Wasserverdrängung.

-

Beste Ansicht in der Originalgrösse/best view in large size.

-

(explore).

Ich danke meinen flickr Freunden / Thanks all my flickr friends.

The 360'11 / 110m Custom motor yacht motor yacht 'Anna' was built by Feadship in Netherlands at their Makkum shipyard , she was delivered to her owner in 2018. The yacht's interior has been designed by Michael Leach.

ACCOMMODATION

Anna's interior configuration has been designed to comfortably accommodate up to 18 guests overnight in 9 cabins, comprising a master suite, 2 VIP staterooms, 2 double cabins, 2 twin cabins and 2 pullman beds. She is also capable of carrying up to 36 crew onboard to ensure a relaxed luxury yacht experience.

CONSTRUCTION & DIMENSIONS

Anna features a full displacement steel hull and aluminium superstructure, with teak decks. She was built to Lloyds Register classification society rules.

This luxury yacht is also fitted with 'zero speed stabilizers' which work at anchor, increasing on-board comfort when the yacht is stationary, particularly in rough waters.

PERFORMANCE

She can carry around 422,000 of diesel on-board in her fuel tanks. Her water tanks store around 97,000 of fresh water.

AMENITIES

Air Conditioning, At Anchor Stabilizers, Beach Club, Helipad, Jacuzzi (on deck), Elevator / Lift, Swimming Pool, Tender Garage, Barbeque, Bathing Platform, Underwater Lights

berlin anhalterbahnhof

comments would be much appreciated.

PACCAR MX Engines

The PACCAR MX is a 12.9 liter displacement, in-line 6 cylinder design with 4 valves per cylinder. It features a low cam block design, which results in a compact lightweight block. The PACCAR MX offers 380 to 485 horsepower and peak torque at a stout 1,750 foot pounds for the multi torque 430hp.

PACCAR MX Engine Specification HP Torque (lb-ft)

Technical Specifications 380 1450

Displacement 12.9L 405 1450

Bore x Stroke (mm) 130x162 430 1550 / 1750

Governed Speed 2200 rpm 455 1650 B10

Design Life 1.0 M Miles 485 1650

Dry Weight 2,640 lbs.

Engine Displacement

There’s No Replacement for Displacement – Select the proper displacement

You need to understand that a customer coming out of an ISX15 equipped truck with a performance spec will have certain expectations about truck performance. Simply dropping a 13 liter block into the same application and same drivetrain can be a recipe for disappointment.

ISX15 (or any 15L) customers need to understand the differences in driving and operating of the PACCAR MX (or any other 13L). Vehicle startability and peak torque/horsepower capability are the two big differentiators between these products.

MHC Kenworth and MHC Truck Source https://mhc-trucks.com

Paccar Engines

Call 816-517-3333 or 816-912-5813

Email: sean.barnett@mhc.com

Startability

Torque at clutch engagement is a function of the engine family displacement. This applies all the way from the medium duty up through our heavy duty engines. The PACCAR MX offers up to 935 ft-lbs at clutch engagement for starting the load, while the ISX15 offers up to 1000 ft-lbs. This is the first feature which effects startability. Proper gearing and sufficient overall reduction in the drivetrain components can minimize the differences between blocks with different starting torque. More torque at engagement provides greater flexibility with large loads and steep grades. With appropriate transmission and rear axle gearing, vehicle launch events and driveability can be appropriately matched to customer expectations.

Keep in mind that maximum torque at clutch engagement represents the full fuel capability of the block. In normal driving, only a portion of this capability will typically be used to get a loaded vehicle started.

Peak Torque/Horsepower

Mechanical and thermal efficiency (load vs. power/displacement) becomes a consideration in high load cases (high GCW and /or steep grades). Peak horsepower determines how fast a truck can climb a particular grade. Peak torque (and the shape of the torque curve) determines the range of engine speeds where the truck can be operated without having to shift.

A larger displacement engine can produce equivalent mechanical output to a smaller displacement engine with less turbo boost, less pumping losses, and lower cylinder pressures. A smaller displacement block will be operating at a higher percentage of its maximum capability to produce the equivalent output for high demand applications as compared to the bigger displacement block. A larger block operating at a reduced power factor will typically be more durable and may potentially be more efficient in a high-demand application. Keep this in mind when interviewing your customer. Maximum approved GCW for the PACCAR MX engine is 140,000 lbs. for the reasons listed above.

In applications where continuous operation at high horsepower is not required (for example most 80,000 lbs. linehaul applications), a smaller displacement block can provide a lighter, less bulky power plant that may offer improved life-cycle costs in comparison to its large-displacement counterpart. It will provide plenty of torque and horsepower for typical road conditions, and will only be operating at peak torque or horsepower a small part of the time.

Select the right-sized block for the intended application. Heavier loads and extended operations on steep grades are more suitably served by a larger displacement engine.

Torque Curves

The PACCAR MX engine offers very desirable torque curves. The flat torque curves provide a wide operating RPM band for increased fuel economy and enhanced driveability. The PACCAR MX provides maximum available torque from 1100 RPM all the way up to the point of peak power output. Peak power output is then available from that point up to 1900 RPM, at which point both torque and horsepower fall off as the engine approaches governed RPM.

The wide RPM band where peak torque is available greatly enhances the driveability of the engine and allows the driver to pull the engine speed down as low as needed to minimize shifts.

MHC Kenworth and MHC Truck Source https://mhc-trucks.com

Paccar Engines

Call 816-517-3333 or 816-912-5813

Email: sean.barnett@mhc.com

Multi-Torque Engine Rating

The multi-torque rating offers additional torque while operating in the top gears of the transmission. This torque enhancement can allow the operator to hold a gear longer on a grade and avoid shifting, possibly to a less efficient operating point for the engine. The multi-torque engine works best on rolling hills (slight grades) where the driver can stay in the top two gears and utilize the extra torque.

The multi-torque rating is not recommended for most mountain routes. When the driver drops below the top two gears, torque drops to 1550 ft-lbs, which can force more shifts and longer times on the grade, potentially impacting fuel economy.

• The upper torque limit is only available in the top 2 gears.

• The higher torque limit is only available below 1350-1400 RPM.

• The goal is to encourage driving in the engine sweet spot.

Fuel Economy

There is not one single thing you can do to maximize your fuel economy, just as there is not one single thing you can do to guarantee success in the trucking business.

Fuel economy is the energy efficiency of a particular vehicle, and is given as a ratio of distance traveled per unit of fuel consumed

Every bit of energy produced or used by a truck comes from the fuel in the tank. The heat of the engine, the headlights, the A/C, the instrument lights are the result of converting diesel fuel into energy.

• Fuel Economy = Distance Traveled/Unit of fuel consumed (miles/gallon)

• Largest consumers of fuel: (top 3)

- Air Resistance

- Tire Rolling Resistance

- Engine / Powertrain

• Each MPH over 55 = approximately 1.6% MPG

• Extended Idling

- General Practice: 950 RPM compared to 650 RPM approximately 30% increase in fuel burned

- Winter Operations: Try to minimize idle time for heat during winter operation. With use of winter fuel, economy at idle is impacted more during cold weather.

• Fuel Type (winter vs. summer)

- Use of winter fuel can effect fuel economy approximately 3-10% vs. summer fuel.

Fuel Economy Performance

PACCAR MX provides maximum power with excellent fuel efficiency to optimize performance in virtually any application.

What is performance?

• The accomplishment of a given job measured against specific known standards of accuracy, completeness, cost and speed.

• Moving a load a longer distance in a given amount of time with the least amount of fuel consumed.

• Ability to start and maintain the load on a grade with a given drivetrain.

MHC Kenworth and MHC Truck Source https://mhc-trucks.com

Paccar Engines

Call 816-517-3333 or 816-912-5813

Email: sean.barnett@mhc.com

mhc-trucks.com/paccar-mx-engines-by-mhc-truck-source/

The Ferrari 156 was a racing car made by Ferrari in 1961 to comply with then-new Formula One regulations that reduced engine displacement from 2.5- to 1.5-litres, similar to the pre-1961 Formula Two class for which Ferrari had developed a mid-engined car also called 156 F2.

Phil Hill won the 1961 World Championship of Drivers and Ferrari secured the 1961 International Cup for F1 Manufacturers, both victories achieved with the 156.

The 1961 version was affectionately dubbed "sharknose" due to its characteristic air intake "nostrils". Ferrari factory policy saw all the remaining sharknose 156s scrapped by the end of the 1963 season. Nevertheless, such a 156 is exhibited in the "Galleria Ferrari" at Maranello, probably a replica. A similar intake duct styling was applied to the five SP-series Ferraris in 1961 and 1962 that were also designed by Carlo Chiti, and then again over forty years later to the Ferrari F430.

Ferrari started the season with a 65-degree Dino engine, then replaced by a new engine with the V-angle increased to 120-degrees and designed by Carlo Chiti. A V-6 engine with 120-degree bank is smoother at producing power because every 120-degree rotation of engine crankshaft produces a power pulse. This change increased the power by 10 hp (7 kW). Bore and stroke were 73.0 mm × 58.8 mm (2.87 in × 2.31 in) with a displacement of 1,476.60 cc (90.108 cu in) and a claimed 190 PS (140 kW; 187 hp) at 9500 rpm.

From Wikipedia, the free encyclopedia

History

United States

Name: St. Louis

Namesake: City of St. Louis, Missouri

Ordered: 13 February 1929

Awarded: 16 October 1935

Builder: Newport News Shipbuilding and Drydock Company, Newport News, Virginia

Cost: $13,196,000 (contract price)

Laid down: 10 December 1936

Launched: 15 April 1938

Sponsored by: Miss Nancy Lee Morrill

Commissioned: 19 May 1939

Decommissioned: 20 June 1946

Struck: 22 January 1951

Identification:

Hull symbol:CL-49

Code letters:NABX

ICS November.svgICS Alpha.svgICS Bravo.svgICS X-ray.svg

Nickname(s): "Lucky Lou"

Honors and

awards: Bronze-service-star-3d.png Silver-service-star-3d.png 11 × battle stars

Fate: Sold to Brazil on 29 January 1951

History

Brazil

Name: Tamandare (C-12)

Namesake: Municipality of Tamandaré, Pernambuco, Brazil

Acquired: 22 January 1951

Commissioned: 29 January 1951

Decommissioned: 28 June 1976

Struck: 1976

Identification: Hull symbol:C-12

Fate: sunk while under tow from Rio de Janeiro to the ship-breakers in Taiwan for scrapping, 24 August 1980, 38°48′S 01°24′W

General characteristics (as built)[1][2]

Class & type: St. Louis-class light cruiser

Displacement:

10,000 long tons (10,000 t) (standard)

13,327 long tons (13,541 t) (max)

Length: 608 ft 8 in (185.52 m)

Beam: 61 ft 5 in (18.72 m)

Draft:

19 ft 10 in (6.05 m) (mean)

24 ft (7.3 m) (max)

Installed power:

8 × Steam boilers

100,000 shp (75,000 kW)

Propulsion:

4 × geared turbines

4 × screws

Speed: 32.5 kn (37.4 mph; 60.2 km/h)

Complement: 868 officers and enlisted

Armament:

15 × 6 in (150 mm)/47 caliber Mark 16 guns (5x3)

8 × twin 5 in (130 mm)/38 caliber anti-aircraft guns

8 × caliber 0.50 in (13 mm) machine guns

Armor:

Belt: 3 1⁄4–5 in (83–127 mm)

Deck: 2 in (51 mm)

Barbettes: 6 in (150 mm)

Turrets: 1 1⁄4–6 in (32–152 mm)

Conning Tower: 2 1⁄4–5 in (57–127 mm)

Aircraft carried: 4 × SOC Seagull floatplanes

Aviation facilities: 2 × stern catapults

General characteristics (1945)[3][4]

Armament:

15 × 6 in (150 mm)/47 caliber Mark 16 guns (5x3)

8 × twin 5 in (130 mm)/38 caliber anti-aircraft guns

4 × quad 40 mm (1.6 in) Bofors anti-aircraft guns

6 × twin 40 mm (1.6 in) Bofors anti-aircraft guns

18 × single 20 mm (0.79 in) Oerlikon anti-aircraft cannons

USS St. Louis (CL-49), the lead ship of her class of light cruiser, was the fifth ship of the United States Navy named after the city of St. Louis, Missouri. Commissioned in 1939, she was very active in the Pacific during World War II, earning eleven battle stars.

She was deactivated shortly after the war, but was recommissioned into the Brazilian Navy as Almirante Tamandaré in 1951. She served until 1976, and sank under tow to the scrappers in 1980.

Construction

St. Louis was laid down on 10 December 1936 by the Newport News Shipbuilding and Dry Dock Company, Newport News, Virginia; launched on 15 April 1938; sponsored by Miss Nancy Lee Morrill; and commissioned on 19 May 1939, Captain Charles H. Morrison in command.[5]

Inter-war period

Atlantic

Fitted out and based at Norfolk, St. Louis completed shakedown on 6 October, then commenced Neutrality Patrol operations which, during the next 11 months, took her from the West Indies into the North Atlantic. On 3 September 1940, she put to sea with an inspection board embarked to evaluate possible sites, from Newfoundland to British Guiana, for naval and air bases to be gained in exchange for destroyers transferred to the British government. She returned to Norfolk on 27 October.[5]

Pacific

St. Louis sailed for the Pacific on 9 November. Transiting the Panama Canal five days later, St. Louis reached Pearl Harbor on 12 December. She participated in fleet maneuvers and conducted patrols during the winter of 1940-1941, then steamed to California for an overhaul at Mare Island. She returned to Pearl Harbor on 20 June and resumed operations in Hawaiian waters.[5]

Two months later, St. Louis sailed west with other cruisers of the Battle Force, patrolled between Wake Island, Midway Atoll, and Guam, then, proceeded to Manila, returning to Hawaii at the end of September. On 28 September 1941, she entered the Pearl Harbor Navy Yard for upkeep.[5]

World War II

This message denotes the first US ship, USS St. Louis (CL49) to clear Pearl Harbor. (National Archives and Records Administration) [Note that this is in answer to question "Is channel clear?" and faint writing at bottom concerning the answer being held until St. Louis had successfully cleared.]

On 7 December 1941, St. Louis was moored to the pier in Southeast Lock at the time of the Japanese attack on Pearl Harbor. At 7:56, Japanese planes were sighted by observers on board St. Louis. Within minutes, the ship was at general quarters, and her operable anti-aircraft guns were manned and firing on the attackers. By 8:06, preparations for getting underway had begun. At about 8:20, one of the cruiser's gun crews shot down its first Japanese torpedo plane. By 9:00, two more Japanese aircraft had joined the first. At 9:31, St. Louis moved away from the pier and headed for South Channel and the open sea. 15 minutes later, her 6 in (150 mm) guns, whose power leads had been disconnected, were in full operating order.[5]

As the cruiser moved into the channel entrance, she became the target of a midget submarine. The Japanese torpedoes, however, exploded on striking a shoal less than 200 yd (180 m) from the ship. Destroyers then pounded the bottom with depth charges and St. Louis continued out to sea where she joined Detroit and Phoenix, both of which also left Pearl Harbor during the attack, and a few destroyers in the search for the Japanese fleet. After failing to locate the Japanese strike force, the hunters returned to Pearl Harbor on 10 December. St. Louis turned to escorting transports carrying casualties to San Francisco and troops to Hawaii.[5]

For her success during the attack on Pearl Harbor, the ship was given the nickname "Lucky Lou."[6]

1942

On 6 January 1942, she departed San Francisco with Task Force 17 (TF 17), centered around Yorktown, and escorted the ships transporting the Marine Expeditionary Force to Samoa to reinforce defenses there. From 20–24 January, the Yorktown group covered the offloading at Pago Pago, then moved to conduct air strikes in the Marshalls and the Gilberts before returning to Pearl Harbor on 7 February.[5]

Upon her return to Pearl Harbor, St. Louis resumed escort duty with Hawaii–California convoys. In the spring, after a trip to the New Hebrides, she escorted President Coolidge, which was carrying President Manuel L. Quezon of the Philippines to the west coast, arriving at San Francisco on 8 May. The following day, she was again bound for Pearl Harbor. There, she switched to a reinforcement group carrying Marine aircraft and personnel to Midway in anticipation of Japanese efforts to take that key outpost. On the 25th, she delivered her charges to their mid-ocean destination, then moved north as a unit of TF 8 to reinforce Aleutian defenses.[5]

On 31 May, St. Louis arrived at Kodiak Island, refueled, and got underway to patrol south of the Alaskan Peninsula. Through July, she continued the patrols, ranging westward to intercept enemy shipping. On 3 August, she headed for Kiska for her first shore bombardment mission. Four days later, she shelled that enemy-held island, then returned to Kodiak on the 11th.[5]

After that mission, the cruiser continued patrols in the Aleutian area and covered the Allied occupation of Adak Island. On 25 October, she proceeded via Dutch Harbor to California for an overhaul at Mare Island.[5]

1943

On 4 December 1942, she departed San Francisco with transports bound for New Caledonia. She shepherded the convoy into its Nouméan anchorage on the 21st, then shifted to Espiritu Santo, New Hebrides, where she proceeded into the Solomons. She commenced operations there in January 1943 with bombardments of Japanese air facilities at Munda and Kolombangara, and during the next five months, repeated those raids and patrolled "the Slot" in the Central Solomons in an effort to halt the "Tokyo Express": reinforcement and supply shipping that sought, almost nightly, to bolster Japanese garrisons.[5]

Shortly after midnight on 4–5 July, she participated in the bombardment of Vila and Bairoko Harbor, New Georgia. Her division, Cruiser Division 9 (CruDiv 9) and its screen, Destroyer Squadron 21 (DesRon 21), then retired back toward Tulagi to replenish as troops were landed at Rice Anchorage. Early on the morning of the 6th, however, the force located and engaged ten enemy destroyers headed for Vila with reinforcements embarked. In the Battle of Kula Gulf, Helena and two enemy ships were sunk.[5]

St. Louis after the Battle of Kolombangara, showing torpedo damage to her bows

Six nights later, the force, TF 18, reinforced by DesRon 12, moved back up "the Slot" from Tulagi, and soon after 0100 on the 13th, engaged an enemy force consisting of the Japanese cruiser Jintsu and five destroyers in the Battle of Kolombangara. During the battle, which raged for over an hour, Jintsu and Gwin were sunk and HMNZS Leander, Honolulu, and St. Louis were damaged. St. Louis took a torpedo which hit well forward and twisted her bow, but caused no serious casualties.[5]

She returned to Tulagi on the afternoon of the 13th. From there, she moved on to Espiritu Santo for temporary repairs, then steamed east, to Mare Island, to complete the work. In mid-November, she returned to the Solomons, and from the 20th-25th covered Marines fighting for Bougainville Island. In December, she returned to that island to shell troop concentrations and, in January 1944, shifted southward to bombard enemy installations in the Shortland Islands. Then, she moved back to Bougainville to cover the landing of reinforcements at Cape Torokina.[5]

1944-1945

On 10 January 1944, St. Louis headed back to Florida Island. In February, she again moved northwest, this time into the extreme northern Solomons and the Bismarcks. On the 13th, she arrived in the area between Buka and St. George Channel to support landing operations in the Green Islands, off of New Ireland.[5]

At 1855 on the 14th, six Aichi D3A "Val" dive bombers were sighted approaching St. Louis's group. Crossing astern of the ships, the enemy planes went out to the southeast before turning and coming back. Only five remained in the formation, which split off into two groups. Two of the planes closed on St. Louis.[5]

The first plane dropped three bombs, all near misses. The second released three more. One scored on the light cruiser, the others being near misses just off the port quarter. The bomb that hit penetrated the 40 mm clipping room near the No. 6 gun mount, and exploded in the midships living compartment. Twenty-three died and 20 were wounded, 10 seriously. A fire, which had started in the clipping room, was extinguished. Both of her scout planes were rendered inoperable, and her ventilation system was damaged. Communication with the after engine room ceased, and the cruiser slowed to 18 kn (21 mph; 33 km/h). On the 15th, she survived another air attack and was then ordered back to Purvis Bay.[5]

Repairs were completed by the end of the month, and in March, St. Louis resumed operations with her division. Through May, she remained in the Solomons. On 4 June, she moved north to the Marshalls, where on the 10th, she sailed for the Mariana Islands in TF 52, the Saipan assault force. Four days later, she cruised off southern Saipan. On the 15th, she shelled the Chalan Kanoa area, retired as the landings took place, then moved back to provide call fire support and to shell targets of opportunity. On the 16th, she proceeded south and bombarded the Asan beach area of Guam. She then returned to Saipan and, on the 17th, shifted to an area north of that island where she remained through the battle of the Philippine Sea. On the 22nd, she returned to Saipan and, after screening the refueling group for two days, proceeded to the Marshalls.[5]

On 14 July 1944, St. Louis again headed for the Marianas. The next day, she damaged her No. 3 propeller and lost 39 ft (12 m) of the tail shaft. Nevertheless, two days later, she arrived off Guam as scheduled; and, during the afternoon, covered underwater demolition teams working the proposed landing beaches. Pre-invasion shore bombardment followed, and after the landings on the 21st, she provided support fire and call fire. On the 29th, St. Louis departed the Marianas for Pearl Harbor, where she was routed on to California for overhaul. In mid-October, she steamed back to Hawaii, trained until the end of the month, then moved on across the Pacific, via Ulithi and Kossol Roads, to the Philippines, arriving in Leyte Gulf on 16 November.[5]

St. Louis hit by a kamikaze off Leyte, 27 November 1944

During the next 10 days, she patrolled in the gulf and in Surigao Strait, adding her batteries to the anti-aircraft guns protecting shipping in the area. Shortly before noon on 27 November, a formation of 12-14 enemy planes attacked the cruiser's formation. St. Louis was unscathed in the brief battle. A request was made for CAP cover, but Japanese planes continued to command the air. At 1130, another 10 enemy planes filled the space vacated by the first flight and broke into three attack groups of four, four, and two. At 1138, a "Val" made a kamikaze dive on St. Louis from the port quarter, and exploded with its bomb on impact. Fires broke out in the cruiser's hangar area and spaces. All crew members of 20 mm guns 7-10 were killed or wounded.[5]

At 1139, a second burning enemy plane headed at her on the port beam. Flank speed was rung up and the rudder was put hard right. The plane passed over No. 4 turret and crashed 100 yd (91 m) out.[5]

At 1146, there was still no CAP cover over the cruiser's formation, and at 1151, two more enemy planes, both burning, attacked St. Louis. The first was splashed off the port quarter, and the second drove in from starboard and crashed almost on board on the port side. A 20 ft (6.1 m) section of armor belt was lost and numerous holes were torn in her hull. By 1152, the ship had taken on a list to port. At 1210, another kamikaze closed on St. Louis. It was stopped 400 yd (370 m) astern. Ten minutes later, enemy torpedo bombers moved in to attack. St. Louis, warned by a PT boat, barely avoided contact with a lethal package dropped by one of the planes.[5]

By 1236, the cruiser was back on an even keel. Thirty minutes later, all major fires were out, and salvage work had been started. Medical work was well under way: 15 were dead, one was missing, 21 were seriously wounded, and 22 had sustained minor injuries. On the 28th, St. Louis's seriously injured were transferred, and on the 30th, she put into San Pedro Bay for temporary repairs which allowed her to reach California toward the end of December.[5]

On 1 March 1945, St. Louis departed California, and at mid-month, she joined the fast carrier force at Ulithi. By the end of the month, she had participated in strikes against the southern Japanese home islands, then moved south to the Ryukyu Islands to join TF 54, bombarded Okinawa, and guarded minesweepers and underwater demolition teams clearing channels to the assault beaches. On the 31st, she put into Kerama Retto to replenish, then returned to the larger island to support the forces landed on the Hagushi beaches on 1 April.[5]

Five days later, the cruiser covered minesweepers off Iwo Jima, then resumed fire support and antiaircraft duties off Okinawa. On 18 May, she departed Hagushi for a brief respite at Leyte, and in mid-June, she resumed support operations off Okinawa. On 25 July, she shifted to TF 95, and on the 28th, she supported air strikes against Japanese installations on the Asiatic mainland. Sweeps of the East China Sea followed, and in early August, she anchored in Buckner Bay, where she remained until the end of hostilities on 15 August.[5]

Post-war

China

Post-war duties kept the cruiser in the Far East for another two and one-half months. In late August 1945, while in the Philippines, she was assigned to TF 73 of the Yangtze River Patrol Force. During September, as other ships joined the force, she was at Buckner Bay, and in October, she moved on to Shanghai. In mid-October, she helped to lift Chinese Army units to Formosa.[5]

Magic Carpet

St. Louis joined the "Magic Carpet" fleet to carry World War II veterans back to the United States. She completed her first "Magic Carpet" run at San Francisco on 9 November 1945, and by mid-January 1946 had made two more runs, both to islands in the Central and Southwest Pacific.[5]

In early February 1946, St. Louis sailed for the east coast and arrived at Philadelphia for deactivation on the 25th. She was decommissioned on 20 June and berthed at League Island with the 16th (Inactive) Fleet through the decade.[5]

Transfer to Brazil

In the 1951, St. Louis was designated for transfer to the government of Brazil. Her name was struck from the Navy List on 22 January 1951, and on the 29th, she was commissioned in the Brazilian Navy as Tamandare (C-12). Formally activated for duty on January 29, 1951, the St. Louis was renamed C Tamandare (C-12)[5] and served with the Marinha do Brasil as Fleet Flagship until 1976. Decommissioned for the final time and once again placed into reserve, the Tamandare was eventually sold for scrapping in Taiwan in 1980 and was under tow to the breakers yard (Taiwan) when she flooded and sunk on August 24, 1980, near Cape of Good Hope, at 38°48′28″S 1°23′59″W

The Splinter at the Essen Motor Show.

General

Wheelbase: 105.0in

Length: 174.5in

Width: 86.0in

Front F/R: 70.0in/69in

Height: 42.0in

Ground clearance: 3.5in

Fuel capacity: 15gal

Engine

Type: small block V8, aluminium block and heads, forged steel crankshaft, forged titanium connecting rods

Displacement: 427cu in (7.0L)

Bore X Stroke in: 4.125 X 4.000

Compression ratio: 11.0:1

Redline: 7000rpm

Fuel: premium unleaded 93 octane

Intake: 8 X 1.875in individual throttle bodies

Exhaust: 180-degree crossflow headers, dual 3in stainless mufflers

Drivetrain

Transmission: 6 speed manual

Final drive ratio: 3.42:1

Differential: clutch-type limited slip

Chassis & Body

Layout: mid-engine, rear drive

Chassis: laminated wood veneer monocoque

Body: woven cherry skins, tesselated end-grain balsa core

Brakes:

F: 14.0in drilled, slotted, vented rotors with 6-piston calipers

R: 11.8in vented rotors with 2-piston calipers

Wheels: Custom 3-piece forged aluminium rims with laminated wood center sections

F: 19in X 10in

R: 20in X 13in

Tires: Michelin Pilot Sport 2

F: 265/35ZR19

R: 335/ 30ZR20

Steering: 12:1 rack-and-pinion, multi-piece wood tie rods

Front suspension: Unequal length upper and lower laminated wood A-arms with height adjustable air-bag springs and adjustable schocks

Rear suspension: 5-link independent, custom aluminium uprights, height adjustable air-bag springs and adjustable shocks

Background

The Splinter supercar started as a graduate school project at North Carolina State University. Fueled by a lifelong desire to design and build his own car and inspired by the all-wood construction of the deHavilland Mosquito, Joe Harmon spent roughly 5 years working on the Splinter with the help of many others. The goal was to use wood in the construction of the car in every possible application, with hopes that the challenges associated with the task would lead to new ideas and new perceptions of wood.

© Dennis Matthies

My photographs are copyrighted and may not be altered, printed, published in any media and/or format, or re-posted in other websites/blogs.

Displacement: 600 tons full load

Dimensions: 57 x 12 x 1.4 metres

Speed, Range: 8.5 knots, 600 miles at 10 kts.

Crew: 17 (1 officer)

Guns: 2 x 20mm; 2 x 12.7mm MG's

Radars: Decca 1226, navigation

Can carry 100 troops; 5 tanks.

Taken @ Dalin Bus Line, Inc. Terminal Station, Cayco Street, Sampaloc, Manila - July 25, 2011

DALIN BUS LINE, INC.

Bus number: 72275

Classification: Airconditioned Provincial Operation Bus

Coachbuilder: Hyundai Motor Company

Chassis: Hyundai KMJRJ18ZPXC

Model: Hyundai Aero Space LS

Engine: Hyundai D6AZ

Displacement: 677.210 cu. inches (11,149 cc / 11.1 Liters)

Cylinders: Inline-6

Aspiration: Turbocharged

Power Output: 266.30 bhp (270 PS - metric hp / 198.59 kW) @ 2,200 rpm

Torque Output: 700.59 lb.ft (950 N.m) @ 1,400rpm

Transmission: 5-Speed Forward, 1-Speed Reverse

Maximum Speed: 78.75 mph (126 km/hr)

Layout: Rear-Mounted Engine Rear-Wheel Drive

Airconditioning Unit: Overhead Unit

Suspension: Air-Suspension

Seating Configuration: 2x2

Seating Capacity: 45 Passengers

Fuel Tank Capacity: 79.170 Gallons (300 Liters)

Overall length: 38.06 feet (11.60 Meters)

Overall width: 8.17 feet (2.49 Meters)

Overall height: 10.61 feet (3.24 Meters)

Wheel Base: 19.85 feet (6.05 Meters)

Ground Clearance: 7.48 inches (190 Millimeters)

Body Overhang (Front): 7.71 feet (2.35 Meters)

Body Overhang (Rear): 10.50 feet (3.20 Meters)

Body Inside Length: 35.01 feet (10.67 Meters)

Body Inside Width: 7.68 feet (2.34 Meters)

Body Inside Height: 6.36 feet (1.94 Meters)

Tread (Front): 6.61 feet (2.02 Meters)

Tread (Rear): 6.10 feet (1.86 Meters)

Curb Weight: 25,569 lbs. (11,580 kg)

Gross Vehicle Weight: 35,328 lbs. (16,000 kg)

> Front: 13,248 lbs. (6,000 kg)

> Rear: 22,080 lbs. (10,000 kg)

* Specifications are subjected for verification and may be changed without prior notice...

The Museum's placard for this car reads:

1933 AUBURN

Model: 12-161A Custom Speedster

Built by: Auburn Automobile Co., Auburn, Indiana

Body by: Limousine Body Company

Price: $1,495

Engine: Lycoming, OHV, V-12 cylinder, 160 H.P.

Bore: 3-1/8 in.

Stroke: 4-1/4 in.

Displacement: 391.2 cu. in.

Named for the town of its birth, the first production Auburn car was built in 1903 at the Auburn Automobile Company in Auburn, Indiana. The first cars were single-cylinder runabouts with tiller steering. A 2-cylinder model was added in 1905. In 1910, the company began to produce a 4-cylinder car, and 1912 saw introduction of a 6-cylinder car. Auburn cars were well made and reliable but ordinary in appearance, offering nothing that could not be found in many other makes. In 1924, E.L. Cord bought the Auburn company and had the entire model range redesigned by J.M. Crawford. The1925 cars were handsome and well built, consisting of 4-, 6-, and 8-cylinder models with two-tone color schemes. Anticipating future expanded production, Cord bought the Duesenberg Motor Company, two body-making companies, and an engine-making company in 1927. At first, the Depression did not affect Auburn as it did many other makes. 1931 was Auburn’s best year, as a record 28,103 cars were built and sold. Auburn kept their cars affordable, the least expensive model being a 1932 two-passenger coupe selling for $975. This was the only 12-cylinder car ever to sell for under $1,000, well below rival V-12 cars such as Cadillac ($3,495), Lincoln ($4,700), or Pierce-Arrow ($3,450). Models remained basically unchanged through 1933, with only 6,000 cars built and sold. 1934 saw new designs, and in 1935 a new sports design was announced. These cars also remained unchanged through 1936, and although a new range of Auburns had been planned for 1937, production ceased as the company never fully recovered from the Depression.

Donated by: Harrah’s Hotels & Casinos

Adopted by: David & Linda Aguire (F), Steve Winters

Designer: Dickies

Builder: Dickies of Tarbert, Scotland

Year: 1936

Location Devon

Length on deck: 44'

Beam: 11'4

Draft: 6'

Tonnage(TM): 17.8 Displacement

£110,000

Full Specification

An exceptional and rare boat which combines all the features regarded as classic and representative of the great period of wooden yacht construction and presented in very fine condition.

Length on deck: 44’

Beam: 11’4”

Draft: 6’

Tonnage: 17.8 tons displacement.

Designed and built by Dickies of Tarbert on the west coast of Scotland. Of the three Dickie brothers one took over the old family firm in Tarbert, another moved south across the water to Bangor in N Wales and a third brother was apprenticed to the great William Fife in his drawing office. At the time, Dickies was held in the same high regard as Alfred Mylne and the now great William Fife’s yard.

The design is a proper long keeled, sea-worthy hull inspired by the Scottish fishing boat type with a full canoe stern, sharp almost vertical stem, good free-board and full mid-ships sections.

The mid-ships wheel-house is a wonderful construction built in to the step in the deck, multi-faceted forward, cabin entrance each side and a shallow coach-roof running aft to a lovely deep well-sheltered little cock-pit.

All deck fittings are in bronze and original but she has also been intelligently modernised with modern nav lights and equipment to bring her up to expected modern standards.

Built in the Tarbert yard in 1936, the yard must have been delighted to land this high spec order and she was undoubtedly a very expensive yacht indeed.

Tunnag has passed through our hands several times in the last 35 years so we are quite familiar with her. For the last few years she has been in local ownership here in Dartmouth, the owner first apprenticed to Moodys as a boat builder and later building high tech one-off race yachts in his own yard so well qualified to bring a quality boat up to top condition. They are justifiably proud of the yacht but as time goes on they are finding that a smaller yacht with more sail would suit them better now.

Construction.

The construction is robust, almost fishing boat strength planked in proper old 1 ¼” Burma teak, and finished varnished in the topsides from new, anti-fouled below the w/l. Even much of the inside of the hull is varnished!

The frames are grown oak all through at approx 3’ centres, doubled in futtocks, side pinned with single steam bent oak intermediates.

The long oak keel carries an external iron ballast keel over most of the length and especially reaching right forward to the rise of the stem so that any contact with a hard surface would be taken on the iron, not the wood – a thoughtful touch.

In present ownership the keel bolts have been inspected.

Sea-cocks removed, stripped and any dubious replaced.

The strap floors are in massive angle shape wrought iron which does not rust like mild steel even if it is galvanised, side bolted to the frames which avoids the problem of corrosion of bolts through the planking.

In present ownership most of the floors have been removed from the boat, epoxy tarred and replaced on a bedding compound with new bronze bolts through the frames – an exceptional and essential job with most boats of this vintage.

The topsides are raised forward from the mid-ships step in the deck to give increased head-room in the forward accommodation and fitted with 3 large bronze port holes each side.

Interestingly, there is a small port hole each side mid-ships in the topsides to give some light and air to the engine room.

The wheel-house and after coaming are all teak with bronze port holes.

The coach-roof deck is sheathed probably originally with canvas and painted with cream non-slip deck paint between varnished teak margins. The after cabin entrance from the cock-pit has a sliding hatch and twin full length doors to the cock-pit.

Fastenings:

The planking is fastened to the main frames with bronze dumps and to the steamed intermediates with copper nails. Close study shows the Scottish way of clenching the nails rather than riveting over roves.

Deck.

The deck is yacht laid in solid teak which means the planking is swept round the shape of the hull and joggled into a king plank forward and aft.

Traditionally caulked and payed, the deck was originally secret fastened and has been largely refastened with screws from above, dowled over.

The rudder stock head projects through the aft deck with a removable bronze cap to take an emergency tiller.

Steering is by traditional spoked teak wheel and cables to a quadrant on the stock under the aft deck.

In present ownership new cables and tubes fitted.

Cast bronze stanchion posts all round carry 2 stainless steel guard wires. A modern stainless steel pulpit and push-pit have been added for safety. The step in the deck edge in way of the gate either side has a cast bronze cap with the yacht’s name – a lovely touch.

Hefty mooring cleats fitted either side forward and aft and a cruciform cleat mid-ships by the step in the deck, essential to take a mid-ships spring when berthing and so often missing on yachts.

To back up the cleats she has a massive oak Sampson post on the fore deck and the aft deck and even each side at the break in the deck.

A very substantial bronze fabrication over the stem spreads the loads of the chain over the twin chain rollers.

A modern electric windlass may look slightly out of place but like other details on this yacht makes her far more practical for regular use. A CQR anchor when hauled in stows neatly on the chain roller removing the necessity to lift a heavy anchor over the pulpit.

Small thoughtful details like the twin bronze fairleads on the capping both sides saves damage to the capping by mooring lines.

In present ownership the deck seams have been raked out, the seams repayed with butyl rubber compound and the decks coated with Semco, a wood protector and water-proofing product which has the advantage of sealing the seams against any possible leaks.

Rig.

A bermudian ketch rig on varnished spruce masts and spars gives a useful sail area of around 200 square feet with the headsail on a roller furler, a 2-reef mainsail and a small mizzen.

Stainless steel standing rigging to internal bronze chain plates.

In present ownership the masts have been stripped and revarnished, the standing and running rigging have all been replaced and new blocks fitted.

Sails.

A very good, clean suit of cream sails in polyester comprising:

Mainsail – not new but in very good condition

Mizzen – not new but in very usable condition

Genoa on roller furling gear – as new condition

Jib – in excellent condition

New small, loose-footed, boomless mizzen serves to weather-cock the boat at anchor – Dart Sails, 2014

Sail covers to main and mizzen.

New runing rig.

Engine.

Gardner 3LW 47hp 3-cylinder diesel engine installed new in 1965.

Gardner U2 2:1 gearbox with usual Gardner wheel control at the helm and separate throttle lever.

Conventional centre-line shaft carried in a plummer block with conventional inboard stuffing box and a new outer shaft bearing in 2002.

New double greasers to plummer blocks

3-blade prop.

This Gardner is a superb machine, slow revving, quiet, smooth and very reassuring with the reputation for a very long life and almost infinitely rebuildable – a proper marine diesel engine.

Max speed 8.5knts

Fuel consumption approx 5 litres per hour at her most economic cruising speed of 7 knts.

In present ownership the engine has had a thorough service – seals and impellors renewed etc.

The owner before last who bought the yacht through Wooden Ships, a skilled engineer, did a major rebuild on this engine and like all Gardners it has given total and reliable service.

Tanks

Diesel: 110 gallons in 2 stainless steel tanks, one each side of the engine room.

New twin Racor filters fitted with change-over valve. All pipe-work renewed.

Engine room in pristine condition with steel chequer plate floors, all exceptionally clean with very good access all round.

Water: 200 gallons fresh water in 2 tanks.

New pressurised water system with new calorifier tank in the engine room heated by the engine cooling water and with 240v immersion heater.

In present ownership the plumbing and hot water system have all been replaced.

New water filtration pump and tap at the galley sink.

Electrics

The yacht operates on a 24v circuit with 12v supply to certain instruments.

240v supply from shore power or generator.

Generator. Hyundi 3.6kw remote start diesel generator mounted in a varnished teak box on deck behind the wheel-house to give as silent and odour-free operation as possible.

The generator is coupled to a Victron 3KW inverter mounted in a stainless tray in the engine room with 4 x 110amp/hr batteries.

55amp engine belt driven alternator fitted new in 2013 charges the batteries

4 x 12v domestic batteries

4 x 12v engine start batteries

2 x 12v windlass batteries

Sterling battery management system

240v ring main with shore power connection

In present ownership the yacht has been largely rewired and new electrical panel fitted.

Accommodation.

The interior of this yacht is exceptional, all very original and panelled in polished teak. The teak in the bulkhead panels and the door panels is carefully chosen to give matching grain pattern in every one as was the way with all the best classic yachts.

The interior of the yacht is divided into 4 areas – a fore peak cabin with full length single berth to stbd and up and down smaller berths to port.

Bulkhead to chain locker forward. Fore peak entrance hatch over.

All panelled in varnished teak with white painted deck-head.

Bulkhead door to the next aft compartment with galley surface to starboard and gimballed Taylors 041 2-burner, grill and oven gas cooker in a lined recess to port.

The galley has been recently refitted and is a clean modern area with an L-shaped white formica surface with a twin sink, hot/cold tap, salt water tap and chromed Patay manual fresh water pump. Sink drains overboard.

Cup racks above. Cave locker in the work surface.

12v/240v Waeco fridge under the work surface

In present ownership the galley has been rebuilt, new fridge and cooker fitted.

Aft again into the magnificent saloon cabin, all varnished teak joinery with shelves and glass fronted lockers each side.

Port side dinette with buttoned light brown leather upholstery and varnished table, drops down to make a double berth.

Settee berth to stbd with fabric covered cushions. Back rest lifts and suspends as a Pullman berth.

6’ head-room. White painted deck-head. Varnished teak sole boards. Classic gimballed chrome lights on the bulkheads. Lots of stowage under the settees.

Main mast against the forward bulkhead.

Centre-line steps up to the wheel-house with the engine room below. All varnished teak wheel-house. Step up to exit door either side. Traditional spoked teak wheel. All nav instruments well displayed and visible. Seating aft.

Aft port corner of wheel-house, winding stair down to the saloon cabin.

Electrical switch-board hidden behind a small door as you go down the steps, easily reached from the wheel-house.

Lobby at the bottom of the companionway.

Heads compartment to stbd with Jabsco sea toilet, shower with teak grating in the tray, lockers under the side deck.

In present ownership the heads has been refitted and a new sea-toilet installed.

Door to engine room on the centre-line between heads and companionway.

Bulkhead door to the aft cabin. Single berth to port, tight double berth to stbd.

Centre-line companionway up to the aft cock-pit.

Webasto hot air diesel fired central heating sited in the engine room, new 2013

Inventory.

Navigation. Ground tackle.

Constellation binnacle compass at the helm Muir 24v windlass

Navman chart plotter. New Lewmar Delta anchor

New Lowrance Elite 5 sounder Min 80 meters chain.

Fixed Sailor VHF radio. Long anchor warp.

Sailor radio receiver

Neco auto-pilot on the wheel. Warps and fenders.

This is one of those boats you cannot just walk past, a boat which attracts attention wherever she goes, a classic in every sense of that over-used word yet still a very practical and usable boat.

After the work done in present ownership the next owner will take over a wonderful yacht and the continuing pleasure in the conservation of our maritime heritage.

cut paper, thread

www.ohbara.com/weblog/2010/09/a-little-house-far-away.html

A hand-drawn technical sketch made in 1930 showing the lateral displacements of a steam locomotive in a sharp curve.

At that time engineering drawings were made in 2 stages: the draughtsman worked out his design in pencil on paper, and then a tracer made a neater, more legible version in indian ink on drawing-linen. The latter was stronger and more durable than paper, and translucent. That was necessary for the subsequent process of making copies for the production departments: the “blueprints” with white lines on a blue background. Both the draughtsman and the tracer made use of special drawing instruments to produce their work. The draughtsman was almost invariably a man and the tracer mostly a young woman.

The subject of this sketch is the LNER experimental locomotive 10000, built at Darlington to a design by Nigel Gresley, whose famous A3 class (such as Flying Scotsman) was in production at the same time. No 10000 was a 4-cylinder compound equipped with a high-pressure marine-type water-tube boiler, with the intention of reducing coal consumption. The futuristic shape was partly determined by the layout and construction of the boiler but also by wind tunnel tests. The LNER subcontracted the boiler to Yarrow Shipyards on the Clyde, and had to transport it -under wraps- to Darlington on the partly finished loco underframe over the Scottish tracks of competitor LMS. The whole project was surrounded by secrecy, and the locomotive became popularly known as “Hush-Hush”.

Unfortunately no 10000 experienced many teething troubles and continually underwent modifications large and small. These problems contrasted sharply with the almost immediate success of Gresley’s A4 streamliners which took the railway world by storm in 1935. That led to the decision to stop further development of the locomotive. In 1937 she was extensively rebuilt in Doncaster with a conventional boiler and the appearance of a stretched A4, surviving until 1957. Remarkably, the water tube boiler was used in a stationary capacity at Darlington works until 1965.

This drawing was saved from the skip at Doncaster by one of the many technicians who were transferred to the centralised Derby Railway Technical Centre around 1970.

From Wikipedia, the free encyclopedia

History

Weimar Republic

Name: Deutschland

Builder: Deutsche Werke, Kiel

Laid down: 5 February 1929

Launched: 19 May 1931

Commissioned: 1 April 1933

Renamed: January 1940, Lützow

Fate: Sunk as target 22 July 1947

General characteristics

Class and type: Deutschland-class cruiser

Displacement:

Design: 12,630 t (12,430 long tons; 13,920 short tons)

Full load: 14,290 long tons (14,520 t)

Length: 186 m (610 ft 3 in)

Beam: 21.69 m (71 ft 2 in)

Draft: 7.25 m (23 ft 9 in)

Propulsion:

Eight MAN diesel engines

Two propellers

52,050 shp (38,810 kW)

Speed: 28 knots (52 km/h; 32 mph)

Range: 10,000 nautical miles (19,000 km; 12,000 mi) at 20 knots (37 km/h; 23 mph)

Complement:

As built:

33 officers

586 enlisted

After 1935:

30 officers

921–1,040 enlisted

Sensors and

processing systems:

1940:

FMG 39 G(gO)

1941:

FMG 39 G(gO)

FuMO 26

Armament:

As built:

6 × 28 cm (11 in) in triple turrets

8 × 15 cm (5.9 in) in single turrets

8 × 53.3 cm (21.0 in) torpedo tubes

Armor:

main turrets: 140 mm (5.5 in)

belt: 80 mm (3.1 in)

deck: 45 mm (1.8 in)

Aircraft carried: Two Arado Ar 196 seaplanes

Aviation facilities: One catapult

Deutschland was the lead ship of her class of heavy cruisers (often termed a pocket battleship) which served with the Kriegsmarine of Nazi Germany during World War II. Ordered by the Weimar government for the Reichsmarine, she was laid down at the Deutsche Werke shipyard in Kiel in February 1929 and completed by April 1933. Originally classified as an armored ship (Panzerschiff) by the Reichsmarine, in February 1940 the Germans reclassified the remaining two ships of this class as heavy cruisers.[a] In 1940, she was renamed Lützow, after the Admiral Hipper-class heavy cruiser Lützow was handed over to the Soviet Union.

The ship saw significant action with the Kriegsmarine, including several non-intervention patrols in the Spanish Civil War, during which she was attacked by Republican bombers. At the outbreak of World War II, she was cruising the North Atlantic, prepared to attack Allied merchant traffic. Bad weather hampered her efforts, and she only sank or captured a handful of vessels before returning to Germany. She then participated in Operation Weserübung, the invasion of Norway. Damaged at the Battle of Drøbak Sound, she was recalled to Germany for repairs. While en route, she was torpedoed and seriously damaged by a British submarine.

Repairs were completed by March 1941, Lützow returned to Norway to join the forces arrayed against Allied shipping to the Soviet Union. She ran aground during a planned attack on convoy PQ 17, which necessitated another return to Germany for repairs. She next saw action at the Battle of the Barents Sea with the heavy cruiser Admiral Hipper, which ended with a failure to destroy the convoy JW 51B. Engine problems forced a series of repairs culminating in a complete overhaul at the end of 1943, after which the ship remained in the Baltic. Sunk in shallow waters in the Kaiserfahrt in April 1945 by Royal Air Force (RAF) bombers, Lützow was used as a gun battery to support German troops fighting the Soviet Army until 4 May 1945, when she was disabled by her crew. Raised by the Soviet Navy in 1947, she was subsequently sunk as a target in the Baltic.

Construction

Deutschland was ordered by the Reichsmarine from the Deutsche Werke shipyard in Kiel as Ersatz Preussen, a replacement for the old battleship Preussen.[1] Her keel was laid on 5 February 1929,[2] under construction number 219.[1] The ship was launched on 19 May 1931; at her launching, she was christened by German Chancellor Heinrich Brüning. The ship accidentally started sliding down the slipway while Brüning was giving his christening speech.[3] After the completion of fitting out work, initial sea trials began in November 1932.[4] The ship was commissioned into the Reichsmarine on 1 April 1933.[5]

Deutschland was 186 meters (610 ft) long overall and had a beam of 20.69 m (67.9 ft) and a maximum draft of 7.25 m (23.8 ft). The ship had a design displacement of 12,630 t (12,430 long tons; 13,920 short tons) and a full load displacement of 14,290 long tons (14,520 t),[1] though the ship was officially stated to be within the 10,000 long tons (10,000 t) limit of the Treaty of Versailles.[6] Deutschland was powered by four sets of MAN 9-cylinder double-acting two-stroke diesel engines. The ship's top speed was 28 knots (52 km/h; 32 mph), at 54,000 shaft horsepower (40,000 kW). At a cruising speed of 20 knots (37 km/h; 23 mph), the ship could steam for 10,000 nautical miles (19,000 km; 12,000 mi). As designed, her standard complement consisted of 33 officers and 586 enlisted men, though after 1935 this was significantly increased to 30 officers and 921–1,040 sailors.[1]

US Navy recognition drawing of Deutschland

Deutschland's primary armament was six 28 cm (11.0 in) SK C/28 guns mounted in two triple gun turrets, one forward and one aft of the superstructure. The ship carried a secondary battery of eight 15 cm (5.9 in) SK C/28 guns in single turrets grouped amidships. Her anti-aircraft battery originally consisted of three 8.8 cm (3.5 in) L/45 guns, though in 1935 these were replaced with six 8.8 cm L/78 guns. In 1940, the 8.8 cm guns were removed, and six 10.5 cm (4.1 in) L/65 guns, four 3.7 cm (1.5 in) guns, and ten 2 cm (0.79 in) guns were installed in their place. By the end of the war, her anti-aircraft battery had again been reorganized, consisting of six 4 cm (1.6 in) guns, ten 3.7 cm guns, and twenty-eight 2 cm guns.[1]

The ship also carried a pair of quadruple 53.3 cm (21.0 in) deck-mounted torpedo launchers placed on her stern. The ship was equipped with two Arado Ar 196 seaplanes and one catapult. Deutschland's armored belt was 60 to 80 mm (2.4 to 3.1 in) thick; her upper deck was 17 mm (0.67 in) thick while the main armored deck was 17 to 45 mm (0.67 to 1.77 in) thick. The main battery turrets had 140 mm (5.5 in) thick faces and 80 mm thick sides.[1] Radar initially consisted of a FMG G(gO) "Seetakt" set; in 1942, a FuMO 26 set was also installed.[5][b]

History

Deutschland spent the majority of 1933 and 1934 conducting training maneuvers;[7] early speed trials in May 1933 indicated that a top speed of 25 knots (46 km/h; 29 mph) was preferable, but the ship comfortably reached 28 knots (52 km/h; 32 mph) on speed trials in June. Trials were completed by December 1933, and the ship was ready for active service with the fleet.[4] The ship also made a series of goodwill visits to foreign ports, including visits to Gothenburg, Sweden, and in October 1934, a formal state visit to Edinburgh, Scotland. In April 1934, Adolf Hitler visited the ship; he reportedly toured the ship alone, speaking informally with crewmen.[7]

The ship conducted a series of long-distance training voyages into the Atlantic in 1935. In March 1935, she sailed as far as the Caribbean and South American waters. After returning to Germany, she went into dock for routine maintenance work, as well as installation of additional equipment. She had her aircraft catapult installed in this period, and was provided with two Heinkel He 60 floatplanes.[7] Deutschland participated in fleet maneuvers in German waters in early 1936. She was joined by her newly commissioned sister ship Admiral Scheer for a cruise into the mid-Atlantic, which included a stop in Madeira.[8]

Spanish Civil War

Following the outbreak of the Spanish Civil War in 1936, Deutschland and Admiral Scheer were deployed to the Spanish coast on 23 July 1936 to conduct non-intervention patrols off the Republican-held coast of Spain. During the deployment, her gun turrets were painted with large black, white, and red bands to aid in identification from the air and indicate her neutral status. Her duties during the deployment included evacuating refugees fleeing from the fighting, protecting German ships carrying supplies for Francisco Franco's Nationalists, and gathering intelligence for the Nationalists.[8]

In May 1937, the ship was docked in the port of Palma on the island of Majorca, along with several other neutral warships, including vessels from the British and Italian navies. The port was attacked by Republican aircraft, though anti-aircraft fire from the warships drove them off. The torpedo boats Seeadler and Albatross escorted Deutschland to the island of Ibiza on 24 May. While moored in port there, she was again attacked by Republican bombers;[8] a pair of Soviet-built SB-2 bombers, secretly flown by Soviet Air Force pilots, bombed the ship.[9] Two bombs struck the ship; the first penetrated the upper deck near the bridge and exploded above the main armored deck while the second hit near the third starboard 15 cm gun, causing serious fires below decks.[8] The attack killed 31 German sailors and wounded 74.[9]

Deutschland quickly weighed anchor and left port. She rendezvoused with Admiral Scheer to take on additional doctors before proceeding to Gibraltar where the dead were buried with full military honors. Ten days later, however, Hitler ordered the men be exhumed and returned for burial in Germany. The ship's wounded men were also evacuated in Gibraltar for treatment. Hitler, furious over the attack, ordered Admiral Scheer to bombard the port of Almería in retaliation for the so-called "Deutschland incident".[8] Stalin subsequently issued orders that further attacks on German and Italian warships were strictly prohibited.[9]

Deutschland spent the majority of 1938 and 1939 conducting training maneuvers with the rest of the fleet and making goodwill visits to various foreign ports. She made an official visit to Spain following the Nationalist victory in the Spanish Civil War 1939. The ship participated in a major fleet exercise into the Atlantic with her sister Admiral Graf Spee, the light cruisers Köln, Leipzig, and Nürnberg, and several destroyers, U-boats, and support vessels.[10]

World War II

On 24 August 1939, a week before the German invasion of Poland, Deutschland set sail from Wilhelmshaven, bound for a position south of Greenland. Here, she would be ready to attack Allied merchant traffic in the event of a general war following the attack on Poland. The supply ship Westerwald was assigned to support Deutschland during the operation.[11] Deutschland was ordered to strictly observe prize rules, which required raiders to stop and search ships for contraband before sinking them, and to ensure that their crews are safely evacuated. The ship was also ordered to avoid combat with even inferior naval forces, as commerce disruption was the primary objective.[12] Hitler hoped to secure a negotiated peace with Britain and France after he overran Poland, and he therefore did not authorize Deutschland to begin her raiding mission against British and French shipping until 26 September.[13] By this time, Deutschland had moved south to hunt in the Bermuda-Azores sea lane.[11]

On 5 October, she found and sank the British transport ship Stonegate, though not before the freighter was able to send a distress signal informing vessels in the area of Deutschland's presence. She then turned north to the Halifax route, where on 9 October, she encountered the American ship City of Flint.[10] The 4,963 gross register tons (GRT) freighter was found to be carrying contraband, and so was seized.[14] A prize crew was dispatched to the ship; they took the ship with the original crew held prisoner to Germany via Murmansk. The ship was seized by Norway when she anchored in Haugesund, however, and control of the ship was returned to the original crew. Meanwhile, on 14 October, Deutschland encountered and sank the Norwegian transport Lorentz W Hansen,[10] of some 1,918 GRT.[14] The same day, she stopped the neutral Danish steamer Kongsdal, though when it became apparent that she was headed for a neutral port, the prisoners from Lorentz W Hansen were placed aboard her and she was allowed to proceed. Kongsdal would eventually report to the British Royal Navy the incident and confirm Deutschland as the raider operating in the North Atlantic.[10]

Severe weather in the North Atlantic hampered Deutschland's raiding mission, though she did tie down several British warships assigned to track her down.[10] The French Force de Raid, centered on the battleship Dunkerque, was occupied with protecting convoys around Britain to prevent them from being attacked by Deutschland.[15] In early November, the Naval High Command recalled Deutschland; she passed through the Denmark Strait on 15 November and anchored in Gotenhafen on the 17th.[16] In the course of her raiding mission, she sank only two vessels and captured a third.[17] In 1940, the ship underwent a major overhaul, during which a raked clipper bow was installed to improve the sea-keeping qualities of the ship.[18] At this time, she was re-rated as a heavy cruiser and renamed Lützow.[17] Hitler in person made the decision to rename the ship, recognizing the propaganda value of the sinking of a ship that bore the name of its country.[19] Admiral Erich Raeder, the commander in chief of the Kriegsmarine, also hoped that renaming the ship would confuse Allied intelligence; the Admiral Hipper-class cruiser Lützow was designated for sale to the Soviet Navy, and it was hoped that the usage of her name for Deutschland would hide the transaction.[20] The refit lasted until March 1940,[17] after which it was intended to send the ship on another commerce raiding operation into the South Atlantic.[20] In April, however, she was assigned to forces participating in the invasion of Norway.[17]

Operation Weserübung

Lützow was assigned to Group 5, alongside the new heavy cruiser Blücher and the light cruiser Emden under the command of Konteradmiral Oskar Kummetz. Kummetz flew his flag in Blücher. Group 5 was tasked with capturing Oslo, the capital of Norway, and transported a force of 2,000 mountain troops from the Wehrmacht.[21] Lützow embarked over 400 of the soldiers for the voyage to Norway. The force left Germany on 8 April and passed through the Kattegat. While en route, the British submarine HMS Triton attacked the flotilla, though her torpedoes missed. German torpedo boats attacked the submarine and drove her off.[22]

Shortly before midnight on the night of 8 April, Group 5, with Blücher in the lead, passed the outer ring of Norwegian coastal batteries. Lützow followed directly behind the flagship, with Emden astern. Heavy fog and neutrality requirements, which required the Norwegians to fire warning shots, permitted the Germans to avoid damage. The Norwegians, including those manning the guns at the Oscarsborg Fortress were on alert, however. Steaming into the Oslofjord at a speed of 12 knots (22 km/h; 14 mph), the Germans came into range of the Norwegian guns; the 28 cm, 15 cm and 57 mm guns opened fire on the invaders. During the ensuing Battle of Drøbak Sound, Blücher was hit by many shells and two torpedoes. She quickly capsized and sank with the loss of approximately 1,000 sailors and soldiers.[23][24] Lützow was hit three times by 15 cm shells from Oscarsborg's Kopås battery, causing significant damage.[25]

Lützow's forward gun turret was hit by one of the 15 cm rounds, which disabled the center gun and damaged the right barrel. Four men were wounded. A second shell struck the ship's deck and penetrated the upper and main armored decks; starting a fire in the cruiser's hospital and operating theater, killing two soldiers and severely wounding six others. A third struck her superstructure behind the port-side aircraft crane. One of the aircraft on board was damaged, and four gunners were killed by the third shell.[25] The ship was only able to fire her secondary battery in return. The heavy damage forced Lützow and the rest of the squadron to reverse course and exit the fjord. She eventually landed her troop complement in Verle Bay, after which she used her operational 28 cm guns to provide fire support. By the afternoon of 9 April, most of the Norwegian fortresses had been captured and the commander of the remaining Norwegian forces opened negotiations for surrender.[22] The delay had, however, allowed enough time for the Norwegian government and royal family to flee Oslo.[24]

The damage Lützow sustained prompted the Kriegsmarine to order her to return to Germany for repairs.[26] The rest of Group 5 remained in Norway,[27] so Lützow cruised at top speed to avoid submarines. Nevertheless, the British submarine HMS Spearfish attacked the ship and scored a serious hit. The torpedo destroyed Lützow's stern, causing it to collapse and nearly fall off, and blew off her steering gear. Unable to steer, she was towed back to port and decommissioned for repairs, which lasted for nearly a year. During the attack on Norway, the ship suffered nineteen dead, and another fifteen were killed by the torpedo strike.[26] Despite the setback, KzS August Thiele, Lützow's commander, was awarded the Knight's Cross of the Iron Cross for his actions during the Battle of Drøbak Sound, during which he took command of the task force after the loss of Blücher.[28]

She was recommissioned for service on 31 March 1941, after which the Kriegsmarine initially planned to send the ship on the commerce raiding operation planned the previous year. Her sister Admiral Scheer was to join Lützow for the operation, and on 12 June, she departed for Norway with an escort of destroyers. British torpedo bombers attacked the ship off Egersund and scored a single hit that disabled her electrical system and rendered the ship motionless. She took on a severe list to port and the port shaft was damaged. The crew effected emergency repairs that allowed her to return to Germany; repair work in Kiel lasted for six months. By 10 May 1942, the ship was finally pronounced ready for action.[29][30]

Deployment to Norway

Lützow left Germany on 15 May 1942 for Norway; by 25 May she had joined Admiral Scheer in Bogen Bay. She was made the flagship of the now Vizeadmiral Kummetz, the commander of Kampfgruppe 2. Fuel shortages restricted operations, although Lützow and Admiral Scheer were able to conduct limited battle training exercises. Kampfgruppe 2 was assigned to Operation Rösselsprung, a planned attack on the Allied convoy PQ 17, which was headed to the Soviet Union. On 3 July, the force left their anchorages, and in heavy fog Lützow and three destroyers ran aground and suffered significant damage.[31] The British detected the German departure and ordered the convoy to scatter. Aware that surprise had been lost, the Germans broke off the surface attack and turned the destruction of PQ-17 over to the U-boats and Luftwaffe. Twenty-four of the convoy's thirty-five transports were sunk.[32] Lützow returned to Germany for repairs, which lasted until the end of October. She began a brief set of trials starting on 30 October. She returned to Norway in early November with a destroyer escort, arriving in Narvik on the 12th.[31]

On 30 December, Lützow, the heavy cruiser Admiral Hipper, and six destroyers left Narvik for Operation Regenbogen, an attack on convoy JW 51B, which was reported by German intelligence to be lightly escorted.[31] Kummetz's plan was to divide his force in half; he would take Admiral Hipper and three destroyers north of the convoy to attack it and draw away the escorts. Lützow and the remaining three destroyers would then attack the undefended convoy from the south. At 09:15 on the 31st, the British destroyer Obdurate spotted the three destroyers screening for Admiral Hipper; the Germans opened fire first. Four of the other five destroyers escorting the convoy rushed to join the fight, while Achates laid a smoke screen to cover the convoy. Kummetz then turned back north to draw the destroyers away. Captain Robert Sherbrooke, the British escort commander, left two destroyers to cover the convoy while he took the remaining four to pursue Admiral Hipper.[33]

Lützow meanwhile steamed toward the convoy from the south, and at 11:42 she opened fire. The harsh conditions negatively affected her shooting, which ceased by 12:03 without any hits.[34] Rear Admiral Robert Burnett's Force R, centered on the cruisers Sheffield and Jamaica, standing by in distant support of the Allied convoy,[35] raced to the scene. The cruisers engaged Admiral Hipper, which had been firing to port at the destroyer Obedient. Burnett's ships approached from Admiral Hipper's starboard side and achieved complete surprise.[36] Lützow was then ordered to break off the attack on the convoy and reinforce Admiral Hipper.[34] Lützow inadvertently came alongside Sheffield and Jamaica, and after identifying them as hostile, engaged them, though her fire remained inaccurate. The British cruisers turned toward Lützow and came under fire from both German cruisers. Burnett quickly decided to withdraw in the face of superior German firepower; his ships were armed with 6 in (150 mm) guns, while Admiral Hipper and Lützow carried 20.3 cm (8.0 in) and 28 cm (11 in) guns, respectively.[37]

Operations in the Baltic

Hitler was furious over the failure to destroy the convoy, and ordered that all remaining German major warships be broken up for scrap. In protest, Raeder resigned; Hitler replaced him with Admiral Karl Dönitz, who persuaded Hitler to rescind the order to dismantle the Kriegsmarine's surface ships. In March, Lützow moved to Altafjord, where she experienced problems with her diesel engines. The propulsion system proved to be so problematic that repairs in Germany were necessary. She briefly returned to Norway, but by the end of September 1943, a thorough overhaul was required. The work was completed in Kiel by January 1944, after which she remained in the Baltic Sea to conduct training cruises for new naval personnel.[34]

On 13 April 1945, twenty-four Avro Lancaster bombers attacked Lützow and Prinz Eugen without success due to cloud cover. The RAF made another failed attack two days later, but on 16 April, a force of eighteen Lancasters scored a single hit and several near misses on Lützow with Tallboy bombs in the Kaiserfahrt.[38] The water was shallow enough that her main deck was still 2 m (6 ft 7 in) above water, permitting her use as a stationary gun battery against advancing Soviet forces under control of Task Force Thiele. She continued in this role until 4 May,[5] by which time she had expended her main battery ammunition. Her crew rigged scuttling charges to destroy the hull, but a fire caused the explosives to detonate prematurely.[39] The ultimate fate of Lützow was long unclear, as with most of the ships seized by the Soviet Navy. According to historians Erich Gröner and M. J. Whitley, the Soviet Navy raised the ship in September 1947 and broke her up for scrap in 1948–1949.[5][40] Historians Hildebrand, Röhr and Steinmetz, in their book Die Deutschen Kriegsschiffe, state that she instead sank off Kolberg, claiming that the Lützow broken up in the late 1940s was instead the Admiral Hipper-class cruiser Lützow that had been sold to the Soviet Union in 1940.[41] The historian Hans Georg Prager examined the former Soviet archives in the early 2000s, and discovered that Lützow actually had been sunk in weapons tests in July 1947,[42] sinking in the Baltic Sea off Świnoujście, Poland, on 22 July 1947.[43]

You can create the illusion of movement with a Displacement map in any version of Photoshop. The tutorial is here : photoshopper27.blogspot.com/2011/02/movement-with-displac...

Experimenting with displacement maps on CS2.

about the statue - www.flickr.com/photos/minted-stereo/1464865758/

Last night was the opening night of the Displacement group show which is taking place for the next week at 229 Clare Street near Bethnal Green tube. All the artists involved in the show had painted on Clare Street at some point before the show. As the area is slowly gentrifying we thought we'd go for a canvas version of the wall piece we painted before it disappears for good.

The canvas features a slightly overweight looking Ariel the mermaid. She does, in fact, look a bit like an American tourist with her Hawaiian shirt on but rest assured she's just trying to blend in whilst finding the secrets of the oversized land seals they call humans. She can't wait to say the spell to get rid of her human legs and get her fishy bottom half back so she can get back under the sea. It's better where it's wetter...

Cheers

id-iom

Displacement. 340 tonnes. Beam. 9 metres. Draught. 2.9 metres. Length. 55 metres. Speed. 25 knots. Range. 3,000 nautical miles. Complement. 24 (core crew) ...

From Wikipedia, the free encyclopedia

1

History

Name: Emden

Namesake: Emden

Ordered: 1921

Laid down: 8 December 1921

Launched: 6 January 1925

Commissioned: 15 October 1925

Fate: Scuttled 3 May 1945, scrapped 1949

General characteristics

Displacement:

Standard: 5,300 long tons (5,400 t)

Full load: 6,990 long tons (7,100 t)

Length: 155.1 m (508 ft 10 in)

Beam: 14.2 m (46 ft 7 in)

Draft: 5.3 m (17 ft 5 in)

Propulsion: Steam turbines, 2 shafts, 10 boilers, 46,500 shp (34,700 kW)

Speed: 29.5 knots (54.6 km/h; 33.9 mph)

Range: 6,700 nmi (12,400 km; 7,700 mi) at 15 knots (28 km/h; 17 mph)

Boats & landing

craft carried: 6

Complement:

19–30 officers

445–653 enlisted men

Armament:

8 × 15 cm (5.9 in) guns

3 × 8.8 cm (3.5 in) guns

4 × 50 cm (20 in) torpedo tubes

Armor:

Belt: 50 mm (2.0 in)

Deck: 40 mm (1.6 in)

Conning tower: 100 mm (3.9 in)

Emden was a light cruiser built by the Reichsmarine in the early 1920s. She was the only ship of her class and was the first large warship built in Germany after the end of World War I. She was built at the Reichsmarinewerft in Wilhelmshaven; her keel was laid in December 1921 and her completed hull was launched in January 1925. Emden was commissioned into the German fleet in October 1925. Her design was heavily informed by the restrictions of the Treaty of Versailles and the dictates of the Allied disarmament commission. She was armed with a main battery of surplus 15 cm (5.9 in) guns left over from World War I, mounted in single gun turrets, as mandated by the Allied powers. She had a top speed of 29 knots (54 km/h; 33 mph).

Emden spent the majority of her career as a training ship; in the inter-war period, she conducted several world cruises to train naval cadets. At the outbreak of war, she laid minefields off the German coast and was damaged by a British bomber that crashed into her. She participated in the invasion of Norway in April 1940, and then resumed training duties in the Baltic Sea. These lasted with minor interruptions until September 1944, when she was deployed to Norway to serve as the flagship of the minelaying forces there. In January 1945, she carried the disinterred remains of Paul von Hindenburg from East Prussia to Pillau, to prevent his remains from falling into the hands of the advancing Soviet Army. While undergoing repairs in Kiel, Emden was badly damaged by British bombers and later run aground outside the harbor and was blown up. The wreck was ultimately broken up in 1949.

Design

According to Article 181 of the Treaty of Versailles, the treaty that ended World War I, the German Navy was permitted only six light cruisers. Article 190 limited new cruiser designs to 6,000 long tons (6,100 t) and prohibited new construction until the vessel to be replaced was at least twenty years old.[1] Design work on the first new light cruiser, ordered as "Ersatz Niobe", began in 1921.[2] The ship was intended for long-range overseas service, so the designers placed emphasis on a large cruising radius and capacious crew accommodation spaces.[3] The designers wanted to use a main battery of eight 15-centimeter (5.9 in) guns in four dual mounts, but the Allied powers insisted on single gun turrets. This arrangement placed four guns amidships, which reduced the power of her broadside, as only six guns could fire on either side, as opposed to eight.[4]

The ship was based on cruiser designs from late in World War I, primarily due to personnel shortages in the design staff and the closure of the Navy's experimental institute. Nevertheless, the ship incorporated major advances over the earlier designs, including large-scale use of welding in her construction and a significantly more efficient propulsion system that gave her a cruising radius fifty percent larger than that of the older ships.[2] Emden was laid down at the Reichsmarinewerft in Wilhelmshaven on 8 December 1921 and launched on 7 January 1925. She was commissioned into the fleet nine months later, on 15 October 1925.[5]

General characteristics

Emden was 150.5 meters (494 ft) long at the waterline and 155.1 m (509 ft) long overall. She had a beam of 14.2 m (47 ft) and a designed draft of 5.3 m (17 ft); at standard load, the draft was 5.15 m (16.9 ft), and at combat load the draft increased to 5.93 m (19.5 ft). Her designed displacement was 5,960 long tons (6,060 t), with 5,300 long tons (5,400 t) standard and 6,990 long tons (7,100 t) combat displacements. Her hull was constructed with longitudinal steel frames and incorporated seventeen watertight compartments and a double bottom that extended for 56 percent of the length of the keel.[2] She had a waterline armored belt that was 50 mm (2.0 in) thick; her armored deck was 20 to 40 mm (0.79 to 1.57 in) thick, and her conning tower had 100 mm (3.9 in) thick sides.[4]

The ship had a standard crew of nineteen officers and 464 enlisted men. While serving on cadet training cruises, her crew numbered twenty-nine officers and 445 enlisted, with 162 cadets. After 1940, her standard crew was increased to twenty-six officers and 556 enlisted, and after being reduced to a training ship, her crew numbered thirty officers and 653 enlisted men. Emden carried six boats. The German Navy regarded the ship as a good sea boat, with slight lee helm and gentle motion in a swell. The cruiser was maneuverable, but was slow going into a turn. Steering was controlled by a single large rudder. She lost speed only slightly in a head sea, but lost up to sixty percent in hard turns. She had a metacentric height of .79 m (2 ft 7 in).[2]

Machinery

Emden was powered by two sets of Brown, Boverie & Co. geared steam turbines; they drove a pair of three-bladed screws that were 3.75 m (12.3 ft) in diameter. Steam was provided by four coal-fired Marine-type boilers and six oil-fired Marine boilers divided into four boiler rooms. The engines were rated at 46,500 shaft horsepower (34,700 kW) and a top speed of 29 knots (54 km/h; 33 mph). On speed trials, her engines reached 45,900 shp (34,200 kW) and a maximum of 29.4 knots (54.4 km/h; 33.8 mph). The ship was designed to carry 300 metric tons (295 long tons) of coal, though additional space could accommodate up to 875 metric tons (861 long tons). Oil capacity was 200 metric tons (197 long tons) as designed, and up to 1,170 metric tons (1,150 long tons) in additional fuel bunkers. This gave the ship a cruising radius of 6,700 nautical miles (12,400 km; 7,700 mi) at 12 knots (22 km/h; 14 mph). At 18 knots (33 km/h; 21 mph), her range fell to 5,200 nmi (9,600 km; 6,000 mi). Electrical power was supplied by two systems of three generators each, with a total combined output of 420 kilowatts (560 hp) at 220 Volts.[2]

Armament

The ship's main battery was to have been eight 15 cm SK L/55 guns in twin turrets, but the Allied disarmament authority refused to permit this armament. Instead, she was equipped with existing stocks of 15 cm SK L/45 guns in single turrets.[2] The guns were C/16 models; they fired a 45 kg (99 lb) shell at a muzzle velocity of 835 meters per second (2,740 ft/s).[6] They could elevate to 40 degrees and had a maximum range of 17,600 m (57,700 ft). The eight guns were supplied with a total of 960 rounds of ammunition. Emden was also equipped with two 8.8 cm SK L/45 anti-aircraft guns, and a third was later added. These guns had between 900 and 1,200 rounds of ammunition in total. As designed, she was to have carried eight deck-mounted 50 cm (20 in) torpedo tubes in dual launchers, but only four tubes were fitted as built. In 1934, these were replaced with more powerful 53.3 cm (21.0 in) tubes. The ship carried twelve torpedoes.[2]

In 1938, the ship's anti-aircraft battery was strengthened. She received two and later four 3.7 cm SK C/30 guns and up to eighteen 2 cm Flak guns. The capacity to carry 120 mines was also added. In 1942, two of the four torpedo launchers were removed, and she was rearmed with a new model of 15 cm gun.[2] This gun was the Tbts KC/36 model, and was designed for use on destroyers. It fired a slightly smaller 40 kg (88 lb) shell at a higher muzzle velocity—875 m/s (2,870 ft/s). The gun could elevate to 47 degrees for a maximum range of 23,500 m (77,100 ft).[7] By 1945, the ship's anti-aircraft battery consisted of nine 3.7 cm guns and six 2 cm guns.[2]

Service history

After her commissioning in 1925, Emden was used as a training ship for naval cadets. She made a series of world cruises to show the flag in the pre-war period and trained large numbers of cadets. In 1925–1926, a series of modifications were made to the ship, including increasing the height of the second funnel and the installation of a flying bridge at the base of the battle mast, which was shortened by 7 m (23 ft).[8] Lothar von Arnauld de la Perière commanded the ship from September 1928 until October 1930.[9] In April 1933, her coal-fired boilers were replaced with more efficient oil-fired boilers. The next year, another series of modifications was made, including reducing the main mast and funnels in height and the installation of a small crane on the starboard side of the main mast. In September 1934, Karl Dönitz, the future commander of the Kriegsmarine, took command of the ship and remained in the position until September 1935. Emden went into dock for further modifications in 1936; the ship's masts were again reworked, and the third 8.8 cm anti-aircraft gun was added.[8] Leopold Bürkner commanded the Emden from 30 July 1937 to 15 June 1938.[10]

After the outbreak of World War II in September 1939, a degaussing coil was installed just above the waterline to protect the ship from magnetic mines.[11] Her first wartime operation saw her participating in laying a minefield off the German coast in the North Sea on 3 September. She conducted the operation with the other light cruisers Nürnberg, Leipzig, Köln, and Königsberg and sixteen destroyers.[12] After laying her first set of mines, she returned to Wilhelmshaven to restock her mines. While moored in the harbor, she was attacked by British bombers on 4 September; German anti-aircraft gunners shot down four of the five Blenheim bombers, one of which inadvertently crashed into the ship. Twenty-nine men were killed or wounded in the crash.[13][14]

Emden steaming at low speed in 1935

Emden next participated in the invasion of Norway (Operation Weserübung). She was part of the ill-fated Kriegsschiffgruppe 5, tasked with seizing Oslo. The group's flagship, the heavy cruiser Blücher, was sunk by the Oscarsborg coastal fortress inside Oslofjord and the heavy cruiser Lützow was damaged when the squadron attempted to steam up the fjord into Oslo harbor to land troops. After the loss of Blücher, Emden and the heavy cruiser Lützow disembarked their troops further down the fjord. After the ground troops had occupied Oslo, Emden entered the port serving as a joint communications center to coordinate Kriegsmarine, Wehrmacht, and Luftwaffe operations. After the conquest of Norway was complete, Emden returned to Germany and served as a training ship. This lasted until September 1941.[15]

In September 1941, Emden was assigned to an operation in the Gulf of Riga to provide gunfire support to German troops.[16] On the 16th, she was operating off Dagö with Leipzig and three torpedo boats; the ships came under fire from Soviet coastal batteries, but were undamaged. A group of four Soviet torpedo boats also made an unsuccessful attack on the German squadron.[17] Emden was then assigned to the Baltic Fleet, centered on the newly commissioned battleship Tirpitz; the Baltic Fleet was tasked with preventing the Soviet Navy from breaking out of the Baltic. Emden and Leipzig were the core of the southern group, which was based in Libau. The fleet remained on station only briefly, and by 29 September, the ships were recalled to Gotenhafen.[18]

After returning to Germany, Emden was assigned to training duties once again. She continued in this role until June 1942, by which time a major overhaul was in order. The refit was completed in Wilhelmshaven, after which Emden returned to training cadets. In September 1944, she was deployed to Norway, where she served as the flagship of the minelaying forces there. While in Norway, she participated in several minelaying operations through October, when she was transferred to convoy escort duty; her primary task was to protect convoys in and out of Oslo. This lasted until December, when she ran aground in the Oslofjord off the island of Flateguri. Her guns were removed while repairs were partially effected in the Schichau-Werke. Before departing East Prussia, she took on the remains of Paul von Hindenburg and his wife to carry them to mainland Germany. They had been disinterred to prevent them from falling into the hands of the advancing Soviet Army. The repair work on the ship was not yet completed, and so she was towed to Pillau, where the Hindenburgs' remains were taken off.[16] Emden's engines were put back in working order, though she was incapable of reaching top speed, and her guns were reinstalled.[19]

Emden departed Pillau on 1 February, bound for Kiel. She arrived on 7 February 1945 and was taken into the Deutsche Werke dockyard to complete the necessary repairs. British bombers attacked the ship twice and damaged her badly. The ship was listing heavily, and so on 14 April, she was towed out into Heikendorfer Bay and run aground. The Germans then blew her up on 3 May to prevent the Allies from capturing the ship.[20] The wreck was ultimately broken up for scrap in 1949.[3] Her bow ornament is currently on display in the Deutsches Museum in Munich.[21]

thanks for looking......appreciated.....best bigger.....hope you have a Great Day

painting for my kinda town @ rotofugi, opening Friday September 25th, not the best photo in the world but you could always go see the show.

The UN protection of civilians site in Juba now accommodates 35 000 people, 7 000 of whom have arrived following the clashes in July.

© UNICEF/Albert González Farran

Some background:

The Bentley 4½ Litre was a British car based on a rolling chassis built by Bentley Motors. Walter Owen Bentley replaced the Bentley 3 Litre with a more powerful car by increasing its engine displacement to 4.4 L (270 cu in).

Bentley buyers used their cars for personal transport and arranged for their new chassis to be fitted with various body styles, mostly saloons or tourers. However, the publicity brought by their competition programme was invaluable for marketing Bentley's cars.

The Bentley's tanks - radiator, oil and petrol - had quick release filler caps that opened with one stroke of a lever. This saved time during pit stops. The 4½ was equipped with a canvas top stretched over a lightweight Weymann body. The hood structure was very light but with high wind resistance (24 Hours Le Mans rules between 1924 and 1928 dictated a certain number of laps for which the hood had to be closed). The steering wheel measured about 45 cm (18 in) in diameter and was wrapped with solid braided rope for improved grip. Brakes were conventional, consisting of 17-inch (430 mm) drum brakes finned for improved cooling and operated by rod. Semi-elliptic leaf springs were used at front and rear.

Building the kit and its display box:

I normally do not build large scale kits, except for some anime character figures, and I especially stay away from car models because I find it very hard to come close to the impression of the real thing. But this one was a personal thing, and I got motivated enough to tackle this challenge that caused some sweat and shivers. Another reason for the tension was the fact that it was intended as a present - and I normally do not build models for others, be it as a gift or on a contract work basis.

The background is that a colleage of mine will retire soon, an illustrator and a big oldtimer enthusiast at the same time. I was not able to hunt down a model of the vintage car he actually owns, but I remembered that he frequently takes part with his club at a local car exhibition, called the "Classic Days" at a location called Schloss Dyck. There he had had the opportunity some time ago to take a ride in a Bentley 4.5 litre "Blower", and I saw the fascinationn in his eyes when he recounted the events. We also talked about car models, and I mentioned the 1:24 Heller kit of the car. So, as a "farewell" gift, I decided to tackle this souvenir project, since the Bentley drive obviously meant a lot to him, and it's a quite personal gift, for a highly respected, artistic person.

Since this was to be a gift for a non-modeler, I also had to make sure that the car model could later be safely stored, transported and displayed, so some kind of base or display bon on top was a must - and I think I found a nice solution, even with integrated lighting!

As already mentioned, the model is the 1:24 Heller kit from 1978, in this case the more recent Revell re-boxing. While the kit remained unchanged (even the Heller brand is still part of the molds!), the benefit of this version is a very nice and thin decal sheet which covers some of the more delicate detail areas like gauges on the dashboard or the protective wire mesh for the headlights.

I had huge respect for the kit - I have actually built less than 10 car models in my 40+ years of kit building. So the work started with detail picture research, esp. of the engine and from the cockpit, and I organized appropriate paints (see below).

Work started slowly with the wheels, then the engine followed, the steerable front suspension, the chassis, the cabin section and finally the engine cowling and the mudguards with the finished wheels. Since I lack experience with cars I stuck close to the instructions and really took my time, because the whole thing went together only step by step, with painting and esp. drying intermissions. Much less quickly than my normal tempo with more familiar topics.

The kit remained basically OOB, and I must say that I am impressed how well it went together. The car kits I remember were less cooperative - but the Heller Bentley was actually a pleasant, yet challenging, build. Some issues I had were the chrome parts, which had to be attached with superglue, and their attachment points to the sprues (the same green plastic is used for the chrome parts, too - a different materiallike silver or light grey would have made life easier!) could only hardly be hidden with paint.

The plastic itself turned out to be relatively soft, too - while it made cleaning easy, this caused in the end some directional issues which had to be "professionally hidden": Once the cabin had been mounted to the frame and work on the cowling started, I recognized that the frame in front of the cabin was not straight anymore - I guess due to the engine block which sits deep between the front beams. While this was not really recognizable, the engine covers would not fit anymore, leaving small but unpleasant gaps.

The engine is OOB not über-detailed, and I actually only wanted to open the left half of the cocling for the diorama. However, with this flaw I eventually decided to open both sides, what resulted in having the cowling covers sawn into two parts each and arranging them in open positions. Quite fiddly, and I also replaced the OOB leather straps that normally hold the cowling covers closed with textured adhesive tape, for a more voluminous look. The engine also received some additional cables and hoses - nothing fancy, though, but better than the quite bleak OOB offering.

Some minor details were added in the cabin: a floor mat (made from paper, it looks like being made from cocos fibre) covers the area in front of the seats and the steering wheel was wrapped with cord - a detail that many Bentleys with race history shared, for a better grip for the driver.

Overall, the car model was painted with pure Humbrol 239 (British Racing Green) enamel paint, except for the passenger section. Here I found Revell's instructions to be a bit contradictive, because I do not believe in a fully painted car, esp. on this specific Le Mans race car. I even found a picture of the real car as an exhibition piece, and it rather shows a faux leather or vinyl cladding of the passenger compartment - in a similar dark green tone, but rather matt, with only a little shine, and with a lighter color due to the rougher surface. So I rather tried to emulate this look, which would also make the model IMHO look more interesting.

As a fopundation I used a mix of Humbrol 239 and 75 (Bronze Green), on top of which I later dry-brushed Revell 363 (Dark Green). The effect and the gloss level looked better than expected - I feared a rather worn/used look - and I eventually did not apply and clear varnish to this area. In fact, no varnish was applied to the whole model because the finish looked quite convincing!

The frame and the engine were slightly weathered with a black ink wash, and once the model was assembled I added some oil stains to the engine and the lower hull, and applied dust and dirt through mineral artist pigments to the wheels with their soft vinyl tires and the whole lower car body. I wanted the car to look basically clean and in good shape, just like a museum piece, but having been driven enthusiastically along some dusty country roads (see below). And this worked out quite well!

Since I wanted a safe store for the model I tried to find a suitable display box and found an almost perfect solution in SYNAS from Ikea. The sturdy SYNAS box (it's actually sold as a toy/Children's lamp!?) had very good dimensions for what I had in mind. Unfortunately it is only available in white, but for its price I would not argue. As a bonus it even comes with integrated LED lighting in the floor, as a rim of lights along the side walls. I tried to exploit this through a display base that would leave a 1cm gap all around, so that light could be reflected upwards and from the clear side walls and the lid onto the model.

The base was created with old school methods: a piece of MDF wood, on top of which I added a piece of cobblestone street and grass embankment, trying to capture the rural atmosphere around Schloss Dyck. Due to the large scale of the model I sculpted a light side slope under the pavement (a Tamiya print with a light 3D effect), created with plaster and fine carpenter putty. The embankment was sculpted with plaster, too.

The cobblestone cardboard was simply glued to the surface, trimmed down, and then a fairing of the base's sides was added, thin balsa wood.

Next came the grass - again classic methods. First, the surface was soaked with a mix of water, white glue and brown dispersion paint, and fine sand rinsed over the surfaces. Once dry, another mix of water, white glue and more paint was applied, into which foamed plastic turf of different colors and sizes was dusted. After anothetr drying period this area was sprayed with contact glue and grass fibres were applied - unfortunately a little more than expected. However, the result still looks good.

At the border to the street, the area was covered with mineral pigments, simulating mud and dust, and on the right side I tried to add a puddle, made from Humbrol Clearfix and glue. For some more ambiance I scratched a typical German "local sight" roadsign from cardboard and wood, and I also added a pair of "Classic Days" posters to the mast. Once in place I finally added some higher grass bushels (brush fibres) and sticks (dried moss), sealing everything in place with acralic varnish from the rattle can.

In order to motivate the Bentley's open cowling, I tried to set an engine failure into scene: with the car abandoned during the Classic Days' demo races along the local country roads, parked at the side of the street, and with a puddle of engine below and a small trail of oil behind the car (created with Tamiya "Smoke", perfect stuff for this task!). A hay bale, actually accessory stuff for toy tractors and in fact a square piece of wood, covered with straw chips, subtly hint at this occasion.

Finally, for safe transport, the model was attached to the base with thin wire, the base glued to the light box' floor with double-sided adhesive tape and finally enclosed.

Quite a lot of work, the car model alone took four patient weeks to fully materialize, and the base in the SYNAS box took another two weeks, even though work proceeded partly in parallel. However, I am positively surprised how well this build turned out - the Heller kit was better/easier to assemble than expected, and many problems along the way could be solved with patience and creative solutions.

Flight and expulsion

More waves of flight and displacement

On the other side: the foreseeable end of the war in 1944 triggered further waves of flight and expulsion following the "resettlements" forced by the Nazis. Between 1944 and 1951, more than 12 million people from the former German eastern territories and the south-eastern European settlement areas lost their homes due to flight, expulsion and deportation. Of these, around 8 million people came to the American and English occupation zones, and later to the southern French-occupied areas. About 4 million people came to the Soviet-occupied zone, from which the GDR emerged in 1949.

The expulsion of the Germans had been prepared and resolved by the Allies at the major war conferences in Teheran (1943), Yalta (February 1945) and Potsdam (July/August 1945): which did not prevent the exile governments of the Poles and Czechs immediately after the ceasefire in May and June 1945 with so-called "wild expulsions" to create accomplished facts. In addition, after the founding of the GDR, and especially after the failed uprising in 1953, many of the people who first took refuge in East Germany also moved further west.

Beginnings of flight and expulsion

Its beginnings took flight and expulsion, and the later threadbare attempts of justification, however, already in the course of the First World War. At that time, a special kind of approach was already part of political action, which today is more commonly used in public language as "ethnic cleansing", even if this was often described differently 80 or 100 years ago.

That was at the same time the most important motive for flight and expulsion, already since the First World War. Whether in the expulsion of the Germans from Alsace-Lorraine, as the French from 1918 called the left bank territories their own again. Whether in "the population swap" between Turkey and Greece, near the strait of the Bosphorus, in the years after 1923. Or in all that was initiated by the Nazis in Eastern European occupation states after 1939, and - quasi as a "chain reaction" - starting in 1944/45 then in the aftermath then directed against the Germans themselves. Flight and expulsion had, at that time, mostly an "ethnically uniform nation state" as a goal; something that is hardly conceivable in a united Europe.

Basic patterns

People of other languages, denominations or other national ethnic groups were resettled, displaced, abused or killed. This did not only in the Balkans during the Bosnian wars of the 1990s cause upheavals: this was a basic pattern in the "Century of the Refugees". That was already motive for the expelling of the Armenians, the Christian minority in the former Ottoman Empire, in the years 1909 and 1915. The number of victims there is estimated to be at least 800,000 (Mathias Beer 2009, 11). The same was true of the savage expulsions of hundreds of thousands of Greeks from Asia Minor and Thrace, in 1922/23, triggered by Mustafa Kemal Atatürk - and what subsequently committed another two million people in Greece and western Turkey to be "resettled according to organized statute": "legitimized" under international law by the January 1923 Treaty of Lausanne.

Relocations and deportations were already in Russia and later followed in the Soviet Union: still in Tsarist Russia, the German and Polish settlers, living since a long time in the country, had been restricted internal migration and land acquisition. German colonists were asked during the First World War to leave various areas. In Galicia, and in "Russian Poland", about 800,000 Germans and 600,000 Jews were forcibly relocated.

Hundreds of thousands of Germans, Poles, Latvians, Finns, Iranians and Kurds were deported with the Stalinist terror of the 1930s. The same happened in the territories of Poland, Romania and the Baltics annexed in 1939 and 1940 as part of the Hitler-Stalin Pact. Here, too, the Soviet rulers deported around 1.2 million people to the interior of the country (Mathias Beer 2009, 13). After Hitler's attack on the Soviet Union, between 1941 and 1942, up to 1.2 million Germans from the Autonomous Republic of the Volga, but also from other regions of the Soviet Union, were deported to Siberia and Kazakhstan.

This was almost seamlessly connected with the mass deportations of European Jews by the Nazi rulers: with the first mass shootings to kill the Jews in June 1941, after the attack on the Soviet Union, in Lithuania. And - after the Wannsee Conference in January 1942 - the systematic construction of concentration and extermination camps of the Shoah in Auschwitz-Birkenau or Lublin-Majdanek. Almost half of the total of almost six million murdered Jews were gassed in the extermination camps - the other half died from mistreatment, torture, starvation, or mass shootings. The idea, originally rooted in the nation-state, of creating "peace" through the separation and resettlement of national ethnic groups, resulted in inhuman perversion, especially in the genocide of the Jews.

Justification not possible

This - slightly longer - preface to the general time circumstances since the First World War, to the more than a century common practice of "ethnic cleansing", to deportation and expulsion in the "century of refugees" seems imperative: just to understand the following core chapters under The title "flight and expulsion", which concerned mainly German citizens with the ending of World War II 1944/45, better - and above all: sufficient.

There can be no justification (and no set-off) for forced deportation and expulsion. Neither in the case of the Armenians, in 1915; still with Greeks and Turks in the borderland "Thrace" 1923 - not with the expulsions under Stalin and Hitler. And not even in the expulsion of Germans from ancestral areas in East Prussia, Silesia, or the Sudetenland from the autumn of 1944 and the following spring of 1945. It is and remains an injustice: no matter on which side of the demarcations it may have happened.

Flucht und Vertreibung

Weitere Wellen von Flucht und Vertreibung

Auf der anderen Seite: das bereits 1944 absehbare Kriegsende löste nach den von den Nazis erzwungenen „Umsiedlungen“ weitere Wellen von Flucht und Vertreibung aus. Zwischen 1944 und 1951 verloren durch Flucht, Vertreibung und Verschleppung mehr als 12 Millionen Menschen aus den ehemaligen deutschen Ostgebieten und den südosteuropäischen Siedlungsgebieten ihre Heimat. Davon kamen rund 8 Millionen Menschen in die amerikanische und die englische Besatzungszone, erst später auch in die südlich gelegenen französisch besetzten Bereiche. Etwa 4 Millionen Menschen kamen in die sowjetisch besetzte Zone, aus der 1949 die DDR entstand.

Die Vertreibung der Deutschen hatten die Alliierten auf den großen Kriegskonferenzen in Teheran (1943), Jalta (Februar 1945) und Potsdam (Juli/August 1945) vorbereitet und beschlossen: was die Exilregierungen der Polen und Tschechen nicht hinderte, bereits unmittelbar nach dem Waffenstillstand im Mai und Juni 1945 mit so genannten „Wilden Vertreibungen“ vollendete Tatsachen zu schaffen. Dazu kam: nach Gründung der DDR, und insbesondere nach dem gescheiterten Aufstand 1953, strebten auch viele der Menschen, die erst in Ostdeutschland Zuflucht fanden, weiter in den Westen.

Anfänge der Flucht und Vertreibung

Ihre Anfänge nahmen Flucht und Vertreibung, und die späteren fadenscheinigen Versuche der Rechtfertigung jedoch schon im Verlauf des Ersten Weltkriegs. Eine besondere Art des Vorgehens hielt damals schon Eingang in das politische Handeln, das heute im öffentlichen Sprachgebrauch gängig ist als das der „ethnischen Säuberung“, auch wenn das vor 80 oder 100 Jahren oft noch anders umschrieben war.

Das war zugleich das wichtigste Motiv bei Flucht und Vertreibung, bereits seit dem Ersten Weltkrieg. Ob bei der Vertreibung der Deutschen aus Elsass-Lothringen, als die Franzosen ab 1918 die linksrheinischen Gebiete wieder ihr Eigen nannten. Ob bei „dem Bevölkerungstausch“ zwischen der Türkei und Griechenland, nahe der Meerenge des Bosporus, in den Jahren nach 1923. Oder bei alledem was von den Nazis in osteuropäischen Besatzungsstaaten nach 1939 initiiert wurde, und – quasi als „Kettenreaktion“ – sich ab 1944/45 in der Folgezeit dann gegen die Deutschen selbst richtete. Flucht und Vertreibung hatten, damals, meist einen „ethnisch einheitlichen Nationalstaat“ als Ziel; etwas, das in einem vereinten Europa kaum mehr denkbar ist.

Grundmuster

Menschen anderer Sprache, Konfession oder einer anderen nationalen Ethnie siedelte man um, vertrieb, misshandelte oder tötete sie. Das löste nicht erst auf dem Balkan in den Bosnienkriegen der 1990-er Jahre Verwerfungen aus: das war ein Grundmuster im „Jahrhundert der Flüchtlinge“. Das war schon Motiv bei Vertreibung der Armenier, der christlichen Minderheit im einstigen osmanischen Reich, in den Jahren 1909 und 1915. Die Zahl der Opfer dort wird auf mindestens 800000 geschätzt (Mathias Beer 2009, 11). Das galt auch für die wilden Vertreibungen Hunderttausender Griechen aus Kleinasien und Thrakien, 1922/23, ausgelöst durch Mustafa Kemal Atatürk – und die in der Folge weitere zwei Millionen Menschen in Griechenland und im Westen der Türkei zur „Umsiedlung nach geordnetem Statut“ verpflichtete: völkerrechtlich „legitimiert“ durch den im Januar 1923 geschlossenen Vertrag von Lausanne.

Umsiedlungen und Deportationen gab es schon zuvor in Russland und folgten später auch in der Sowjetunion: noch im zaristischen Russland war den lange im Land lebenden deutschen und polnischen Siedlern Binnenwanderung und Landerwerb eingeschränkt worden. Deutsche Kolonisten wurden im Verlauf des Ersten Weltkriegs aufgefordert, diverse Gebiete zu verlassen. In Galizien, und in „Russisch-Polen“, wurden etwa 800000 Deutsche und 600000 Juden zwangsumgesiedelt.

Mit dem stalinistischen Terror ab den 1930-er Jahren wurden Hunderttausende Deutsche, Polen, Letten, Finnen, Iraner und Kurden deportiert. Vergleichbares passierte in den 1939 und 1940 im Zuge des Hitler-Stalin-Paktes annektierten Gebieten Polens, Rumäniens und des Baltikums: auch hier deportierten die Sowjetmachthaber etwa 1,2 Millionen Menschen ins Landesinnere (Mathias Beer 2009, 13). Nach Hitlers Angriff auf die Sowjetunion wurden zwischen 1941 und 1942 weitere bis zu 1,2 Millionen Deutsche aus der Autonomen Wolgarepublik, aber auch aus anderen Regionen der Sowjetunion, nach Sibirien und Kasachstan deportiert.

Daran schlossen sich quasi nahtlos an die Massendeportationen europäischer Juden durch die NS-Machthaber: mit den ersten Massenerschießungen zur Tötung der Juden ab dem Juni 1941, nach dem Überfall auf die Sowjetunion, in Litauen. Und – nach der Wannsee-Konferenz im Januar 1942 – der systematische Aufbau von Konzentrations- und Vernichtungslagern der Shoah in Auschwitz-Birkenau oder Lublin-Majdanek. Knapp die Hälfte der insgesamt fast sechs Millionen ermordeten Juden wurde in den Vernichtungslagern vergast – die andere Hälfte starb an Misshandlung, Folter, Hunger, oder Massenerschießungen. Der ursprünglich im Nationalstaat wurzelnde Gedanke, durch Trennung und Umsiedlung von nationalen Ethnien „Frieden“ zu schaffen, mündete – besonders beim Genozid an den Juden – in unmenschlicher Perversion.

Rechtfertigung nicht möglich

Diese – etwas längere – Vorrede zu den allgemeinen Zeitumständen seit dem Ersten Weltkrieg, zu den seit mehr als einem Jahrhundert gängigen Praktiken der „ethnischen Säuberungen“, zu Deportation und Vertreibung im „Jahrhundert der Flüchtlinge“ erscheint zwingend notwendig: gerade um die folgenden Kernkapitel unter dem Titel „Flucht und Vertreibung“, das mit dem zu Ende gehenden Zweiten Weltkrieg 1944/45 vor allem deutsche Staatsangehörige betraf, besser – und vor allem: hinreichend – verstehen zu können.

Es kann keine Rechtfertigung (und auch keine Aufrechnung) geben für erzwungene Deportation und Vertreibung. Weder im Fall der Armenier, im Jahr 1915; noch bei Griechen und Türken im Grenzland „Thrakien“ 1923 – nicht bei den Vertreibungen unter Stalin und Hitler. Und auch nicht bei der Ausweisung von Deutschen aus angestammten Gebieten in Ostpreußen, Schlesien, oder dem Sudetenland ab dem Herbst 1944 und dem folgenden Frühjahr 1945. Es ist und bleibt ein Unrecht: gleich auf welcher Seite der Grenzziehungen es geschehen sein mag.

www.landeskunde-baden-wuerttemberg.de/vertriebene_im_sued...

8000 l per arm, per pumping movement.

all i've done this vacation is watch the tv show Royal Pains. and take pictures. but mostly watch Royal Pains, my life is very exciting.

| website | instagram | bēhance | facebook |

Avellino, marzo 2013

Kodak TX 400

Xtol (1+1) 9 min

scan from negative film

MUSIC

TUMBLR

Fault displacement along Encantado Road, Landers, San Bernardino County, California. This view to the west shows Tom holding 1 m of measuring tape up for scale; we measured about 3 m of right-lateral offset at this site on the Johnson Valley Fault, following the 1992 Landers earthquake.

Sailboat Specifications

Hull Type: Lifting Keel

Rigging Type: Fractional Sloop

LOA: 8.51 m

LWL: 7.47 m

Beam: 2.82 m

S.A. (reported): 35.30 m2

Draft (max): 1.52 m

Draft (min): 0.38 m

Displacement: 2,495 kg

Ballast: 930 kg

S.A./Disp.: 19.57

Bal./Disp.: 37.27

Disp./Len.: 166.96

Construction: GRP

First Built: 1989

Builder: Parker Yachts (UK)

Designer: Ron Holland

Auxiliary Power/Tanks (orig. equip.)

Make: Yanmar

Model: 1GM

Type: Diesel

Fuel: 45 L

Sailboat Calculations

S.A./Disp.: 19.57

Bal./Disp.: 37.27

Disp./Len.: 166.96

Comfort Ratio: 17.20

Capsize Screening Formula: 2.10

S#: 3.14

Rig and Sail Particulars

I: 9.75 m

J: 3.20 m

P: 9.53 m

E: 3.20 m

S.A. Fore: 15.61 m2

S.A. Main: 15.24 m2 S.A. Total (100% Fore + Main Triangles) 30.85 m2

S.A./Disp. (calc.): 17.10

Est. Forestay Len.: 10.27 m

Mast Height from DWL: 12.34 m

Accommodations

Water: 76 L

Sailboat Links

Ron Holland

www.ronhollanddesign.com

My first design, the 26 ft. sloop 'White Rabbit' was created in 1966 during the 3 year period I attended my boat building apprenticeship in Auckland, New Zealand. Six years later, while working in the engineering department of production yacht builder, Morgan Yachts in St. Petersburg, Florida, I designed a 24 ft. racer, 'Eygthene', to the IOR Quarter Ton Rule. This yacht won the 1973 Quarter Ton Championships in Torbay, England, and enabled me to secure the design commission for 'Golden Apple' from Irish yachtsman, the late Hugh Coveney. The success of this yacht was the foundation of my Irish based yacht design business.

These small racing yachts formed the backbone of the Ron Holland organisation for several years, with a string of successes in level rating world championships and Admiral's Cup events. Racing at the highest level of international competition.

Based on the racing success of the Admiral's Cup yachts came commissions for maxi racers, the largest yachts competing internationally. In 1980, 'Kialoa' and 'Condor' established the Ron Holland design philosophy in this area of the business and lead to commissions for larger, performance oriented cruising yachts.

'Whirlwind XII", my first design over 100 ft. in length, was launched from the Royal Huisman Shipyard in 1986 and paved the way for a wide variety of design commissions from clients who demanded beautiful, safe, comfortable cruising yachts, capable of worldwide voyaging. The common denominator is these were all performance oriented cruising yachts, the benchmark of the Ron Holland Design philosophy still in force with today's design commissions.

1999 has seen important new projects that included my first interior design commission, as well as my first motor yacht design work. New areas of activity that I have found stimulating and a logical extension of a lifetime's work in the marine design field.

Reviewing the presented Ron Holland designs will show the variety of design approaches that have been taken, specifically to ensure my clients achieve a yacht that fulfils their personal requirements. My organisation prides itself with interpreting the client's goals and integrating these with aesthetically correct and performance oriented design solutions.

Stereoscopic time displacement of modular origami. A 'Five Intersecting Tetrahedra' model, placed on a display turntable and shot using the 'ScanCamera' app on my ipod. For the left and right views, rather than shift the camera, i tried starting the exposures at slightly different times. It worked fairly well, but i'd like to try and get a bit more depth next time.

@ WTC Memorial, Manhattan.

Sweden Göteborg

Type: Destroyer/Frigate

Displacement: 1,060-1,240 tons

Length: 92.7 m (304 ft)

Beam: 9 m (30 ft)

Draught: 3.8 m (12 ft)

Propulsion: Twin screws, turbines

Speed: 39 knots

Range: 3,333 km (1,800 nmi; 2,071 mi)(1800nm)

Complement: 130

Armament: 3 × 120 mm canons, 4 × 25 mm bofors anti-air,

6 × 530 mm torpedo tubes

depth charges and mines

Göteborg class was a Swedish World War II destroyer class. Built 1936-1941 the class was designed as escort and neutral guard destroyers. In total six ships were constructed, HMS Göteborg, HMS Stockholm, HMS Malmö, HMS Karlskrona, HMS Gävle and HMS Norrköping. After World War II the destroyers, later rebuilt as frigates, continued to serve in the Swedish navy. The last ship was decommissioned in 1968.

The famous Swedish marine engineer Curt Borgenstam called the Göteborg class the most beautiful and well working destroyer class to have served in the Swedish navy.

The company was founded in 1841 by Scottish businessman Alexander Keiller under the name Keillers Werkstad i Göteborg, and was aimed at industrial production. After bankruptcy in 1867, the company was reorganised into Göteborgs Mekaniska Verkstads AB.

In 1906, the majority of the company's stocks were taken over by Hugo Hammar and Sven Almqvist. Because of this, the company was reorganised into Göteborgs Nya Verkstads AB and the shipyards capacity was increased. In 1916 the shipyard was renamed to AB Götaverken. During the 1930s, the company had grown so much that Götaverken became the world's biggest shipyard by launched gross tonnes. In 1950 a completely new shipyard was built at Arendal, which is also located in Gothenburg. When the shipyard was completed in 1963, it was internationally unique because most of the building was done indoors. Their old shipyard (Cityvarvet) closed down in 1968.

Götaverken was a shipbuilding company that was located on Hisingen, Gothenburg. During the 1930s it was the world's biggest shipyard by launched gross tonnes. It was founded in 1841, and went bankrupt in 1989.

In 1971, the company was taken over by Salénrederierna AB. And in 1977, the state-owned shipbuilding company, Svenska Varv, took over Salénrederierna because of the Swedish shipyard crisis. During this last period of the company's history, they searched for alternatives to the traditional production of tankers and ore transporters. The company tried to aim its production towards special vessels, such as icebreakers, ferries and freezer ships. In 1989, the state-owed icebreaker Oden was delivered from Arendal as Götaverkens last own-made ship.

3224 MuzMarGöteborg 2007 S 2342 Göteborg_15 Göteborg-class destroyer Göteborg Name Göteborg Number 5 Builder Götaverken Laid Down 1934 Launched 14 October 1935 Commissioned October 1936 Fate Stricken 15 August 1958 Sunk as target 14 August 1962

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www.shipsnostalgia.com/gallery/showphoto.php/photo/119815...

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