E-75’s running gear with eight wheels per side and wider tracks, effectively creating a hybrid E-50/75 chassis. This measure was taken to better distribute the vehicle’s overall weight and stabilize the it while moving and firing. In this form the new vehicle received the designation Sd.Kfz. 192/3, also known as “Einheits-Flakpanzer E-50 (88 mm)” or “E-50-41” for short.
The Flak 41 was integrated into Rheinmetall’s standardized SPAAG turret that could carry a wide range of automatic anti-aircraft weapons. It was a spacious, boxy design, optimized for maximum internal space than for effective armor protection, resulting in almost vertical side walls and a high silhouette. However, the level of armor was sufficient to protect the crew and the equipment inside from 20 mm gun shells – the typical armament of Allied fighter bombers of the time like the Hawker Typhoon and Tempest.
A heavy-duty hydraulic gun mount with a reinforced recoil system allowed an elevation of the Flak 41 between +83° and -3°. As a novel feature the weapon received a semi-automatic loading mechanism. This was the attempt to increase the gun’s excellent manual rate of fire even further, and it mimicked the magazine clips of the smaller 37 mm Flak 37 that contained seven rounds for short, continuous bursts of fire. A belt feed for truly continuous fire had been envisioned, but not possible with the long and heavy 88 mm rounds within the turret and chassis limits. A mechanical magazine solution, e. g. a drum with several rounds, was impossible, too. The most practical solution was a spiral-shaped magazine, driven by simple gravitation and directly attached to the Flak 41’s breech. This feeding could – beyond an initial round already in the barrel – hold up to three more rounds, and upon firing and expelling the empty case, a fresh round automatically fell into place. The rounds from the magazine could be fired in a fully automatic mode in a short burst with a rate of 50-55 RPM. The magazine itself had to be filled manually, though, and the gun could alternatively be fed directly, too, so that different types of ammunition could be prepared and the gunner could switch between them on short notice.
To accommodate the weapon’s longer ammunition (the Flak 41’s cartridge was 855 mm long) and a crew of four (commander, gunner and two loaders), the standard Rheinmetall Flak turret had to be extended at the rear. Anti-aircraft aiming was done visually, a stereoscopic rangefinder with a span of 200 cm (78¾ in) was integrated above the gun mount. A secondary ZF.20 scope for ground targets was available, too. Two more crewmen, the driver and a radio operator, sat in the hull in front of the turret, similar to the E-50/75 battle tank’s layout. The radio operator on the right side also acted as a third loader for the ammunition supply stored in the hull’s front.
Initially, no secondary defensive armament was provided since the new SPAAGs were to be operated in specialized anti-aircraft units, the so-called Fla-Züge, in which the SPAAGs’ protection would be taken over by supporting infantry and other dedicated vehicles. However, initial field experience quickly revealed this weak spot in the vehicle’s close-range defense: due to material and personnel shortages the Fla-Züge units could hardly be equipped with everything they needed to operate as planned, so that they were in most cases just an underserved mix of SPAAGs, occasionally augmented by a command vehicle and rarely with the protection these specialized vehicles needed. Most of the time the units’ vehicles had to operate independently and were therefore left to their own devices. As a solution, a commander cupola was soon added to the Sd. Kfz.192/3’s turret that not only improved the field of view around the vehicle to assess the tactical situation and detect approaching infantrymen that tried to attach mines or throw Molotov cocktails, it also featured a remote-controlled MG 42 that could be aimed and fired by the commander from the inside. However, to re-supply the ammunition, the cupola hatch had to be opened and someone had to leave the turret’s cover and manually insert a new box of rounds. Furthermore, a 100 mm grenade launcher, a so-called “Nahverteidigungswaffe”, was mounted into the opposite side of the turret roof, too. It fired SMi 35 leaping mines for close defense against approaching infantry. This made the cramped turret interior even more cluttered, but significantly improved the vehicle’s survivability, especially in a confined, urban combat environment. Updated vehicles reached the frontline units in late 1945 and were immediately thrown into service.
Despite being a powerful weapon, several operational problems with the Sd.Kfz. 192/3 became soon apparent. The complex Flak 41 and its feeding mechanism needed constant proper maintenance and service – otherwise it easily jammed. Spent shell casing also frequently jammed the gun. The high silhouette was an innate tactical problem, but this had already been accepted during the design phase of Rheinmetall’s SPAAG standard turret. However, the tall turret was the source of an additional conceptual weakness of the Sd.Kfz. 192/3: the sheer weight of the large turret with the heavy gun frequently caused imbalances that overstressed the turret bearing and its electric drive (which had been taken over from the E-50/75 battle tanks), resulting in a jammed turret — especially when either fully loaded or when the ammunition supply was depleted. Due to the large and heavy turret, the vehicle’s center of gravity was relatively high, too, so that its off-road handling was limited. Even on paved roads the early Sd.Kfz. 192/3s tended to porpoise in tight corners and upon braking. Stiffer coil springs, introduced during the running production and retrofitted through field kits to existing vehicles, countered this flaw, even though these kits were rare due to material shortages. Sometimes the harder coil springs were distributed between two vehicles, only replacing the suspension on the front and rear pair of wheels.
A different tactical problem was the limited ammunition supply for the Flak 41. While 57 rounds were sufficient for a comparable battle tank, the semi-automatic Flak 41‘s theoretical high rate of fire meant that the Sd.Kfz. 192/3 quickly depleted this supply and could only keep up fire and its position for a very limited period, or it had to save ammunition to a point that its deployment became pointless. After spending its ammunition, the vehicle had to retreat to a safe second line position to re-supply, and this was, due to the vehicle’s limited mobility, size and the heavy and bulky rounds, a risky undertaking and meant tedious manual labor with poor protection for the supply crews. The resulting supply logistics to keep the Sd.Kfz. 192/3 operational and effective were demanding.
Nevertheless, despite these shortcoming, the Sd.Kfz. 192/3 greatly improved the heavy Flak units’ mobility and firepower, and the weapon’s effectiveness was high against both air and ground targets. Until mid-1946, a total of around forty Sd.Kfz. 192/3 were built and put into service, primarily with units that defended vital production sites in Western Germany and Saxonia.
At the time of the Sd.Kfz. 192/3’s introduction, anti-aircraft aiming was already augmented by mobile radar systems like the “Würzburg” device or special command vehicles like the Sd.Kfz. 282 “Basilisk” which combined an autonomous radar system with a powerful visual rangefinder and an integrated analogue range calculator, the Kommandogerät 40. However, fire control development had continued, and at least one Sd.Kfz. 192/3 was used in late 1946 during trials to fully automatize gun aiming and firing remotely through electric drives through “slaving” a turret to an external director. This was a modified Sd.Kfz. 282/1 that successfully controlled the Sd.Kfz. 192/3 via cable from an elevated location 50 m away from the SPAAG’s firing position. The objective of these trials was to connect several anti-aircraft weapons to a single command unit with improved sensors and high accuracy under any weather condition for concentrated and more effective fire and an improved first shot hit probability.
Specifications:
Crew: Sixe (commander, gunner, two loaders, radio operator, driver)
Weight: 64 tonnes (71 short tons)
Length: 7.27 m (23 ft 10 ¾ in) (hull only)
9.57 m (31 ft 4 ½ in) with gun forward
Width: 3.88 m (12 ft 9 in)
Height 3.46 m (11 ft 4 in)
3.81 m (12 ft 6 in) with commander cupola
Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)
Suspension: Conical spring
Fuel capacity: 720 liters (160 imp gal; 190 US gal)
Armor:
30 – 60 mm (1.2 – 2.4 in)
Performance:
Speed
- Maximum, road: 44 km/h (27.3 mph)
- Sustained, road: 38 km/h (24 mph)
- Cross country: 15 to 20 km/h (9.3 to 12.4 mph)
Operational range: 160 km (99 miles)
Power/weight: 14 PS/tonne (12.5 hp/ton)
Engine:
V-12 Maybach HL 234 gasoline engine with 900 PS (885 hp/650 kW)
Transmission:
ZF AK 7-200 with 7 forward 1 reverse gears
Armament:
1× 8,8 cm Flak 41 L/72 anti-aircraft cannon with 57 rounds in turret and hull
1× 7.92 mm Maschinengewehr 42 with 2.400 rounds, remote-controlled on the commander cupola
The kit and its assembly:
This fictional German SPAAG never existed, not even on the drawing boards. But I wondered, after ModelCollect had released an E-100 SPAAG with a twin 88mm gun some years ago, why there was no lighter vehicle with the powerful 88 mm Flak in a closed turret? There were plans to mount this weapon onto a tracked chassis in real life, but it would have been only lightly armored. Then I recently came across a whiffy aftermarket resin turret with a single 88 mm Flak, based on the Tiger II’s Porsche turret, and I liked the idea – even though the rather MBT-esque aftermarket turret looked rather dubious and too small for my taste – esp. the potential angle of the AA weapon appeared insufficient. From this basis the idea was born to create a personal interpretation of a Flak 41 in a fully enclosed turret on a tank chassis.
The basis became the Trumpeter 1:72 E-75 kit of the twin 55 mm Flak with its boxy turret. While I initially considered a totally different turret shape, I eventually settled on a generic design that would have been used for a variety of weapons. This appeared more realistic to me and so I stuck to the Rheinmetall AA turret. However, due to the heavy weapon its certainly massive mount and bulky recoil system as well as the long rounds and a crew of four, I decided to enlarge the Rheinmetall turret. The turret was cut into a front and rear half and an 8 mm wide plug, made from 1.5 mm styrene sheet, was implanted and PSRed. To keep the turret rotatable, the rear extension had to be raised, so that the “oriel” could move over the air intake fairings on the engine cover.
Due to the longer roof, some details were modified there. The most obvious addition is a commander cupola on the left, taken from an early Panzer IV, together with a MG 42 and a small shield on a swing arm, inspired by the remote-controlled installation on some Jagdpanzer 38(t) Hetzer. A stereoscopic rangefinder was added to the turret flanks and a periscope added to one of the loader’s hatches. A cover for a ventilator was added on the right side of the roof, together with a cover for a vertical grenade launcher underneath.
Using the original turret as base, the model’s movable mount for the twin 55 mm guns was retained and the rear extension would also become a good visual balance for the new main weapon. The armor at barrels’ base was cut off and a 1:72 Flak 41, taken from a Zvezda field gun kit, was glued to it, together with parts of the field gun’s recoil system and styrene bits to blend the new gun into the rest of the turret.
The E-75 chassis was taken OOB, since it would be a standardized vehicle basis. Outwardly the hull did not bear recognizable differences to the lighter E-50, which it is supposed to represent, just with more wheels to better cope with the bulky and heavy new turret.
Thankfully, this Trumpeter kit’s vinyl tracks were molded in black – sometimes they come in a sandy beige, and it’s a PITA to paint them! As another bonus, Trumpeter’s running gear on the 1:72 E-50/75 model is of a more sturdy and simpler construction than the one on the alternative ModelCollect kit(s), making the assembly and esp. the mounting of the tracks much easier. The Trumpeter kit is simpler than the comparable ModelCollect models with the E-50/75 basis, but the result is visually quite similar.
Painting and markings:
The paint scheme uses once more typical German late WWII "Hinterhalt" camouflage colors, namely Dark Yellow, Olive Green and Red Brown. This time, however, to adapt the livery to the boxy hull and the huge turret, the pattern ended up as a kind of a splinter scheme – inspired by a real Panzer V Panther from the Eastern Front in 1943.
The basic colors became Humbrol 57 (Buff) for the RAL 7028 Dunkelgelb, in this case as a rather pale (stretched?) shade, plus large areas of brown (RAL 8017, I used this time Humbrol 98 for a darker and less reddish shade) and Humbrol 86 for the green (RAL 6003), which appears quite pale in contrast to the dark brown. The camouflage was applied over an overall coat of sand brown as a primer coat, with the intention of letting this uniform basis shine through here and there. The distribution of the darker colors is quite unique, concentrating the brown on the vehicle’s edges and the green only to the flanks of hull and turret. However, the pattern works well on the huge E-50/75, and I can imagine that it might have worked well in an urban environment, breaking up the tank’s outlines.
As a match for the upper hull the wheels were painted uniformly in the same standard colors –without any pattern, because this would be very eye-catching while on the move. The many delicate tools on the tank’s hull are molded, and instead of trying to paint them I tried something else: I rubbed over them with graphite, and this worked very well, leaving them with a dark metallic shine. Just some wooden handles were then painted with a reddish brown.
Decals/marking came next, everything was procured from the scrap box. The Balkenkreuze came from a Hasegawa Sd.Kfz. 234/2 “Puma”, the tactical code from a TL-Modellbau sheet and the small unit badges on front and back from an UM Models Bergehetzer. A dry brushing treatment with light grey followed, highlighting surface details and edges, and after painting some details and adding some rust marks with watercolors followed a coat of matt varnish.
The tracks were painted with a cloudy mix of dark grey, red brown and iron acrylic paints, and mounted after hull and running gear had been assembled. The antennae, made from heated spure material, were mounted to the turret and, finally, the tank’s lower areas were dusted with a greyish-brown mineral pigment mix, simulating dust and mud residue.
This project was realized in just two days, made easy through the Trumpeter kit’s simple construction. Most work went into the extended turret and the different main weapon, but all parts mostly fell into place – and the result looks IMHO quite believable. In fact, the E-50/75 with a Flak 41 reminds a bit of the Italian Otomatic 76 mm SPAAG from the late Eighties?
Developed to introduce all new manufacturers/suppliers never before seen at the SHOT Show, the overwhelmingly popular NEXT Pavilion continues in 2018. With more than 100 exhibiting companies, the NEXT Pavilion is an excellent opportunity to discover new potential equipment.
The recent rise in sovereign debt vulnerabilities in many developing countries merits attention, especially in the context of a new creditor landscape and rising shares of domestic, non-concessional and collateralized debts. Key policy questions include: How can sovereigns increase their resilience to exogenous shocks? Can state-contingent debt help? What role can official and private creditors play in preventing and resolving unsustainable debt situations?
Cats drool...
The Staffordshire Bull Terrier.
Pentax ME Super camera
SMC Pentax-M 50mm f/1.7 lens
Ilford HP5 Plus 35mm film
Developed in ID11
2ТЭ121 mainline diesel-electric locomotoves were developed in mid 1970s as more powerfull model followed 2TE116 having two 3000 hp diesels. It traditionally composed of two sections but have many progressive elements as frame support of traction motors, the load-bearing body with new 4000 hp / 2942 kW diesel 2В-5Д49 (16ЧН26/23), increased wheel size (1250 mm) and high wheel loading (up to 27 t). Unfortunately it remained low-production (only 80 for 1978-1992) and after USSR breakage Ukrainian plant VZOR (renamed to Luhansk Locomotive Works) continued to develop the series 2TE116, which in the last, the UD model received 4000 hp diesel engine of American manufacture.
2TE121 mainly operated on the Northern Railway of Russia and Donetsk Railway of Ukraine. After the collapse of the USSR, repair of diesel locomotives available in Russia was difficult, and they were not needed in Ukraine, where they were massively decommissioned by 1994-95. In Russia some of them continued to operate on the Oktyabrskaya railroad until 2010, the last one was decommissioned in 2014.
Foggy field in December, Mazovia, Poland. Vintage Mamiya Press with Mamiya-Sekor 90/3.5, 6x7 film back and Kodak 400 TMY2 developed with Kodak T-max kit. Scan by Epson V600.
Minolta Weathermatic-A 110 Waterproof Camera
26mm f3.5 Lens
Lomography Color Tiger 200
Developed by The Darkroom - Enhanced Scan
Developing a novel way of mapping coral reefs with laser and underwater photography.
Harbour School x MakerBay
Ths.edu.hk
MakerBay.org
darkroom developed 35mm
check out the color edited version on deviantart (its pretty rad)
www.deviantart.com/deviation/44736954/
original on deviantart