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Theme: 65L Items Featuring: Accessories, Apparel, Cosmetics, Eyes, Jewelry, Poses, Shapes, Skins, Tattoos Event Opening Date: March 19, 2022 Event Closing Date: March 21, 2022
Have you ever driven or walked by something and had the intense desire to photograph it even though you don’t really have time or shouldn't stop? Well I’m calling that the “phorce” (make sure to pay me a royalty if you want to use that phrase :) ). Here’s an example:
I was driving around Kauai with the family. I have two kids under 3 who are usually pretty good in the car, however, there are times when the dark-side creeps in where they get overtired and can’t fall asleep. Then you know that the nice peaceful drive is about to turn into mass chaos. It becomes and Indy 500 race to get them home before you go insane with all the crying (they should really have a special lane on highways for situations like this). Knowing we were almost to the point of no return I spotted two old wooden wheels along the fenced entrance to a farm. The phorce was strong with this one but the sanity of my wife and me was at stake so I passed it up. As I got further down the road I thought to myself I may never come here again so I hit the brakes and turned around. I just couldn’t pass it up. My wife graciously stayed in the car with the kids so as a thank you a sat in back with them and did my best to fight off the dark-side. I won a couple rounds but in the end I lost the fight. Sometimes there’s only so many silly faces you can do. It was worth it though.
Pictured is a 2016 McLaren-Honda MP4-31 Grand Prix Car. The car is painted in 2017 McLaren livery which featured on the MCL32.
It was driven in 2016 by double Formula 1 World Champion Fernando Alonso, 2009 World Champion Jenson Button and Stoffel Vandoorne.
A much anticipated reunion with Honda for 2015 brought misery for McLaren with a woefully underpowered engine ensuring that the team suffered it's worst season since 1980, finishing ninth overall.
An improved Honda engine did see the team move forward in 2016 but nowhere near it's race-winning days of old. The season started in dramatic fashion with Fernando Alonso having a spectacular accident after touching the Haas of Esteban Gutierrez mid-race. The Spaniard flew through the air and the resulting impact saw the double World Champion walk away from the wreckage with two broken ribs. Team-mate Jenson Button had a tough race and trailed home in fourteenth position.
With Alonso ruled out of the following Bahrain Grand Prix on medical grounds McLaren test driver Stoffel Vandoorne stepped in to the car and the young Belgian was a revelation. He outqualified Button for his first Grand Prix and went on to finish a creditable tenth and hand McLaren it's first point of the season. Button retired from the race early on with engine failure.
The third race in China saw Alonso return to the cockpit although he finished the race in twelfth position with Button a further place back.
The Russian Grand Prix saw the team score a double-points finish with Alonso finishing a lapped sixth and Button claiming a solitary point for tenth, both drivers opening their 2016 accounts.
Button finished in ninth position in Spain and matched that in the following race in Monaco, although Alonso bettered that result by coming home fifth, the car's highest placing of the season.
Alonso finished just outside the points in eleventh in Canada and Button matched that in the inaugural European Grand Prix in Azerbaijan.
The following race in Austria saw Button have his best weekend of the season. In mixed conditions the 2009 World Champion qualified an excellent third on the grid and would end the race in sixth position, his best result of the year. After this he would score points in only three more events in what would prove to be his swansong in the sport after a seventeen-year career.
Eighth position in the German Grand Prix was followed by ninth in Malaysia and a further ninth position in the United Stated Grand Prix, the final points finish of his career.
After the heroics of Monaco Alonso would finish seventh in Hungary and Belgium, the latter from the back of the grid after receiving a ridiculous sixty-place grid penalty for changing engine components.
A late tyre change saw Alonso finish the Italian Grand Prix in fourteenth position although, on new rubber, he did take the fastest lap.
Two further seventh positions followed in Singapore and Malaysia (this time from the back after a forty-five place grid penalty!). He matched his best result of the season by finishing fifth in the United States Grand Prix and then rounded of the year with a pair of tenth positions in Brazil and the season finale in Abu Dhabi.
Sadly, that final race saw Button end his career with a retirement early on after a kerb-hopping exercise resulted in broken suspension, although he did make a one-off return for McLaren at Monaco in 2017..
At the end of the season, the McLaren drivers would finish tenth (Alonso), fifteenth (Button) and equal eighteenth (Vandoorne) in the championship, McLaren climbing to sixth in the Constructors Championship.
Pictured in January 2018 at the Autosport International show at the NEC in Birmingham.
NOTE ON GROUPS
Usually I'd post this to more groups but, unfortunately, the ridiculous new limit on the number of groups that a picture can be added to prevents this.
If any group admins would like the picture in their particular group I'm afraid you'll either have to invite it or remove the posting limit for your chosen group.
If you don't know about the new group posting limits that were introduced by the back door a few weeks ago and would like to change your group back to the way it used to be, here is the link on how to do it:--
3D red/cyan anaglyph from the glass plate negatives at the Library of Congress, with missing sections restored from the left side of a stereo card version posted online by the Getty Museum.
Link to the Library of Congress negatives, “James River, Va. Sailors relaxing on deck of U.S.S. Monitor,” at: www.loc.gov/pictures/collection/civwar/item/2018666819/
Link to the Getty Museum stereo card, “Crew of the Original "Monitor" on her Deck,” at: www.getty.edu/art/collection/object/1079B2
Stereograph Date: July 9, 1862
Photographer: James F. Gibson (1828 - )
Notes: A stereoscopic portrait of 24 sailors, out of a total crew (including officers) of about 65, posing on the deck of “The Monitor,” while at anchor at Harrison's Landing on the James River. The Monitor was providing protection for the Union army which had retreated to the James, after Lee drove McClellan away from Richmond. This is the original monitor, as improved versions continued to be built during the Civil War, and although these later boats had specific ship names, they were also referred to as “monitors.”
This historic stereograph, and a handful of others, were all taken on the same day, July 9, 1862, by photographer James F. Gibson, and are the only known photographs ever taken of this most famous and very first monitor vessel.
The ironclad Monitor was revolutionary in design, built in just a little over 3 months, and after battling the Merrimac to a standstill at Hampton Roads in March 1862, the ship and crew were hailed as the saviors of the Union. The crew was an all volunteer crew, and although they were fairly safe inside it during battle, environmental conditions while serving on board could be atrocious, and worst of all, the ship was not sea-worthy. Six months after this photo was taken, the Monitor sank in a gale off Cape Hatteras, taking sixteen crew members with it to the bottom.
Some of the lost crew are perhaps pictured here, and after finding the skeletal remains of two sailors within the turret in 2002, there was some research and informed speculation as to exactly which two seamen in this photograph they might be. The tall sailor with his arms crossed at the extreme right was one candidate (Robert Williams), and the other (William Bryan) was thought to possibly be the man facing the camera, in a crouch, with his right arm stretched forth towards the checker board nearest the center. This research to identify the two sailors was found to be inconclusive, although it was determined that they were not officers. The two recovered sailors were from the crew - two of "The Monitor Boys," the moniker the crew (non-officers) gave to themselves.
The excerpts and links below provide some additional background information on the recruitment of the crew, the environmental conditions the crew had to endure, the battle with the Merrimac, the Monitor's sinking, and the possible identity of the two sailors, whose remains were found in 2002.
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Below are excerpts from an article by Commander Samuel Dana Greene, which appeared in an 1885 edition of Century Magazine. The editor makes note of Greene’s recent death – Commander Greene had committed suicide the previous December, at age 44. There was speculation that it was either temporary insanity or that he was upset at some perceived criticisms of his role in the famous battle with the Merrimac. In fact, Greene was really one of the Union heroes in the battle, manning and firing the Monitor’s 11 inch guns (which fired 180-pound shot) and taking over for Captain Worden after he was blinded by a direct hit on the pilot house.
It's a wonder that the men in the Monitor’s turret were able to withstand the tremendous noise and force of these huge guns being fired while in that restricted space - and in Greene's case, perhaps he didn’t fare too well. The Defense Visual Information Distribution Service (DVIDS) suggests that long term mental health issues can stem from concussions caused by "chronic exposure to low-level blast waves," from the firing of "heavy caliber weapons." If interested, here’s the link: www.dvidshub.net/news/270814/chronic-exposure-low-level-b...
In a letter written shortly after the battle, Greene summed up his condition: "My men and myself were perfectly black with smoke and powder. All my underclothes were perfectly black, and my person was in the same condition.... I had been up so long, and been under such a state of excitement, that my nervous system was completely run down. . . . My nerves and muscles twitched as though electric shocks were continually passing through them.... I lay down and tried to sleep - I might as well have tried to fly.”
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Century Magazine 1885 Vol. 7
In the “Monitor” Turret
By Commander S. Dana Greene
"The keel of the most famous vessel of modern times, Captain Ericsson’s first iron-clad, was laid in the shipyard of Thomas F. Rowland, at Greenpoint, Brooklyn, in October, 1861, and on the 30th of January, 1862, the novel craft was launched. On the 25th of February she was commissioned and turned over to the Government, and nine days later left New York for Hampton Roads, where, on the 9th of March, occurred the memorable contest with the Merrimac. On her next venture on the open sea she foundered off Cape Hatteras in a gale of wind (December 29). During her career of less than a year, she had no fewer than five different commanders; but it was the fortune of the writer to serve as her only executive officer, standing upon her deck when she was launched, and leaving it but a few minutes before she sank.
So hurried was the preparation of the Monitor that the mechanics worked upon her night and day up to the hour of her departure, and little opportunity was offered to drill the crew at the guns, to work the turret, and to become familiar with the other unusual features of the vessel. The crew was, in fact, composed of volunteers. Lieutenant Worden, having been authorized by the Navy Department to select his men from any ship-of-war in New York harbor, addressed the crews of the North Carolina and Sabine., stating fully to them the probable dangers of the passage to Hampton Roads and the certainty of having important service to perform after arriving. The sailors responded enthusiastically, many more volunteering than were required. Of the crew selected, Captain Worden said, in his official report of the engagement, '' A better one no naval commander ever had the honor to command.”
We left New York in tow of the tug-boat Seth Low at 11 a. m. of Thursday, the 6th of March. On the following day a moderate breeze was encountered, and it was at once evident that the Monitor was unfit for a sea-going craft. Nothing but the subsidence of the wind prevented her from being shipwrecked before she reached Hampton Roads. The berth-deck hatch leaked in spite of all we could do, and the water came down under the turret like a waterfall. It would strike the pilot-house and go over the turret in beautiful curves, and it came through the narrow eye-holes in the pilot-house with such force as to knock the helmsman completely round from the wheel.
The waves also broke over the blower-pipes, and the water came down through them in such quantities that the belts of the blower-engines slipped, and the engines consequently stopped for lack of artificial draught, without which, in such a confined place, the fires could not get air for combustion. Newton and Stimers, followed by the engineer’s force, gallantly rushed into the engine-room and fire- room to remedy the evil, but they were unable to check the inflowing water, and were nearly suffocated with escaping gas. They were dragged out more dead than alive, and carried to the top of the turret, where the fresh air gradually revived them. The water continued to pour through the hawser-hole, and over and down the smoke-stacks and blower-pipes, in such quantities that there was imminent danger that the ship would founder. The steam-pumps could not be operated because the fires had been nearly extinguished, and the engine-room was uninhabitable on account of the suffocating gas with which it was filled.
The hand-pumps were then rigged and worked, but they had not enough force to throw the water out through the top of the turret,—the only opening,— and it was useless to bail, as we had to pass the buckets up through the turret, which made it a very long operation. Fortunately, towards evening the wind and sea subsided, and, being again in smooth water, the engine was put in operation. But at midnight, in passing over a shoal, rough water was again encountered, and our troubles were renewed, complicated this time with the jamming of the wheel-ropes, so that the safety of the ship depended entirely on the strength of the hawser which connected her with the tug-boat. The hawser, being new, held fast; but during the greater part of the night we were constantly engaged in fighting the leaks, until we reached smooth water again, just before daylight.
It was at the close of this dispiriting trial trip, in which all hands had been exhausted in their efforts to keep the novel craft afloat, that the Monitor' passed Cape Henry at 4 p. m. on Saturday, March 8th. At this point was heard the distant booming of heavy guns, which our captain rightly judged to be an engagement with the Merrimac twenty miles away. He at once ordered the vessel stripped of her sea-rig, the turret keyed up, and every preparation made for battle. As we approached Hampton Roads we could see the fine old Congress burning brightly, and soon a pilot came on board and told of the arrival of the Merrimac the disaster to the Cumberland and the Congress, and the dismay of the Union forces.
The Monitor was pushed with all haste, and reached the Roanoke (Captain Marston), anchored in the Roads, at 9 p. m. Worden immediately reported his arrival to Captain Marston, who suggested that he should go to the assistance of the Minnesota, then aground off Newport News. As no pilot was available, Captain Worden accepted the volunteer services of Acting Master Samuel Howard, who earnestly sought the duty. An atmosphere of gloom pervaded the fleet, and the pygmy aspect of the new-comer did not inspire confidence among those who had witnessed the destruction of the day before.
Skillfully piloted by Howard, we proceeded on our way, our path illumined by the blaze of the Congress. Reaching the Minnesota, hard and fast aground, near midnight, we anchored, and Worden reported to Captain Van Brunt. Between 1 and 2 a. m. the Congress blew up, not instantaneously, but successively; her powder-tanks seemed to explode, each shower of sparks rivaling the other in its height, until they appeared to reach the zenith — a grand but mournful sight. Near us, too, lay the Cumberland at the bottom of the river, with her silent crew of brave men, who died while fighting their guns to the water’s edge, and whose colors were still flying at the peak.
The dreary night dragged slowly on; the officers and crew were up and alert, to be ready for any emergency. At daylight on Sunday the Merrimac and her consorts were discovered at anchor near Sewall’s Point. At about half-past seven o’clock the enemy’s vessels got under way and steered in the direction of the Minnesota. At the same time the Monitor got under way, and her officers and crew took their stations for battle. Captain Van Brunt officially reports, “I made signal to the Monitor to attack the enemy,” but the signal was not seen by us; other work was in hand, and Worden required no signal.....
Worden took his station in the pilot-house, and by his side were Howard, the pilot, and Peter Williams, quartermaster, who steered the vessel throughout the engagement. My place was in the turret, to work and fight the guns; with me were Stodder and Stimers and sixteen brawny men, eight to each gun. John Stocking, boatswain’s mate, and Thomas Lochrane, seaman, were gun-captains. Newton and his assistants were in the engine and fire rooms, to manipulate the boilers and engines, and most admirably did they perform this important service from the beginning to the close of the action. Webber had charge of the powder division on the berth-deck, and Joseph Crown, gunner’s mate, rendered valuable service in connection with this duty.
The physical condition of the officers and men of the two ships at this time was in striking contrast. The Merrimac had passed the night quietly near Sewall’s Point, her people enjoying rest and sleep, elated by thoughts of the victory they had achieved that day, and cheered by the prospects of another easy victory on the morrow. The Monitor had barely escaped shipwreck twice within the last thirty-six hours, and since Friday morning, forty-eight hours before, few if any of those on board had closed their eyes in sleep or had anything to eat but hard bread, as cooking was impossible; she was surrounded by wrecks and disaster, and her efficiency in action had yet to be proved.
Worden lost no time in bringing it to test. Getting his ship under way, he steered direct for the enemy’s vessels, in order to meet and engage them as far as possible from the Minnesota. As he approached, the wooden vessels quickly turned and left. Our captain, to the ‘‘ astonishment” of Captain Van Brunt (as he states in his official report), made straight for the Merrimac which had already commenced firing; and when he came within short range, he changed his course so as to come alongside of her, stopped the engine, and gave the order, Commence firing! ” I triced up the port, ran out the gun, and, taking deliberate aim, pulled the lockstring. The Merrimac was quick to reply, returning a rattling broadside (for she had ten guns to our two), and the battle fairly began. The turret and other parts of the ship were heavily struck, but the shots did not penetrate; the tower was intact, and it continued to revolve. A look of confidence passed over the men’s faces, and we believed the Merrimac would not repeat the work she had accomplished the day before.
The fight continued with the exchange of broadsides as fast as the guns could be served and at very short range, the distance between the vessels frequently being not more than a few yards. Worden skillfully maneuvered his quick-turning vessel, trying to find some vulnerable point in his adversary. Once he made a dash at her stern, hoping to disable her screw, which he thinks he missed by not more than two feet. Our shots ripped the iron of the Merrimac, while the reverberation of her shots against the tower caused anything but a pleasant sensation. While Stodder, who was stationed at the machine which controlled the revolving motion of the turret, was incautiously leaning against the side of the tower, a large shot struck in the vicinity and disabled him. He left the turret and went below, and Stimers, who had assisted him, continued to do the work.
The drawbacks to the position of the pilot-house were soon realized. We could not fire ahead nor within several points of the bow, since the blast from our own guns would have injured the people in the pilot-house, only a few yards off. Keeler and Toffey passed the captain’s orders and messages to me, and my inquiries and answers to him, the speaking-tube from the pilot-house to the turret having been broken early in the action. They performed their work with zeal and alacrity, but, both being landsmen, our technical communications sometimes miscarried. The situation was novel: a vessel of war was engaged in desperate combat with a powerful foe; the captain, commanding and guiding all, was inclosed in one place, and the executive officer, working and fighting the guns, was shut up in another, and communication between them was difficult and uncertain.....
As the engagement continued, the working of the turret was not altogether satisfactory. It was difficult to start it revolving, or, when once started, to stop it, on account of the imperfections of the novel machinery, which was now undergoing its first trial. Stimers was an active, muscular man, and did his utmost to control the motion of the turret; but, in spite of his efforts, it was difficult if not impossible to secure accurate firing. The conditions were very different from those of an ordinary broadside gun, under which we had been trained on wooden ships. My only view of the world outside of the tower was over the muzzles of the guns, which cleared the ports by a few inches only.....
The effect upon one shut up in a revolving drum is perplexing, and it is not a simple matter to keep the bearings. White marks had been placed upon the stationary deck immediately below the turret to indicate the direction of the starboard and port sides, and the bow and stern; but these marks were obliterated early in the action. I would continually ask the captain, How does the Merrimac bear ? ” He replied, “ On the starboard-beam,” or on the port-quarter,” as the case might be. Then the difficulty was to determine the direction of the starboard-beam, or port-quarter, or any other bearing. It finally resulted, that when a gun was ready for firing, the turret would be started on its revolving journey in search of the target, and when found it was taken on the fly,” because the turret could not be accurately controlled.
Once the Merrimac tried to ram us; but Worden avoided the direct impact by the skillful use of the helm, and she struck a glancing blow, which did no damage. At the instant of collision I planted a solid one-hundred-and-eighty-pound shot fair and square upon the forward part of her casemate. Had the gun been loaded with thirty pounds of powder, which was the charge subsequently used with similar guns, it is probable that this shot would have penetrated her armor; but the charge being limited to fifteen pounds, in accordance with peremptory orders to that effect from the Navy Department, the shot rebounded without doing any more damage than possibly to start some of the beams of her armor-backing....
The battle continued at close quarters without apparent damage to either side......Soon after noon a shell from the enemy’s gun, the muzzle not ten yards distant, struck the forward side of the pilot-house directly in the sight-hole, or slit, and exploded,. cracking the second iron log and partly lifting the top, leaving an opening. Worden was standing immediately behind this spot, and received in his face the force of the blow, which partly stunned him, and, filling his eyes with powder, utterly blinded him. The injury was known only to those in the pilot-house and its immediate vicinity. The flood of light rushing through the top of the pilot-house, now partly open, caused Worden, blind as he was, to believe that the pilot-house was seriously injured, if not destroyed; he therefore gave orders to put the helm to starboard and “sheer off.” Thus the Monitor retired temporarily from the action, in order to ascertain the extent of the injuries she had received. At the same time Worden sent for me, and leaving Stimers the only officer in the turret, I went forward at once, and found him standing at the foot of the ladder leading to the pilot-house.
He was a ghastly sight, with his eyes closed and the blood apparently rushing from every pore in the upper part of his face. He told me that he was seriously wounded, and directed me to take command. I assisted in leading him to a sofa in his cabin, where he was tenderly cared for by Doctor Logue, and then I assumed command. Blind and suffering as he was, Worden’s fortitude never forsook him; he frequently asked from his bed of pain of the progress of affairs, and when told that the Minnesota was saved, he said, "Then I can die happy.”
......During this time the Merrimac, which was leaking badly, had started in the direction of the Elizabeth River; and, on taking my station in the pilot-house and turning the vessel’s head in the direction of the Merrimac, I saw that she was already in retreat. A few shots were fired at the retiring vessel and she continued on to Norfolk. I returned with the Monitor to the side of the Minnesota where preparations were being made to abandon the ship, which was still aground. Shortly afterward Worden was transferred to a tug, and that night he was carried to Washington.
The fight was over. We of the Monitor thought, and still think, that we had gained a great victory. This the Confederates have denied. But it has never been denied that the object of the Merrimac on the 9th of March was to complete the destruction of the Union fleet in Hampton Roads, and that in this she was completely foiled and driven off by the Monitor; nor has it been denied that at the close of the engagement the Merrimac retreated to Norfolk, leaving the Monitor in possession of the field.
.....For the next two months we lay at Hampton Roads. Twice the Merrimac came out of the Elizabeth River, but did not attack. We, on our side, had received positive orders not to attack in the comparatively shoal waters above Hampton Roads, where the Union fleet could not manoeuvre. The Merrimac protected the James River, and the Monitor protected the Chesapeake. Neither side had an iron-clad in reserve, and neither wished to bring on an engagement which might disable its only armored naval defense in those waters.
With the evacuation of Norfolk and the destruction of the Merrimac, the Monitor moved up the James River with the squadron under the command of Commander John Rodgers, in connection with McClellan’s advance upon Richmond by the Peninsula. We were engaged for four hours at Fort Darling, but were unable to silence the guns or destroy the earthworks.
Probably no ship was ever devised which was so uncomfortable for her crew, and certainly no sailor ever led a more disagreeable life than we did on the James River, suffocated with heat and bad air if we remained below, and a target for sharp-shooters if we came on deck.
With the withdrawal of McClellan’s army, we returned to Hampton Roads, and in the autumn were ordered to Washington, where the vessel was repaired. We returned to Hampton Roads in November, and sailed thence (December 29) in tow of the steamer Rhode Island, bound for Beaufort, N.C. Between 11 p. M. and midnight on the following night the Monitor went down in a gale, a few miles south of Cape Hatteras,. Four officers and twelve men were drowned, fortynine people being saved by the boats of the steamer. It was impossible to keep the vessel free of water, and we presumed that the upper and lower hulls thumped themselves apart.
No ship in the world’s history has a more imperishable place in naval annals than the Monitor. Not only by her providential arrival at the right moment did she secure the safety of Hampton Roads and all that depended on it, but the ideas which she embodied revolutionized the system of naval warfare which had existed from the earliest recorded history. The name of the Monitor became generic, representing a new type; and, crude and defective as was her construction in some of its details, she yet contained the idea of the turret, which is to-day the central idea of the most powerful armored vessels."
S. D. Greene,
Commander U. S. Navy
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Findagrave link for Samuel Dana Greene: www.findagrave.com/memorial/6017440/samuel-dana-greene
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Link to CNN article and video pertaining to the two sailors whose remains were found in the turret in 2002. Towards the end of the video possible names and faces are matched up. This received a lot of publicity at the time, but note that official sources connected to the recovery and effort to identify the two men seemed to have completely backed away from the possible ID's.
CNN Link: www.cnn.com/2013/03/08/us/monitor-sailors-buried/index.html
Link to a second article pointing to the two men: www.huffpost.com/entry/uss-monitor-anniversary_b_2372051
The two sailors were eventually buried with full military honors as "two unidentified crew members" at Arlington National Cemetery, see link: www.arlingtoncemetery.mil/Blog/Post/10995/The-Monitor-Is-...
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Red/Cyan (not red/blue) glasses of the proper density must be used to view 3D effect without ghosting. Anaglyph prepared using red cyan glasses from The Center For Civil War Photography / American Battlefield Trust. CCWP Link: www.civilwarphotography.org/
The crew preparing a Breguet Bre.14 A2, the reconnaissance version. The Bre.14 was the mainstay during the late war years of the French Aviation Militaire. After the war it soldiered on for years in France but even longer in the French African and Asian colonies (or protectorates). It was also used extensively in other forces. The US Expeditionary Force (in WW1) also flew the Breguet Bre.14.
The crew is here working the engine, which given this picture needed a crew of four to get the engine started. Although hand swinging the propeller has not started it might go when the other two people underneath the front of the fuselage has done their job with the engine.
For the curious. At the right side of the fuselage is a wind power driven electricity generator which feeds probably the wireless transmitter (In French TSF - Télégraphie (ou Téléphonie) Sans Fil)
1965 Merlyn MK6 driven by Mark Osborne in Group 7A at the 2017 Rolex Monterey Motorsports Reunion.
If you are interested in this, or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f923231362
Cortland, NY. August 2017.
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If you would like to use THIS picture in any sort of media elsewhere (such as newspaper or article), please send me a Flickrmail or send me an email at natehenderson6@gmail.com
Hunting with golden eagles by nomadic people on the vast territories across the steppes of Central Asia can be traced back thousands of years with petroglyphs from the Bronze Age depicting this ancient form of falconry. The ‘Secret History of the Mongols’, the oldest surviving literary work in the Mongolian language, mentions Genghis Khan catching an eagle for his father, and Marco Polo writes of Genghis’ grandson Kublai Khan going on massive hunting excursions with the use of eagles and falcons. With its independent and individualistic nature and the Central Asian tradition it evoked, falconry was however discouraged under Communist rule. Only a small group of eagle hunters in the world remained to preserve the centuries-old tradition and way of life by passing the skills of the hunt down through many generations. Over the past few decades, globalizing economies have worn down the tradition, increasingly drawing the young men who might otherwise participate in this rite of passage to urban spaces. Hunting with eagles appeared to be a dying skill.
Though the encroachment of globalization and urbanization threatens the future of the solitary hunt, the ancient practice has enjoyed a resurgence in popularity. In ancient times, eagle hunting had a religious, spiritual, or shamanistic connotation, but since its revival, the determination to carry forward the tradition of their forefathers is more driven by its cultural and nationalistic significance. New generations are keen to reclaim their traditions and cultural identity after years of Communist suppression. The growing fascination for eagle hunting in Asia and the west has further prompted an interest in its preservation. Against all odds, the number of eagle hunters is now steady increasing.
Eagle hunting is currently still practiced by Kazakh people in western Mongolia, Kazakhstan and the Saur and Altai ranges in Xinjiang, China. The tradition is also maintained by the Kyrgyz people in Kyrgyzstan and Akqi, Xinjiang, China, and the Turkmen in Turkmenistan. Eagle hunting is however particularly prominent among the ethnic Kazakhs living in Mongolia. The region inhabited by the Kazakh bürkitshiler (“eagle hunters” in Kazakh, named after bürkit, "golden eagle"), the Bayan-Ölgii province in far Western Mongolia, is nestled in the Altai Mountains bordering China, Kazakhstan and Russia. This enormous mountain range, covering a vast area of over 16,000 km, is studded with huge glacial lakes and permanently snow-covered peaks that rise above 4,500m. This rugged land has one of the lowest population densities in the world. A Kazakh proverb sums up the hunters’ lives out in one of the world’s last true wildernesses: “fine horses and fierce eagles are the wings of the Kazakh people”. But even here in this remote corner of the world (cultural) globalization and modernization may irreversibly change the eagle hunters' way of life.
A thrift store wine glass filled with water and a few drops of food color meets a fast marble.
The background was no the best.
Bu ti have to say that being showered with fragments of glass from several shots was kind of neat.
As I cowered from said shrapnel.
Cheers.
It’s all for God.
Not only were you created by God; you were
created for him, too. The ultimate goal of the
universe is to show the glory of God. It is the
reason for everything that exists, including
you. God made it all for his glory. Without
God’s glory, there would be nothing.
What is the glory of God? It is who God is.
It is his nature, his character, and his power.
Where is the glory of God? Just look around.
Everything created by God reflects his glory in
some way. We see it everywhere, from the most
microscopic form of life to the vast Milky Way,
from sunsets and stars to storms and seasons.
Creation reveals our Creator’s glory. You can
learn a lot about God’s character just by
looking around. Through nature we learn that
God is powerful, that he enjoys variety, loves
beauty, is organized, and is wise and creative.
The Bible says, “The heavens declare the glory of
God.”
- Rick Warren's Purpose Driven Life
I am driven to seek Enlightenment by becoming One With The Rock. The rock is always sandstone, especially Moabian sandstone, which is the richest kind---and it's not even mountain-grown!
Enlightenment is easily achieved on vast expanses of the rock such as fins, blobs, and slabs. Occasionally, when I'm far from such features and feel in need of Psychic Mineral Union, I "take what I can get" as it were. On a hike around Monitor and Merrimac buttes I was overcome by a need to understand the universe, and the only medium available was this boulder.
After a prolonged session of meditation in this position I was jolted out of my expanded reverie by the annoying tingling produced by a family of vampire scorpions crawling up my leg---inside my pants. It's a real psychic bummer when Mother Nature's critters ruin an attempt to fly through a galactic vortex. The remainder of the hike was of little interest after this disappointment.
As always, my photographic assistant (Joe Tripod) just stood around while all this took place. That's his forte. He completely understands his universe and does not need to meditate. Vampire scorpions avoid him.
Taken during a figure-eight circumnavigation of Monitor and Merrimac buttes, a hike that began at SR 313 in Sevenmile Canyon.
MARS MAPS MUD
MUD | Market-driven Unintentional Development
The city: man’s greatest invention, or clumsy byproduct of civilization? China’s historic building frenzy is a hallmark of man’s dominance over the landscape. With speed and efficacy its urban spaces have been planned and then built, rolling out the modern cityscapes that are shaping our future. However, observing the outcome of three decades of flash urbanization reveals a disturbing reality. While every block is meticulously planned, the resulting urban form is not. The amorphous cities printed on these tables undermine the staunch belief we have control over the urbanization process.
Through GIS data we traced the footprints of eight urban clusters for the year 2000, and their expansion by 2010. The resulting patterns are wholly unintentional, revealing an organic logic at best. Moreover, the speed of their expansion has outpaced any strategy to streamline development: in ten short years Shanghai has doubled its built-up area. As the periphery merges with countryside, eluding planners in it wake, the profession finds itself in crisis. The urban edges fragmented, activities scattered, these oozing entities defy the very notion of the city. Set against the backdrop of China’s goal for new ecocities, this raises a fundamental question: if we cannot plan our cities, how do we plan ecocities?
Part of the upcoming publication “Manifesto of Mistakes - urban solutions for the new world”.
Exhibition @ Dashilar Beijing Design Week, The Nurturing House Sanjing Hutong 21
Forum: Countryside Revisited @ Dashilar, The Factory, Sat 26, 12.00-19.00 with MARS, OMA, Jiang Jun, Juan Du, et all.
城市到底是人类最伟大的发明，还是文明发展进程中拙劣的副产品？放眼历史，中国城市建设的狂乱将人类对城市景观的支配彰显得淋漓尽致。在中国，城市空间的规划极速而高效，紧接着投入建设，涌现的现代城市风光更塑造着我们的未来。然而，若仔细观察过去三十年间疾速都市化的成果，展现在我们眼前的是一片令人不安的现实。尽管每条道路、每个住宅群、每座工厂、甚至是整个村镇的规划过程都一丝不苟，所生成的都市形态却不尽然。这间小展厅的桌上所印的杂乱而无定形的城市动摇了我们的一种坚定信念，即我们有能力控制都市化的进程。通过采集的GIS数据，我们追踪研究了2000年的八大城市发展中心，以及它们2010年后续产生的城市膨胀。
研究数据证明，中国主要经济群的发展模式是完全无序的，最多象征了一种潜在的有机逻辑。此外，这些城市足迹膨胀的速度彻底超越了任何旨在控制它们发展的规划方案；举例来说，中国最大的城市上海的建成面积在短短十年里足足翻了一倍。城市边缘渗入郊区，发展步伐完全不再受城市规划者和决策者的掌控—城市规划这一专业领域陷入了危机。这一切情有可原。城市边缘的分裂现象极其严重，建设规划分散于城郊中，这些不断渗出的实体向城市这一概念本身发起了挑战。这一发现对城市理论家而言也许仅仅是一片值得玩味的沼泽，但在中国所提出的建设新生态城市的宏伟目标的大背景下，它提出了一个关键问题：如果我们无法规划城市，生态城市规划的愿景要如何实现呢？
该项目是即将问世的《试与错的宣言：新世界中的都市建设方案》的一部分。北京设计周， 大栅栏三井胡同21
HIGHEST POINT
This summer construction reached highest point on the flagship headquarters by MARS Architects. The project, won in an International competition along Sofia's main avenue, is a sustainable proposal that intertwines office program, retail, leisure and indoor climbing into a single continuous folding space. See more on Design Boom and M-A-R-S.asia
何新城建筑事务所设计的旗舰店总部,建设施工在这个夏天达到了最高点。此备受瞩目的国际获奖项目位于保加利亚首都索菲亚主大道上，是将办公楼、零售、休闲和室内攀岩整合在一个连续折叠空间的可持续性规划方案。
NEW | MARS Architects on Wechat ! 何新城建筑事务所的微信二维码
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Canadian postcard by Canadian Postcard, no. A-433. Sigourney Weaver and Carrie Henn in Aliens (James Cameron, 1996).
American actress Sigourney Weaver (1949) rose to international fame with her role as Ellen Ripley in the Alien saga. After her breakthrough in the Science Fiction blockbuster Alien (1979), she became one of Hollywood's major female stars during the 1980s and 1990s. Weaver often plays strong, independent, and driven women. She was nominated for an Oscar for Aliens (1987), Gorillas in the Mist: The Story of Dian Fossey (1988) and Working Girl (1988), and her tour-de-force performance in the Broadway play 'Hurlyburly' (1984) earned her a Tony Award nomination. Weaver has actually won more than ten film awards, including two Golden Globes and a BAFTA Award.
Susan Alexandra 'Sigourney' Weaver was born in New York, in 1949. Weaver is the daughter of television producer and president of NBC Pat Weaver and British actress Elizabeth Inglis. She changed her name to 'Sigourney' at the age of 14, after a character in F. Scott Fitzgerald's book 'The Great Gatsby'. She graduated from Stanford and Yale, in the same class as Meryl Streep. In the 1970s, she acted in experimental and classical plays, including those by her former classmate Christopher Durang. Because of her height (she is 1.82 metres), she was often ignored by most producers and directors. In 1976, Weaver got a role in the soap opera Somerset. The following year, she made her film debut: she appeared for six seconds in Annie Hall (Woody Allen, 1977). However, it made many people sit up and take notice. She had her first starring role in Madman (Dan Cohen, 1978) starring Michael Beck. Her breakthrough followed in Ridley Scott's Alien (1979). The part of Ellen Ripley became her most famous role and made Weaver one of the greatest actresses of the moment. She continued her career with drama films such as Eyewitness (Peter Yates, 1981) and The Year of Living Dangerously (Pewter Weir, 1982), with Mel Gibson. In 1984, she played her first comic role as Dana Barrett in Ghostbusters (Ivan Reitman, 1984). In 1986, the first sequel to Alien was released. In Aliens (James Cameron, 1986), Weaver portrayed Ripley as an intelligent, powerful woman. The film was an even greater commercial success than the original and she was rewarded for her role with her first Oscar nomination. She was also nominated for an Oscar for her roles as the animal rights activist and zoologist Dian Fossey in Gorillas in the Mist (Michael Apted, 1988) and her delicious performance as a double-crossing, power-hungry corporate executive in the comedy Working Girl (Mike Nichols, 1988). She missed out on the award all three times but did receive Golden Globes for the latter two films.
Sigourney Weaver reprised the role of Dana Barrett in the sequel Ghostbusters II (Ivan Reitman, 1989) and played Rebecca Gorin in the reboot Ghostbusters (Paul Feig, 2016). Weaver also reprised the role of Ellen Ripley in the films Alien³ (David Fincher, 1992) and Alien: Resurrection (Jean-Pierre Jeunet, 1997) with Winona Ryder, as well as in the game Alien: Isolation (2014), the latter of which marks the actress' return 17 years after her last appearance in the franchise. Weaver collaborated with Ridley Scott again, appearing as Queen Isabella in 1492: Conquest of Paradise (1992) and appeared in the Roman Polanski–directed Death and the Maiden, in a major role opposite Ben Kingsley. For her role in The Ice Storm (Ang Lee, 1997), she received her fourth Golden Globe nomination and won a BAFTA for Best Supporting Actress. In 1999, she co-starred in the hilarious Science Fiction comedy Galaxy Quest (Dean Parisot, 1999) with Tim Allen and Alan Rickman. Then followed a decade in which she continued to appear in films but also had multiple voice roles in animated films, including The Tale of Despereaux (Sam Fell, Rob Stevenhagen, 2008) and the Pixar films WALL-E (Andrew Stanton, 2008) and Finding Dory (Andrew Stanton, 2016). She also worked in several documentaries, such as the BBC series Planet Earth (2006) and The Beatles: Eight Days a Week (2016). During the 2010s, she made a major comeback in the cinema with supporting roles in the blockbuster Avatar (2009), which marked her reunion with James Cameron, and in the historical blockbuster Exodus: Gods and Kings (Ridley Scott, 2014), starring Christian Bale, for which she reunited with Ridley Scott. She made a lasting return with the Sci-Fi thriller Chappie (Neill Blomkamp, 2015), the fantasy film A Monster Calls (Juan Antonio Bayona, 2016), and the TV mini-series The Defenders (2017). Last year, she returned as Dana Barrett in Ghostbusters: Afterlife (Jason Reitman, 2021). Sigourney Weaver married director Jim Simpson in 1984, with whom she had a daughter in April 1990.
Sources: Wikipedia (English, Dutch and French), and IMDb.
And, please check out our blog European Film Star Postcards.
KOI FISH CAMISK ( Hud Driven )
• HUD Driven 10 Models
For : • Legacy . Legacy Perky • Maitreya • Slink Physique . Hourglass • Belleza Freya • eBody Curvy • BBL • V-Tech • Star Mesh Body • Altamura
! Please see photos !
I just posted the power gear on the Westside Lumber Shay engine and added a load of notes. I realized that I needed to add the shot of the gear on the tender and further explain a Shay's operation. As you can see, the drive shaft continues on to the tender for more power in the form of tractive effort. A Shay tender could consist of two of the trucks on the really large locos. This means up to 16 driven wheels, drivers; that's twice #346 and #844. This engine has 12 driven wheels having a smaller tender. Near the "No Aqua" water tank at "Delay Junction" at the Colorado Railroad Museum, the WestSide Lumber Company #12 Shay locomotive sits on the siding rails. I know a lot of folks have knowledge of the history and construction of the Shay locomotives. If I remember correctly, Ephraim Shay, born in 1839, soon ended up associated with the lumber industry in Michigan. He had a brain explosion and designed his Shay locomotive originally to run on pole (lumber) rails in the woods. His idea worked and the Lime Locomotive Works in Ohio was to manufacture this oddity. Needless to say, they were expected to operate in foul conditions and on absurd trackage. He hung vertical cylinders on the side of the boiler and spun a drive shaft along the side of the engine and tender. That is not entirely unlike your car. Usng a design of bevel gears and universal joints allowed the contraption to power bogie trucks that swivel. All the trucks: the front truck under the boiler, the truck under the cab and either one or two trucks under the tender provided for maximum tractive effort powered through extremely tight curves. The top speed was of course, very limited and CRRM volunteers told me that the enjoyment of a ride wore very short but not short enough. Fortunately, the light was on the correct side but horribly directional and harsh. Here it is anyway. I work hard to expand the shadows on this so I could read the lettering on the frame; OWNED BY LOCO LEASE II. I doubt it now. CRRM does not have a Heisler locomotive; donations anyone? I'm not sure if there was one in Colorado.
Eddie and I spaced the Christmas Steamup this year but he found there was a "Black on Track" costume event upcoming. He really wanted to see this steam up. We are REALLY waiting for the RSG #20 to return for a steamup. Donate generously at the CRRM.That day will be shoulder to shoulder at the Colorado Railroad Museum; keep an eye on upcoming events on their web site. Outlanders could target Colorado trips with the expectations of hitting an event here in Golden. Someone will have already been here from your home town and/or country. These are the takes everyone is foaming at the mouth to see.
Outrageous light here for the bold early steam, IMHO. Steam is a winner in winter but the wind made it a blustery day. Are you ready for some steam? The first excursion was not quite full but is building on this blustery Saturday morning runby. The re-enactors are busy putting on a show now that we took our ride..
MARS MAPS MUD
MUD | Market-driven Unintentional Development
The city: man’s greatest invention, or clumsy byproduct of civilization? China’s historic building frenzy is a hallmark of man’s dominance over the landscape. With speed and efficacy its urban spaces have been planned and then built, rolling out the modern cityscapes that are shaping our future. However, observing the outcome of three decades of flash urbanization reveals a disturbing reality. While every block is meticulously planned, the resulting urban form is not. The amorphous cities printed on these tables undermine the staunch belief we have control over the urbanization process.
Through GIS data we traced the footprints of eight urban clusters for the year 2000, and their expansion by 2010. The resulting patterns are wholly unintentional, revealing an organic logic at best. Moreover, the speed of their expansion has outpaced any strategy to streamline development: in ten short years Shanghai has doubled its built-up area. As the periphery merges with countryside, eluding planners in it wake, the profession finds itself in crisis. The urban edges fragmented, activities scattered, these oozing entities defy the very notion of the city. Set against the backdrop of China’s goal for new ecocities, this raises a fundamental question: if we cannot plan our cities, how do we plan ecocities?
Part of the upcoming publication “Manifesto of Mistakes - urban solutions for the new world”.
Exhibition @ Dashilar Beijing Design Week, The Nurturing House Sanjing Hutong 21
Forum: Countryside Revisited @ Dashilar, The Factory, Sat 26, 12.00-19.00 with MARS, OMA, Jiang Jun, Juan Du, et all.
城市到底是人类最伟大的发明，还是文明发展进程中拙劣的副产品？放眼历史，中国城市建设的狂乱将人类对城市景观的支配彰显得淋漓尽致。在中国，城市空间的规划极速而高效，紧接着投入建设，涌现的现代城市风光更塑造着我们的未来。然而，若仔细观察过去三十年间疾速都市化的成果，展现在我们眼前的是一片令人不安的现实。尽管每条道路、每个住宅群、每座工厂、甚至是整个村镇的规划过程都一丝不苟，所生成的都市形态却不尽然。这间小展厅的桌上所印的杂乱而无定形的城市动摇了我们的一种坚定信念，即我们有能力控制都市化的进程。通过采集的GIS数据，我们追踪研究了2000年的八大城市发展中心，以及它们2010年后续产生的城市膨胀。
研究数据证明，中国主要经济群的发展模式是完全无序的，最多象征了一种潜在的有机逻辑。此外，这些城市足迹膨胀的速度彻底超越了任何旨在控制它们发展的规划方案；举例来说，中国最大的城市上海的建成面积在短短十年里足足翻了一倍。城市边缘渗入郊区，发展步伐完全不再受城市规划者和决策者的掌控—城市规划这一专业领域陷入了危机。这一切情有可原。城市边缘的分裂现象极其严重，建设规划分散于城郊中，这些不断渗出的实体向城市这一概念本身发起了挑战。这一发现对城市理论家而言也许仅仅是一片值得玩味的沼泽，但在中国所提出的建设新生态城市的宏伟目标的大背景下，它提出了一个关键问题：如果我们无法规划城市，生态城市规划的愿景要如何实现呢？
该项目是即将问世的《试与错的宣言：新世界中的都市建设方案》的一部分。北京设计周， 大栅栏三井胡同21
HIGHEST POINT
This summer construction reached highest point on the flagship headquarters by MARS Architects. The project, won in an International competition along Sofia's main avenue, is a sustainable proposal that intertwines office program, retail, leisure and indoor climbing into a single continuous folding space. See more on Design Boom and M-A-R-S.asia
何新城建筑事务所设计的旗舰店总部,建设施工在这个夏天达到了最高点。此备受瞩目的国际获奖项目位于保加利亚首都索菲亚主大道上，是将办公楼、零售、休闲和室内攀岩整合在一个连续折叠空间的可持续性规划方案。
NEW | MARS Architects on Wechat ! 何新城建筑事务所的微信二维码
© MARS Architects Shanghai and
Dynamic City Foundation newsletter hello@burb.tv <
To unsubscribe return a blank email.
This car seemed to be full of children, even the driver looked far too young to be driving (or am I just getting middle aged?)! The car is a four seater 1904 Darracq.
The London to Brighton Veteran Car Run is for cars that were made in 1905 or before. It's run on the first Sunday in November each year (this year is its 80th running), and covers 60 miles of southern England.
Me, Larry and Louise.
Negotiating a broken light socket fitting, jutting out into the hallway, and an overturned plastic chair blocking what looked an otherwise disused stairwell, we made our way up to the hostel on the first floor.
Osama had driven us to the hostel through the wet evening streets of Nablus in his beaten up Peugeot, all the while frantically gesticulating, trying to impress on us the severity of the situation in this city, perhaps seeing us as his or Nablus’s only chance to share a Palestinian perspective with some internationals. With one eye on the road and one arm on the back of the passenger seat, turning to talk to us in the back seat, Osama told us of the closures, the curfews, the checkpoints and the difficulty of moving about freely. Between narrowly avoiding oncoming cars as he occasionally veered into the opposite lane he told us of the nightly Israeli military incursions, the rocket attacks on the refugee camps, the shootings and assassinations, the house demolitions, the funerals and the loss of innocent lives. But for all we were told perhaps the most upsetting thing for me was to see this desperate attempt to squeeze as much information as possible into what was no more than a 10 minute car journey. Most, if not all, Palestinians have shocking stories to tell, and are more than willing to share their opinions about the occupation and the hardship it has created, but nowhere as much as Nablus have I felt that this to be a need and certainly never one so desperate. Osama questioned us, “What life is this? Where is my dignity? Where is my dignity? And what of my son? What life is there for him?” We had no answers. All we could do was sit solemnly and nod, the windscreen wipers jolting back and forth as we continued through the wet streets. My mind wandering, I remembered that very morning when we had come through Hawara checkpoint, just to the south of the city. As we passed through wire mesh walkways, not unlike the pens used for livestock herding before a final despatching at the abattoir, and crossed a wasteland to where Nablus bound minibus taxis waited in muddy pot-holed car park, I watched an old lady, perhaps of grandmother age, tiptoe through sloppy mud to a wheel spinning taxi, its back end sliding out down the slippery dirt mounds. The old lady hitched her traditional style black embroidered dress, at the same time trying to pass her plastic bagged wares to a fellow passenger, finally being dragged aboard before the mud sprayed taxi bounced and skidded off across the wasteland rank. I thought of my own grandmother in a similar scenario, humbled by the relative immobility of old age and humiliated by a blind oppressive system that continues to punish the innocent in ways that are slowly becoming an excepted norm. While the Palestinians continue to put up with life as it is, to see it anew with an outsiders perspective is shocking. It simply isn’t right. Osama’s question came back to me then as it always will whenever the immense disparity between freedom and oppression makes itself even subtly apparent. Where is the dignity? What life is this?
The hostel’s reception desk, tucked away in a dingy corner of a strip lit room, was dead apart from where between nicotine yellowed walls the proprietor sat, stooped over a cigarette and a game of cards with another of the guests. A television set flickered and chattered away, ignored in the corner, and from an ashtray on the card table a column of Brownian smoke rose from the lodger’s unstubbed butt. Creaking out of his low chair, and shuffling across the room he took a key from the wall behind the desk and beckoned us to follow him. The better of the two rooms we were shown had what looked to be a relatively new a bullet-hole in the window. Broken reflected light from the florescent on the rear wall accentuated the fissures emanating from the crude hole, and a dent in the opposite wall betrayed the bullets trajectory. “Don’t worry.” Osama told us, “It’s just a stray bullet, probably from children throwing stones at soldiers from the roof.” With that and a recommendation that we didn’t go out, just to be on the safe side, Osama left us. Deciding on a supermarket purchased bread and hommous dinner and an early night, we took Osama’s advice.
Later, back in the smoke-filled reception room I sat with Samer, a construction worker from Hebron, in the south of the West Bank. Over the game of cards he continued to play with the proprietor, communicating in broken Arabic and English I learnt that he had no choice but to stay in the hostel during the week due to the difficulty in travel between Hebron and Nablus. Hebron would be just an hours drive away, unhindered, but with at least three main Israeli military checkpoints, and the further possibility of “flying checkpoints”, a system of permanent structures manned only on what seems a random basis, travel has become extremely difficult with no guarantee of reaching work on time, if at all. This, coupled to the rise in oil prices and the longer tortuous routes Palestinians are forced to take around any Israeli territory, including the illegal West Bank settlements, has become a serious issue for travel between all of the West Bank’s major cities and regions. This inefficiency of flow through the West Bank, these restrictive measures upon money, trade and people, has to be looked upon as a very shrewd move by Israel that has a very predictable outcome; a slow death for the Palestinian economy and a gradual chipping away at any chance of a viable Palestinian state. Looked at in terms of Nature, impeding blood circulation between body organs is a sure fire way of killing any organism.
At least the closures and checkpoints benefit hostels. The dribs and drabs of tourists though Nablus are certainly too few to keep the hostel industry afloat. In the centre of the city the tourist information centre is now used as mission control for Nablus’s street cleaning operations. We dropped in just to share the fact of our tourist status only to be met with apparent confusion and asked if we wanted the Turkish Bath, Nablus’s biggest attraction. When we again tried to make ourselves understood, we were just met with a shaking head, a smile, and asked if we wanted tea.
Just a short walk through the bustling new city reveals obvious signs of ongoing violence. Bullet dents in shops’ steel shutters, shattered, bullet pierced windows in some of the high rise buildings, bill board sized posters of young and proud Kalashnikov toting “militants”, the latest to be killed or assassinated by the Israeli military; one even of a father with his arm around the shoulder of, presumably, his son, not older than 12 years old and bearing an AK47 machine gun. In the old city, these “martyr” bill posters can be found on every free wall and shop shutter, the older sunlight faded faces progressively covered with those of new victims. I can’t help but feel that these serious posters lend further an underlying oppressive air to the everyday comings and goings of an otherwise culturally peaceful society. While I understand the natural principle of action and reaction, these young militants must understand that their activity can only ever at best be a gesture of resistance, never the real thing.
Due to its geographical location in the mountainous north of the West Bank, Nablus was at one time a stronghold of the West Bank Palestinian resistance whose militants posed a real problem to Israeli troops during the second Intifada. Now, however, the grinding occupation, closure, siege, and continuing violence has seen this resistance all but crushed, and large parts of the city’s infrastructure damaged with little hope of near future repair. The destruction that Israel has caused the city, both infrastructurally and socially, in retaliation for the actions of relatively few Palestinian militants really amounts to a collective punishment of the city’s population, a population that still live in fear of nightly Israeli military incursions, and even, as a visiting friend experienced last year, sonic boundary breaking Israeli fighter jets flying just hundreds of feet above Nablus city rooftops. I hate to think of the effect these deafening sonic booms have upon the developing inner ear of any young child. Beyond 10 o’clock in the evening the city’s streets are abandoned to Israeli soldiers and whoever they manage to taunt into a showdown. In the narrow alleyways of the old city, Israeli soldiers have been known, locals say, to shout out to anyone in range, “Mujahideen. Show yourselves and fight.” Any rise, usually from stone throwing youths, will be met with live ammunition and more often than not new statistics to add to the ever growing discrepancy between Israeli and Palestinian casualties. The fight, slowly but surely, is becoming a one sided campaign that not only represents continued harassment of the local Palestinian population and provokes disenfranchised youths into bloody confrontations; this fight is even further polarising the impressionable minds of teenage Israeli soldiers, youths that grow up believing popular right wing media and what life in the military instils – hatred for a perceived enemy.
Earlier in the day I had visited Al Lod Charitable Society in Nablus’s Asker refugee camp. Asker camp along with the infamous “Balata”, are among the most frequently targeted areas on the Israeli military’s agenda, and where any trouble can rapidly escalate. These camps are the usual sites of stone, Molotov cocktail, and gunfire exchange between angry yet apathetic Palestinian youths in disbelief of their ability to affect social change through peaceful means, and young indoctrinated Israeli soldiers. It was, in fact, the riot in Balata camp following the funeral of a youth killed by an Israeli sniper in 2000, that is partly attributed to the sparking of the second Intifada. I had been sent to photograph some of the donations and projects funded by Muslim Aid UK, an NGO that channels money, food, and education to Al Lod and similar organisations. I sat with Jamal in his office at the Al Lod centre while, over a cup of tea, he showed me some of the centre’s work: charitable donations of meat and money during the Eid festival; computer and Internet facilities for the surrounding camp neighbourhoods; educational and school materials for local children; even a “Charitable Cheese Project”, distributing 400 tons of cheese to camp residents. Besides charitable donations the centre is also involved in art workshop programs that help children deal with internalised emotional issues. Jamal showed me a collection of some of the art produced. One workshop was based around each child producing two drawings; one of a world in which the children would like to live, and one with life as it is in the camp. Flicking through the pages I was met time and time again with the same, or similar images; the idealism of young minds, rainbowed pastures and sunny hillsides, large rabbits eating carrots from a child’s outstretched hand, kite flying and park scenes – nothing materialistic, simple desires. Contrasting these images to the scenes of perceived camp life, green men chain-sawing trees, tanks demolishing homes, barbed wire, walls, rocket launchers, and war planes, a faceless brutality, it is austerely apparent that the occupation is forging young minds warped to the extremity. As I played with local children, called in off the streets to model for a impromptu photo shoot, some of whom had probably produced the drawings I had seen, I realised that these are the Palestinians in need of real help. These are the children whose only contact with Israelis is with armed soldiers sent to demolish a neighbour’s house, or arrest and drag away a youth in the middle of the night. These are the children amongst which real seeds of anger are being sown. All the while Israel is busy tackling its own perceived “security threat”, it is in the process of creating another perhaps more real future threat. If this brutal contact between Palestinian youths and Israeli soldiers, this inequality, is propagated much further into the future, Israel will only respond with ever more extreme measures; measures that will not only further escalate violence, but measures that will portray the State of Israel’s already tainted human rights track record as beyond all international acceptance. This further alienation of an already insecure state is not only dangerous; it is far from being in the global community’s interests. Without concerted effort and political pressure, Israel is itself in danger of becoming a “rogue” state.
That night, as I lay in bed, I could hear the distant bangs and echoes of stun grenades and bullet split air reverberate up and down streets and alleyways. Jeeps passed by outside, given away by the whirring of off-road tyres on tarmac, and their familiar throaty engine tone. I could not help but think that, in the morning, after sleep has come to us all, maybe, just maybe in those awakening moments, before the reality of the world we live in comes flooding back, before all the complex interactions that have formed the evolution of our social structures, there is a moment when all is well, when peace seems the only possible way, and every sole is equal. If only we could hold on to this innocence and let it permeate into our day.
Railroad : TX Logistik (Alpha Trains)
Locomotive Typ : Siemens Vectron MS
Locomotive Nr. : 91 80 6193 553-5 D-ATLU
Locomotive Name :
Location : Kufstein, Austria
Photo Date : 14.04.2018
Remarks : Responsibility Driven
driven by dr daniela korte sportwagenservice hamburg at spettacolo sportivo alfa romeo, circuitpark zandvoort, netherlands
NCB Lothians Area operated a Machinery Stores at Arniston near Gorebridge where various bits of surplus machinery were stored if they were considered too good to scrap.
Most Rustons were chain driven but this one uses connecting rods from a jackshaft under the cab.
Ruston & Hornsby 338429 of 1955 from Kinneil Colliery at Bo'ness which has since been preserved.
9th August 1979
I have driven past this spot numerous times to and from the Honister Pass,but until last weekend i had never given a thought to having a look around the place.Its a great little spot looking down Hause Gill towards the Borrowdale.Its just a shame that at the moment many of the streams/gills in the lakes seem to be running on empty,this was no exception.There was just a mere trickle of water yet you could see evidence that in full flow this would be a totally different proposition.
That leaning tree was my reason for pulling over and having a look,so i had to thank it by giving it centre stage in this shot.There will be a few more shots to follow in due course from this wonderful place.
(A RARE OUTING FOR THE SIGMA 10-20 WITH THIS ONE)
EXIF....F16....1.5 SECONDS....ISO 100....11MM....LEE 0.9S ND GRAD + KOOD ND4 + HOYA POLARIZER
I’ve often driven my van through Stretham and thought to myself that that bus stop would be a good picture….. shame that there’s no bus here.
Today I was driving down the A10 and saw this bus following me, so I pulled in and waited. The autumnal leaves make an even better picture…
As aircraft lost their necessity and fell into disrepair following the apocalypse, a common practice became to transplant a still-working aircraft engine onto a combat car chassis and creating a ‘wind wagon’. Despite being crude and dangerous, wind wagons were the fastest vehicles on the vast wasteland deserts.
Western South Dakota is home to incredible sights like the Badlands and the Needles of the Black Hills, but nothing “sticks out” quite like Mount Rushmore National Memorial. This giant monument celebrated its 75th anniversary in 2016. In honor of this milestone, here are 75 facts about the sculpture that has captured the imaginations of so many.
1. The idea of creating a sculpture in the Black Hills was dreamed up in 1923 by South Dakota historian Doane Robinson. He wanted to find a way to attract tourists to the state.
2. It worked. Mount Rushmore is now visited by nearly 3 million people annually.
3. Robinson initially wanted to sculpt the likenesses of Western heroes like Oglala Lakota leader Red Cloud, explorers Lewis and Clark, and Buffalo Bill Cody into the nearby stone pinnacles known as the Needles.
4. Danish-American sculptor Gutzon Borglum was enlisted to help with the project. At the time, he was working on the massive carving at Stone Mountain in Georgia, but by his own account said the model was flawed and the monument wouldn’t stand the test of time. He was looking for a way out when South Dakota called.
5. Borglum, a good friend of the French sculptor Auguste Rodin, dreamed of something bigger than the Needles. He wanted something that would draw people from around the world. He wanted to carve a mountain.
6. Besides, the Needles site was deemed too narrow for sculpting, and the mountain had better exposure to the sun.
7. Borglum and his son, Lincoln, thought the monument should have a national focus and decided that four presidents should be carved.
8. The presidents were chosen for their significant contribution to the founding, expansion, preservation and unification of the country.
9. George Washington (1789-1797) was chosen because he was our nation’s founding father.
10. Thomas Jefferson (1743-1826) was chosen to represent expansion, because he was the president who signed the Louisiana Purchase and authored the Declaration of Independence.
11. Theodore Roosevelt (1858-1919) was chosen because he represented conservation and the industrial blossoming of the nation.
12. Abraham Lincoln (1809-1865) was chosen because he led the country through the Civil War and believed in preserving the nation at any cost.
13. The mountain that Borglum chose to carve was known to the Lakota as the “Six Grandfathers.”
14. It had also been known as Cougar Mountain, Sugarloaf Mountain, Slaughterhouse Mountain and Keystone Cliffs, depending who you asked.
15. The mountain’s official name came from a New York lawyer who was surveying gold claims in the area in 1885.
16. Charles E. Rushmore asked his guide, William Challis, “What’s the name of that mountain?” Challis is said to have replied, “It’s never had one…till now…we’ll call the damn thing Rushmore.”
17. In 1930, the United States Board on Geographic Names officially recognized it as Mount Rushmore.
18. The carving of Mount Rushmore began in 1927 and finished in 1941.
19. The actual carving was done by a team of over 400 men.
20. Remarkably, no one died during construction.
21. The men who worked on the mountain were miners who had come to the Black Hills looking for gold.
22. Although they weren’t artists, they did know how to use dynamite and jackhammers.
23. The Borglums did hire one artist, Korczak Ziolkowski, to work as an assistant on the mountain. But after 19 days and a heated argument with Lincoln Borglum, Ziolkowski left the project. He would later begin another mountain carving nearby, Crazy Horse Memorial, which today is the world’s largest mountain sculpture in progress.
24. Mount Rushmore once had an amateur baseball team.
25. Because Gutzon and Lincoln Borglum were so competitive, they would often hire young men for their baseball skills rather than their carving and drilling skills.
26. In 1939, the Rushmore Memorial team took second place at the South Dakota amateur baseball tournament.
27. The image of the sculpture was mapped onto the mountain using an intricate “pointing machine” designed by Borglum.
28. It was based on a 1:12 scale model of the final sculpture.
29. 90% of the mountain was carved with dynamite, and more than 450,000 tons of rock was removed.
30. Afterwards, fine carving was done to create a surface about as smooth as a concrete sidewalk.
31. The drillers and finishers were lowered down the 500-foot face of the mountain in bosun chairs held by 3/8-inch-thick steel cables.
32. Workers at the top of the mountain would hand crank a winch to raise and lower the drillers.
33. If they went too fast, the person in the bosun chair would be dragged up the mountain on their face.
34. Young boys (known as call boys) were hired to sit on the side of the mountain to shout messages back and forth to the operators to speed up or slow down.
35. Each president’s face is 60 feet high.
36. The faces appear in the order: Washington, Jefferson, Roosevelt, Lincoln.
37. Jefferson was originally intended to be on Washington’s right.
38. After nearly two years of work on Jefferson, the rock was found to be unsuitable and the partially completed face was “erased” from the mountainside using dynamite.
39. Washington’s face was completed in 1934.
40. Jefferson’s in 1936.
41. Lincoln was finished in 1937.
42. In 1937, a bill was introduced to Congress to add the image of women’s rights leader Susan B. Anthony to the mountain.
43. Congress then passed a bill requiring only the heads that had already been started be completed.
44. In 1938, Gutzon Borglum secretly began blasting a Hall of Records in the mountain behind the heads.
45. The Hall of Records was meant to be a vault containing the history of the nation and vital documents like the Constitution.
46. Congress found out about the project and demanded Borglum use the federal funding for the faces, not the Hall of Records.
47. Gutzon reluctantly stopped working on the hall in 1939, but vowed to complete it.
48. That same year, the last face — of Theodore Roosevelt — was completed.
49. Sculptor Gutzon Borglum died in March of 1941, leaving the completion of the monument to his son Lincoln.
50. The carving was originally meant to include the bodies of the presidents down to their waists.
51. A massive panel with 8-foot-tall gilded letters commemorating famous territorial acquisitions of the U.S. was also originally intended.
52. Funding ran out and the monument was declared complete on October 31, 1941.
53. Overall, the project cost $989,992.32 and took 14 years to finish.
54. It’s estimated only 6 years included actual carving, while 8.5 years were consumed with delays due to weather and lack of funds.
55. Charles E. Rushmore donated $5,000 toward the sculpting of the mountain that bore his name.
56. In 1998, Borglum’s vision for the Hall of Records was realized when porcelain tablets containing images and text from the Bill of Rights, the Constitution, the Declaration of Independence and biographies of the presidents and Borglum himself were sealed in a vault inside the unfinished hall.
57. The Hall of Records played a role in the plot of the 2007 movie National Treasure: Book of Secrets, starring Nicolas Cage.
58. Visitor facilities have been added over the years, including a visitor center, the Lincoln Borglum Museum and the Presidential Trail.
59. The Lincoln Borglum Museum features multimedia exhibits that let you use an old-style explosives plunger to recreate dynamite blasting the face of the mountain.
60. You can also visit the Sculptor’s Studio, where Gutzon Borglum worked on scale models of Mount Rushmore.
61. The Grand View Terrace — one of the best places from which to see Mount Rushmore — is located just above the museum.
62. The Grand View Terrace is at the end of the Avenue of Flags; it has flags from all 50 states, one district, three territories and two commonwealths of the United States of America.
63. The Presidential Trail is a 0.5-mile walking trail that offers up-close and different views of each face.
64. If you start the trail from the Sculptor’s Studio, you’ll have to climb 422 stairs. Enter the trail from the Grand View Terrace and you’ll have an easier time of it.
63. Rushmore’s resident mountain goats are descendants of a herd that was gifted to Custer State Park by Canada in 1924.
64. They evidently escaped (naughty goats!).
67. From the late 1950s to the early 1970s, Ben Black Elk, a famous Lakota holy man, personally greeted visitors to Mount Rushmore.
68. Every night, Mount Rushmore gets illuminated for two hours.
69. Since illumination can impact the natural environment (think lost moths, among other things), a new high-tech LED lighting system was installed in 2015 to minimize the negative effects of lighting Mount Rushmore.
70. Some believe you can see an elephant, or at least the stone face of an elephant, if you look to the right of Lincoln. Others believe if you look at a picture of the mountain rotated 90 degrees, you can see another face.
71. Mount Rushmore is granite, which erodes roughly 1 inch every 10,000 years.
72. Since each of the noses is about 240 inches long, they might last up to 2.4 million years before they completely wear away.
73. After about 500,000 years, the faces will likely have lost some of their definition. But at this rate the basic shape of the presidents’ heads might last up to 7 million years.
74. Numerous things are being done to preserve Mount Rushmore. This has included installing 8,000 feet of camouflaged copper wire in 1998 to help monitor 144 hairline cracks. The copper wire was replaced with fiber optic cable in 2009.
75. So far preservation efforts have been successful, with Mount Rushmore celebrating its 75th anniversary in 2016 — all four noses, chins and foreheads (as well as all 8 eyes, nostrils, lips and ears) intact!
Mount Rushmore National Memorial is centered on a colossal sculpture carved into the granite face of Mount Rushmore (Lakota: Tȟuŋkášila Šákpe, or Six Grandfathers) in the Black Hills near Keystone, South Dakota. Sculptor Gutzon Borglum created the sculpture's design and oversaw the project's execution from 1927 to 1941 with the help of his son, Lincoln Borglum. The sculpture features the 60-foot-tall (18 m) heads of four United States Presidents recommended by Borglum: George Washington (1732–1799), Thomas Jefferson (1743–1826), Theodore Roosevelt (1858–1919) and Abraham Lincoln (1809–1865). The four presidents were chosen to represent the nation's birth, growth, development and preservation, respectively. The memorial park covers 1,278 acres (2.00 sq mi; 5.17 km2) and the actual mountain has an elevation of 5,725 feet (1,745 m) above sea level.
The sculptor and tribal representatives settled on Mount Rushmore, which also has the advantage of facing southeast for maximum sun exposure. Doane Robinson wanted it to feature American West heroes, such as Lewis and Clark, their expedition guide Sacagawea, Oglala Lakota chief Red Cloud,[9] Buffalo Bill Cody, and Oglala Lakota chief Crazy Horse. Borglum believed that the sculpture should have broader appeal and chose the four presidents.
Peter Norbeck, U.S. senator from South Dakota, sponsored the project and secured federal funding. Construction began in 1927; the presidents' faces were completed between 1934 and 1939. After Gutzon Borglum died in March 1941, his son Lincoln took over as leader of the construction project. Each president was originally to be depicted from head to waist, but lack of funding forced construction to end on October 31, 1941.
Sometimes referred to as the "Shrine of Democracy", Mount Rushmore attracts more than two million visitors annually.
Mount Rushmore was conceived with the intention of creating a site to lure tourists, representing "not only the wild grandeur of its local geography but also the triumph of western civilization over that geography through its anthropomorphic representation." Though for the latest occupants of the land at the time, the Lakota Sioux, as well as other tribes, the monument in their view "came to epitomize the loss of their sacred lands and the injustices they've suffered under the U.S. government." Under the Treaty of 1868, the U.S. government promised the territory, including the entirety of the Black Hills, to the Sioux "so long as the buffalo may range thereon in such numbers as to justify the chase." After the discovery of gold on the land, American settlers migrated to the area in the 1870s. The federal government then forced the Sioux to relinquish the Black Hills portion of their reservation.
The four presidential faces were said to be carved into the granite with the intention of symbolizing "an accomplishment born, planned, and created in the minds and by the hands of Americans for Americans".
Mount Rushmore is known to the Lakota Sioux as "The Six Grandfathers" (Tȟuŋkášila Šákpe) or "Cougar Mountain" (Igmútȟaŋka Pahá); but American settlers knew it variously as Cougar Mountain, Sugarloaf Mountain, Slaughterhouse Mountain and Keystone Cliffs. As Six Grandfathers, the mountain was on the route that Lakota leader Black Elk took in a spiritual journey that culminated at Black Elk Peak. Following a series of military campaigns from 1876 to 1878, the United States asserted control over the area, a claim that is still disputed on the basis of the 1868 Treaty of Fort Laramie.
Beginning with a prospecting expedition in 1885 with David Swanzey (husband of Carrie Ingalls), and Bill Challis, wealthy investor Charles E. Rushmore began visiting the area regularly on prospecting and hunting trips. He repeatedly joked with colleagues about naming the mountain after himself. The United States Board of Geographic Names officially recognized the name "Mount Rushmore" in June 1930.
Historian Doane Robinson conceived the idea for Mount Rushmore in 1923 to promote tourism in South Dakota. In 1924, Robinson persuaded sculptor Gutzon Borglum to travel to the Black Hills region to ensure the carving could be accomplished. The original plan was to make the carvings in granite pillars known as the Needles. However, Borglum realized that the eroded Needles were too thin to support sculpting. He chose Mount Rushmore, a grander location, partly because it faced southeast and enjoyed maximum exposure to the sun.
Borglum said upon seeing Mount Rushmore, "America will march along that skyline."
Borglum had been involved in sculpting the Stone Mountain Memorial to Confederate leaders in Georgia, but was in disagreement with the officials there.
U.S. Senator Peter Norbeck and Congressman William Williamson of South Dakota introduced bills in early 1925 for permission to use federal land, which passed easily. South Dakota legislation had less support, only passing narrowly on its third attempt, which Governor Carl Gunderson signed into law on March 5, 1925. Private funding came slowly and Borglum invited President Calvin Coolidge to an August 1927 dedication ceremony, at which he promised federal funding. Congress passed the Mount Rushmore National Memorial Act, signed by Coolidge, which authorized up to $250,000 in matching funds. The 1929 presidential transition to Herbert Hoover delayed funding until an initial federal match of $54,670.56 was acquired.
Carving started in 1927 and ended in 1941 with no fatalities.
Historian Doane Robinson conceived the idea for Mount Rushmore in 1923 to promote tourism in South Dakota. In 1924, Robinson persuaded sculptor Gutzon Borglum to travel to the Black Hills region to ensure the carving could be accomplished. The original plan was to make the carvings in granite pillars known as the Needles. However, Borglum realized that the eroded Needles were too thin to support sculpting. He chose Mount Rushmore, a grander location, partly because it faced southeast and enjoyed maximum exposure to the sun.
Borglum said upon seeing Mount Rushmore, "America will march along that skyline."
Borglum had been involved in sculpting the Stone Mountain Memorial to Confederate leaders in Georgia, but was in disagreement with the officials there.
U.S. Senator Peter Norbeck and Congressman William Williamson of South Dakota introduced bills in early 1925 for permission to use federal land, which passed easily. South Dakota legislation had less support, only passing narrowly on its third attempt, which Governor Carl Gunderson signed into law on March 5, 1925. Private funding came slowly and Borglum invited President Calvin Coolidge to an August 1927 dedication ceremony, at which he promised federal funding. Congress passed the Mount Rushmore National Memorial Act, signed by Coolidge, which authorized up to $250,000 in matching funds. The 1929 presidential transition to Herbert Hoover delayed funding until an initial federal match of $54,670.56 was acquired.
The chief carver of the mountain was Luigi Del Bianco, an artisan and stonemason in Port Chester, New York. Del Bianco emigrated to the U.S. from Friuli in Italy and was chosen to work on this project because of his understanding of sculptural language and ability to imbue emotion in the carved portraits.
In 1933, the National Park Service took Mount Rushmore under its jurisdiction. Julian Spotts helped with the project by improving its infrastructure. For example, he had the tram upgraded so it could reach the top of Mount Rushmore for the ease of workers. By July 4, 1934, Washington's face had been completed and was dedicated. The face of Thomas Jefferson was dedicated in 1936, and the face of Abraham Lincoln was dedicated on September 17, 1937. In 1937, a bill was introduced in Congress to add the head of civil-rights leader Susan B. Anthony, but a rider was passed on an appropriations bill requiring federal funds be used to finish only those heads that had already been started at that time. In 1939, the face of Theodore Roosevelt was dedicated.
The Sculptor's Studio – a display of unique plaster models and tools related to the sculpting – was built in 1939 under the direction of Borglum. Borglum died from an embolism in March 1941. His son, Lincoln Borglum, continued the project. Originally, it was planned that the figures would be carved from head to waist, but insufficient funding forced the carving to end. Borglum had also planned a massive panel in the shape of the Louisiana Purchase commemorating in eight-foot-tall gilded letters the Declaration of Independence, U.S. Constitution, Louisiana Purchase, and seven other territorial acquisitions from the Alaska purchase to the Panama Canal Zone. In total, the entire project cost US$989,992.32 (equivalent to $18.2 million in 2021).
Nick Clifford, the last remaining carver, died in November 2019 at age 98.
South Dakota is a landlocked U.S. state in the North Central region of the United States. It is also part of the Great Plains. South Dakota is named after the Dakota Sioux tribe, which comprises a large portion of the population with nine reservations currently in the state and has historically dominated the territory. South Dakota is the 17th largest by area, but the 5th least populous, and the 5th least densely populated of the 50 United States. Pierre is the state capital, and Sioux Falls, with a population of about 213,900, is South Dakota's most populous city. The state is bisected by the Missouri River, dividing South Dakota into two geographically and socially distinct halves, known to residents as "East River" and "West River". South Dakota is bordered by the states of North Dakota (to the north), Minnesota (to the east), Iowa (to the southeast), Nebraska (to the south), Wyoming (to the west), and Montana (to the northwest).
Humans have inhabited the area for several millennia, with the Sioux becoming dominant by the early 19th century. In the late 19th century, European-American settlement intensified after a gold rush in the Black Hills and the construction of railroads from the east. Encroaching miners and settlers triggered a number of Indian wars, ending with the Wounded Knee Massacre in 1890. As the southern part of the former Dakota Territory, South Dakota became a state on November 2, 1889, simultaneously with North Dakota. They are the 39th and 40th states admitted to the union; President Benjamin Harrison shuffled the statehood papers before signing them so that no one could tell which became a state first.
Key events in the 20th century included the Dust Bowl and Great Depression, increased federal spending during the 1940s and 1950s for agriculture and defense, and an industrialization of agriculture that has reduced family farming. Eastern South Dakota is home to most of the state's population, and the area's fertile soil is used to grow a variety of crops. West of the Missouri River, ranching is the predominant agricultural activity, and the economy is more dependent on tourism and defense spending. Most of the Native American reservations are in West River. The Black Hills, a group of low pine-covered mountains sacred to the Sioux, is in the southwest part of the state. Mount Rushmore, a major tourist destination, is there. South Dakota has a temperate continental climate, with four distinct seasons and precipitation ranging from moderate in the east to semi-arid in the west. The state's ecology features species typical of a North American grassland biome.
While several Democrats have represented South Dakota for multiple terms in both chambers of Congress, the state government is largely controlled by the Republican Party, whose nominees have carried South Dakota in each of the last 14 presidential elections. Historically dominated by an agricultural economy and a rural lifestyle, South Dakota has recently sought to diversify its economy in other areas to both attract and retain residents. South Dakota's history and rural character still strongly influence the state's culture.
The history of South Dakota describes the history of the U.S. state of South Dakota over the course of several millennia, from its first inhabitants to the recent issues facing the state.
Human beings have lived in what is today South Dakota for at least several thousand years. Early hunters are believed to have first entered North America at least 17,000 years ago via the Bering land bridge, which existed during the last ice age and connected Siberia with Alaska. Early settlers in what would become South Dakota were nomadic hunter-gatherers, using primitive Stone Age technology to hunt large prehistoric mammals in the area such as mammoths, sloths, and camels. The Paleolithic culture of these people disappeared around 5000 BC, after the extinction of most of their prey species.
Between AD 500 and 800, much of eastern South Dakota was inhabited by a people known as the 'Mound Builders'. The Mound Builders were hunters who lived in temporary villages and were named for the low earthen burial mounds they constructed, many of which still exist. Their settlement seems to have been concentrated around the watershed of the Big Sioux River and Big Stone Lake, although other sites have been excavated throughout eastern South Dakota. Either assimilation or warfare led to the demise of the Mound Builders by the year 800. Between 1250 and 1400 an agricultural people, likely the ancestors of the modern Mandan of North Dakota, arrived from the east and settled in the central part of the state. In 1325, what has become known as the Crow Creek Massacre occurred near Chamberlain. An archeological excavation of the site has discovered 486 bodies buried in a mass grave within a type of fortification; many of the skeletal remains show evidence of scalping and decapitation.
The Arikara, also known as the Ree, began arriving from the south in the 16th century. They spoke a Caddoan language similar to that of the Pawnee, and probably originated in what is now Kansas and Nebraska. Although they would at times travel to hunt or trade, the Arikara were far less nomadic than many of their neighbors, and lived for the most part in permanent villages. These villages usually consisted of a stockade enclosing a number of circular earthen lodges built on bluffs looking over the rivers. Each village had a semi-autonomous political structure, with the Arikara's various subtribes being connected in a loose alliance. In addition to hunting and growing crops such as corn, beans, pumpkin and other squash, the Arikara were also skilled traders, and would often serve as intermediaries between tribes to the north and south It was probably through their trading connections that Spanish horses first reached the region around 1760. The Arikara reached the height of their power in the 17th century, and may have included as many as 32 villages. Due both to disease as well as pressure from other tribes, the number of Arikara villages would decline to only two by the late 18th century, and the Arikara eventually merged entirely with the Mandan to the north.
The sister tribe of the Arikaras, the Pawnee, may have also had a small amount of land in the state. Both were Caddoan and were among the only known tribes in the continental U.S. to have committed human sacrifice, via a religious ritual that occurred once a year. It is said that the U.S. government worked hard to halt this practice before their homelands came to be heavily settled, for fear that the general public might react harshly or refuse to move there.
The Lakota Oral histories tell of them driving the Algonquian ancestors of the Cheyenne from the Black Hills regions, south of the Platte River, in the 18th century. Before that, the Cheyenne say that they were, in fact, two tribes, which they call the Tsitsistas & Sutaio After their defeat, much of their territory was contained to southeast Wyoming & western Nebraska. While they had been able to hold off the Sioux for quite some time, they were heavily damaged by a smallpox outbreak. They are also responsible for introducing the horse to the Lakota.
The Ioway, or Iowa people, also inhabited the region where the modern states of South Dakota, Minnesota & Iowa meet, north of the Missouri River. They also had a sister nation, known as the Otoe who lived south of them. They were Chiwere speaking, a very old variation of Siouan language said to have originated amongst the ancestors of the Ho-Chunk of Wisconsin. They also would have had a fairly similar culture to that of the Dhegihan Sioux tribes of Nebraska & Kansas.
By the 17th century, the Sioux, who would later come to dominate much of the state, had settled in what is today central and northern Minnesota. The Sioux spoke a language of the Siouan language family, and were divided into two culture groups – the Dakota & Nakota. By the early 18th century the Sioux would begin to move south and then west into the plains. This migration was due to several factors, including greater food availability to the west, as well as the fact that the rival Ojibwe & other related Algonquians had obtained rifles from the French at a time when the Sioux were still using the bow and arrow. Other tribes were also displaced during some sort of poorly understood conflict that occurred between Siouan & Algonquian peoples in the early 18th century.
In moving west into the prairies, the lifestyle of the Sioux would be greatly altered, coming to resemble that of a nomadic northern plains tribe much more so than a largely settled eastern woodlands one. Characteristics of this transformation include a greater dependence on the bison for food, a heavier reliance on the horse for transportation, and the adoption of the tipi for habitation, a dwelling more suited to the frequent movements of a nomadic people than their earlier semi-permanent lodges.
Once on the plains, a schism caused the two subgroups of the Sioux to divide into three separate nations—the Lakota, who migrated south, the Asiniboine who migrated back east to Minnesota & the remaining Sioux. It appears to be around this time that the Dakota people became more prominent over the Nakota & the entirety of the people came to call themselves as such.
The Lakota, who crossed the Missouri around 1760 and reached the Black Hills by 1776, would come to settle largely in western South Dakota, northwestern Nebraska, and southwestern North Dakota. The Yankton primarily settled in southeastern South Dakota, the Yanktonnais settled in northeastern South Dakota and southeastern North Dakota, and the Santee settled primarily in central and southern Minnesota. Due in large part to the Sioux migrations, a number of tribes would be driven from the area. The tribes in and around the Black Hills, most notably the Cheyenne, would be pushed to the west, the Arikara would move further north along the Missouri, and the Omaha would be driven out of southeastern South Dakota and into northeastern Nebraska.
Later, the Lakota & Assiniboine returned to the fold, forming a single confederacy known as the Oceti Sakowin, or Seven council fire. This was divided into four cultural groups—the Lakota, Dakota, Nakota & Nagoda-- & seven distinct tribes, each with their own chief—the Nakota Mdewakan (Note—Older attempts at Lakota language show a mistake in writing the sound 'bl' as 'md', such as summer, Bloketu, misprinted as mdoketu. Therefore, this word should be Blewakan.) & Wahpeton, the Dakota Santee & Sisseton, the Nagoda Yankton & Yanktonai & the Lakota Teton. In this form, they were able to secure from the U.S. government a homeland, commonly referred to as Mni-Sota Makoce, or the Lakotah Republic. However, conflicts increased between Sioux & American citizens in the decades leading up the Civil War & a poorly funded & organized Bureau of Indian Affairs had difficulty keeping peace between groups. This eventually resulted in the United States blaming the Sioux for the atrocities & rendering the treaty which recognized the nation of Lakotah null and void. The U.S., however, later recognized their fault in a Supreme Court case in the 1980s after several decades of failed lawsuits by the Sioux, yet little has been done to smooth the issue over to the best interests of both sides.
France was the first European nation to hold any real claim over what would become South Dakota. Its claims covered most of the modern state. However, at most a few French scouting parties may have entered eastern South Dakota. In 1679 Daniel G. Duluth sent explorers west from Lake Mille Lacs, and they may have reached Big Stone Lake and the Coteau des Prairies. Pierre Le Sueur's traders entered the Big Sioux River Valley on multiple occasions. Evidence for these journeys is from a 1701 map by William De L'Isle that shows a trail to below the falls of the Big Sioux River from the Mississippi River.
After 1713, France looked west to sustain its fur trade. The first Europeans to enter South Dakota from the north, the Verendrye brothers, began their expedition in 1743. The expedition started at Fort La Reine on Lake Manitoba, and was attempting to locate an all-water route to the Pacific Ocean. They buried a lead plate inscribed near Ft. Pierre; it was rediscovered by schoolchildren in 1913.
In 1762, France granted Spain all French territory west of the Mississippi River in the Treaty of Fontainebleau. The agreement, which was signed in secret, was motivated by a French desire to convince Spain to come to terms with Britain and accept defeat in the Seven Years' War. In an attempt to secure Spanish claims in the region against possible encroachment from other European powers, Spain adopted a policy for the upper Missouri which emphasized the development of closer trade relations with local tribes as well as greater exploration of the region, a primary focus of which would be a search for a water route to the Pacific Ocean. Although traders such as Jacques D'Eglise and Juan Munier had been active in the region for several years, these men had been operating independently, and a determined effort to reach the Pacific and solidify Spanish control of the region had never been undertaken. In 1793, a group commonly known as the Missouri Company was formed in St. Louis, with the twin goals of trading and exploring on the upper Missouri. The company sponsored several attempts to reach the Pacific Ocean, none of which made it further than the mouth of the Yellowstone. In 1794, Jean Truteau (also spelled Trudeau) built a cabin near the present-day location of Fort Randall, and in 1795 the Mackay-Evans Expedition traveled up the Missouri as far as present-day North Dakota, where they expelled several British traders who had been active in the area. In 1801, a post known as Fort aux Cedres was constructed by Registre Loisel of St. Louis, on Cedar Island on the Missouri about 35 miles (56 km) southeast of the present location of Pierre. This trading post was the major regional post until its destruction by fire in 1810.[30] In 1800, Spain gave Louisiana back to France in the Treaty of San Ildefonso.
In 1803, the United States purchased the Louisiana Territory from Napoleon for $11,000,000. The territory included most of the western half of the Mississippi watershed and covered nearly all of present-day South Dakota, except for a small portion in the northeast corner of the state. The region was still largely unexplored and unsettled, and President Thomas Jefferson organized a group commonly referred to as the Lewis and Clark Expedition to explore the newly acquired region over a period of more than two years. The expedition, also known as the Corps of Discovery, was tasked with following the route of the Missouri to its source, continuing on to the Pacific Ocean, establishing diplomatic relations with the various tribes in the area, and taking cartographic, geologic, and botanical surveys of the area. The expedition left St. Louis on May 14, 1804, with 45 men and 15 tons of supplies in three boats (one keelboat and two pirogues). The party progressed slowly against the Missouri's current, reaching what is today South Dakota on August 22. Near present-day Vermillion, the party hiked to the Spirit Mound after hearing local legends of the place being inhabited by "little spirits" (or "devils"). Shortly after this, a peaceful meeting took place with the Yankton Sioux, while an encounter with the Lakota Sioux further north was not as uneventful. The Lakota mistook the party as traders, at one point stealing a horse. Weapons were brandished on both sides after it appeared as though the Lakota were going to further delay or even halt the expedition, but they eventually stood down and allowed the party to continue up the river and out of their territory. In north central South Dakota, the expedition acted as mediators between the warring Arikara and Mandan. After leaving the state on October 14, the party wintered with the Mandan in North Dakota before successfully reaching the Pacific Ocean and returning by the same route, safely reaching St. Louis in 1806. On the return trip, the expedition spent only 15 days in South Dakota, traveling more swiftly with the Missouri's current.
Pittsburgh lawyer Henry Marie Brackenridge was South Dakota's first recorded tourist. In 1811 he was hosted by fur trader Manuel Lisa.
In 1817, an American fur trading post was set up at present-day Fort Pierre, beginning continuous American settlement of the area. During the 1830s, fur trading was the dominant economic activity for the few white people who lived in the area. More than one hundred fur-trading posts were in present-day South Dakota in the first half of the 19th century, and Fort Pierre was the center of activity.[citation needed] General William Henry Ashley, Andrew Henry, and Jedediah Smith of the Rocky Mountain Fur Company, and Manuel Lisa and Joshua Pilcher of the St. Louis Fur Company, trapped in that region. Pierre Chouteau Jr. brought the steamship Yellowstone to Fort Tecumseh on the Missouri River in 1831. In 1832 the fort was replaced by Fort Pierre Chouteau Jr.: today's town of Fort Pierre. Pierre bought the Western Department of John Jacob Astor's American Fur Company and renamed it Pratte, Chouteau and Company, and then Pierre Chouteau and Company. It operated in present-day South Dakota from 1834 to 1858. Most trappers and traders left the area after European demand for furs dwindled around 1840.
Main articles: Kansas–Nebraska Act, Nebraska Territory, Organic act § List of organic acts, and Dakota Territory
In 1855, the U.S. Army bought Fort Pierre but abandoned it the following year in favor of Fort Randall to the south. Settlement by Americans and Europeans was by this time increasing rapidly, and in 1858 the Yankton Sioux signed the 1858 "Treaty of Washington", ceding most of present-day eastern South Dakota to the United States.
Land speculators founded two of eastern South Dakota's largest present-day cities: Sioux Falls in 1856 and Yankton in 1859. The Big Sioux River falls was the spot of an 1856 settlement established by a Dubuque, Iowa, company; that town was quickly removed by native residents. But in the following year, May 1857, the town was resettled and named Sioux Falls. That June, St. Paul, Minnesota's Dakota Land Company came to an adjacent 320 acres (130 ha), calling it Sioux Falls City. In June 1857, Flandreau and Medary, South Dakota, were established by the Dakota Land Company. Along with Yankton in 1859, Bon Homme, Elk Point, and Vermillion were among the new communities along the Missouri River or border with Minnesota. Settlers therein numbered about 5,000 in 1860. In 1861, Dakota Territory was established by the United States government (this initially included North Dakota, South Dakota, and parts of Montana and Wyoming). Settlers from Scandinavia, Germany, Ireland, Czechoslovakia[citation needed] and Russia,[citation needed] as well as elsewhere in Europe and from the eastern U.S. states increased from a trickle to a flood, especially after the completion of an eastern railway link to the territorial capital of Yankton in 1872, and the discovery of gold in the Black Hills in 1874 during a military expedition led by George A. Custer.
The Dakota Territory had significant regional tensions between the northern part and the southern part from the beginning, the southern part always being more populated – in the 1880 United States census, the population of the southern part (98,268) was more than two and a half times of the northern part (36,909), and southern Dakotans saw the northern part as bit of disreputable, "controlled by the wild folks, cattle ranchers, fur traders” and too frequently the site of conflict with the indigenous population. Also, the new railroads built connected the northern and southern parts to different hubs – northern part was closer tied to Minneapolis–Saint Paul area; and southern part to Sioux City and from there to Omaha. The last straw was territorial governor Nehemiah G. Ordway moving the territorial capital from Yankton to Bismarck in modern-day North Dakota. As the Southern part had the necessary population for statehood (60,000), they held a separate convention in September 1883 and drafted a constitution. Various bills to divide the Dakota Territory in half ended up stalling, until in 1887, when the Territorial Legislature submitted the question of division to a popular vote at the November general elections, where it was approved by 37,784 votes over 32,913. A bill for statehood for North Dakota and South Dakota (as well as Montana and Washington) titled the Enabling Act of 1889 was passed on February 22, 1889, during the Administration of Grover Cleveland, dividing Dakota along the seventh standard parallel. It was left to his successor, Benjamin Harrison, to sign proclamations formally admitting North and South Dakota to the Union on November 2, 1889. Harrison directed his Secretary of State James G. Blaine to shuffle the papers and obscure from him which he was signing first and the actual order went unrecorded.
With statehood South Dakota was now in a position to make decisions on the major issues it confronted: prohibition, women's suffrage, the location of the state capital, the opening of the Sioux lands for settlement, and the cyclical issues of drought (severe in 1889) and low wheat prices (1893–1896). In early 1889 a prohibition bill passed the new state legislature, only to be vetoed by Governor Louis Church. Fierce opposition came from the wet German community, with financing from beer and liquor interests. The Yankee women organized to demand suffrage, as well as prohibition. Neither party supported their cause, and the wet element counter-organized to block women's suffrage. Popular interest reached a peak in the debates over locating the state capital. Prestige, real estate values and government jobs were at stake, as well as the question of access in such a large geographical region with limited railroads. Huron was the temporary site, centrally located Pierre was the best organized contender, and three other towns were in the running. Real estate speculators had money to toss around. Pierre, population 3200, made the most generous case to the voters—its promoters truly believed it would be the next Denver and be the railway hub of the Dakotas. The North Western railroad came through but not the others it expected. In 1938 Pierre counted 4000 people and three small hotels.
The national government continued to handle Indian affairs. The Army's 1874 Custer expedition took place despite the fact that the western half of present-day South Dakota had been granted to the Sioux by the Treaty of Fort Laramie as part of the Great Sioux Reservation. The Sioux declined to grant mining rights or land in the Black Hills, and the Great Sioux War of 1876 broke out after the U.S. failed to stop white miners and settlers from entering the region. The Sioux were eventually defeated and settled on reservations within South Dakota and North Dakota.
In 1889 Harrison sent general George Crook with a commission to persuade the Sioux to sell half their reservation land to the government. It was believed that the state would not be viable unless more land was made available to settlers. Crook used a number of dubious methods to secure agreement and obtain the land.
On December 29, 1890, the Wounded Knee Massacre occurred on the Pine Ridge Indian Reservation. It was the last major armed conflict between the United States and the Sioux Nation, the massacre resulted in the deaths of 300 Sioux, many of them women and children. In addition 25 U.S. soldiers were also killed in the episode.
Railroads played a central role in South Dakota transportation from the late 19th century until the 1930s, when they were surpassed by highways. The Milwaukee Road and the Chicago & North Western were the state's largest railroads, and the Milwaukee's east–west transcontinental line traversed the northern tier of the state. About 4,420 miles (7,110 km) of railroad track were built in South Dakota during the late nineteenth and early twentieth centuries, though only 1,839 miles (2,960 km) were active in 2007.
The railroads sold land to prospective farmers at very low rates, expecting to make a profit by shipping farm products out and home goods in. They also set up small towns that would serve as shipping points and commercial centers, and attract businessmen and more farmers. The Minneapolis and St. Louis Railway (M&StL) in 1905, under the leadership of vice president and general manager L. F. Day, added lines from Watertown to LeBeau and from Conde through Aberdeen to Leola. It developed town sites along the new lines and by 1910, the new lines served 35 small communities.
Not all of the new towns survived. The M&StL situated LeBeau along the Missouri River on the eastern edge of the Cheyenne River Indian Reservation. The new town was a hub for the cattle and grain industries. Livestock valued at one million dollars were shipped out in 1908, and the rail company planned a bridge across the Missouri River. Allotment of the Cheyenne River Reservation in 1909 promised further growth. By the early 1920s, however, troubles multiplied, with the murder of a local rancher, a fire that destroyed the business district, and drought that ruined ranchers and farmers alike. LeBeau became a ghost town.
Most of the traffic was freight, but the main lines also offered passenger service. After the European immigrants settled, there never were many people moving about inside the state. Profits were slim. Automobiles and busses were much more popular, but there was an increase during World War II when gasoline was scarce. All passenger service was ended in the state by 1969.
In the rural areas farmers and ranchers depended on local general stores that had a limited stock and slow turnover; they made enough profit to stay in operation by selling at high prices. Prices were not marked on each item; instead the customer negotiated a price. Men did most of the shopping, since the main criterion was credit rather than quality of goods. Indeed, most customers shopped on credit, paying off the bill when crops or cattle were later sold; the owner's ability to judge credit worthiness was vital to his success.
In the cities consumers had much more choice, and bought their dry goods and supplies at locally owned department stores. They had a much wider selection of goods than in the country general stores and price tags that gave the actual selling price. The department stores provided a very limited credit, and set up attractive displays and, after 1900, window displays as well. Their clerks—usually men before the 1940s—were experienced salesmen whose knowledge of the products appealed to the better educated middle-class housewives who did most of the shopping. The keys to success were a large variety of high-quality brand-name merchandise, high turnover, reasonable prices, and frequent special sales. The larger stores sent their buyers to Denver, Minneapolis, and Chicago once or twice a year to evaluate the newest trends in merchandising and stock up on the latest fashions. By the 1920s and 1930s, large mail-order houses such as Sears, Roebuck & Co. and Montgomery Ward provided serious competition, making the department stores rely even more on salesmanship and close integration with the community.
Many entrepreneurs built stores, shops, and offices along Main Street. The most handsome ones used pre-formed, sheet iron facades, especially those manufactured by the Mesker Brothers of St. Louis. These neoclassical, stylized facades added sophistication to brick or wood-frame buildings throughout the state.
During the 1930s, several economic and climatic conditions combined with disastrous results for South Dakota. A lack of rainfall, extremely high temperatures and over-cultivation of farmland produced what was known as the Dust Bowl in South Dakota and several other plains states. Fertile topsoil was blown away in massive dust storms, and several harvests were completely ruined. The experiences of the Dust Bowl, coupled with local bank foreclosures and the general economic effects of the Great Depression resulted in many South Dakotans leaving the state. The population of South Dakota declined by more than seven percent between 1930 and 1940.
Prosperity returned with the U.S. entry into World War II in 1941, when demand for the state's agricultural and industrial products grew as the nation mobilized for war. Over 68,000 South Dakotans served in the armed forces during the war, of which over 2,200 were killed.
In 1944, the Pick-Sloan Plan was passed as part of the Flood Control Act of 1944 by the U.S. Congress, resulting in the construction of six large dams on the Missouri River, four of which are at least partially located in South Dakota.[83] Flood control, hydroelectricity and recreational opportunities such as boating and fishing are provided by the dams and their reservoirs.
On the night of June 9–10, 1972, heavy rainfall in the eastern Black Hills caused the Canyon Lake Dam on Rapid Creek to fail. The failure of the dam, combined with heavy runoff from the storm, turned the usually small creek into a massive torrent that washed through central Rapid City. The flood resulted in 238 deaths and destroyed 1,335 homes and around 5,000 automobiles.[84] Damage from the flood totaled $160 million (the equivalent of $664 million today).
On April 19, 1993, Governor George S. Mickelson was killed in a plane crash in Iowa while returning from a business meeting in Cincinnati. Several other state officials were also killed in the crash. Mickelson, who was in the middle of his second term as governor, was succeeded by Walter Dale Miller.
In recent decades, South Dakota has transformed from a state dominated by agriculture to one with a more diversified economy. The tourism industry has grown considerably since the completion of the interstate system in the 1960s, with the Black Hills being especially impacted. The financial service industry began to grow in the state as well, with Citibank moving its credit card operations from New York to Sioux Falls in 1981, a move that has since been followed by several other financial companies. In 2007, the site of the recently closed Homestake gold mine near Lead was chosen as the location of a new underground research facility. Despite a growing state population and recent economic development, many rural areas have been struggling over the past 50 years with locally declining populations and the emigration of educated young adults to larger South Dakota cities, such as Rapid City or Sioux Falls, or to other states. The Cattleman's Blizzard of October 2013 killed tens of thousands of livestock in western South Dakota, and was one of the worst blizzards in the state's history.
The Bugatti Veyron EB 16.4 is a mid-engined sports car, designed and developed in Germany by the Volkswagen Group and manufactured in Molsheim, France, by Bugatti Automobiles S.A.S.
The original version had a top speed of 407.12 km/h (252.97 mph). It was named Car of the Decade and best car award (2000–2009) by the BBC television programme Top Gear. The standard Bugatti Veyron also won Top Gear's Best Car Driven All Year award in 2005.
The current Super Sport version of the Veyron is recognized by Guinness World Records as the fastest street-legal production car in the world, with a top speed of 431.072 km/h (267.856 mph), and the roadster Veyron Grand Sport Vitesse version is the fastest roadster in the world, reaching an averaged top speed of 408.84 km/h (254.04 mph) in a test on 6 April 2013.
Name origin
The Veyron EB 16.4 is named in honour of Pierre Veyron, a Bugatti development engineer, test driver and company race driver who, with co-driver Jean-Pierre Wimille, won the 1939 24 hours of Le Mans while driving a Bugatti. The "EB" refers to Bugatti founder Ettore Bugatti and the "16.4" refers to the engine's 16 cylinders and 4 turbochargers.
World record controversy
A controversy developed in 2013 over the Veyron Super Sport's status as the world’s fastest production car, ultimately resolved in the Veyron's favor.
In early April 2013, driving.co.uk (also known as Sunday Times Driving) began an investigation following claims from US car maker Hennessey that its 928 kW (1,244 bhp) Hennessey Venom GT was entitled to the Guinness World Record. With a recorded speed of 427.6 km/h (265.7 mph) the Hennessey was 3.4 km/h (2.1 mph) slower than the Veyron but Hennessey dismissed Bugatti’s official record saying that the Veyron Super Sport was restricted to 415 km/h (258 mph) in production form and that for it to achieve its record top speed of 431.0 km/h (267.8 mph), the car used was in a state of tune not available to customers. Hennessey said its Venom GT was road-ready and unmodified and was therefore a production car in the strict sense of the term.
Driving.co.uk requested clarification from Guinness World Records, which investigated this claim and found that the modification was against the official guidelines of the record. Upon finding this, Guinness World Records voided the Super Sport's record and announced it was "reviewing this category with expert external consultants to ensure our records fairly reflect achievements in this field."
After further review, Shelby SuperCars, the producers of the Ultimate Aero TT, said that they had reclaimed the record, however Guinness reinstated the Super Sport's record after coming to the conclusion that "a change to the speed limiter does not alter the fundamental design of the car or its engine."
Bugatti Veyron 16.4 Super Sport, World Record Edition (2010–)
The Bugatti Veyron 16.4 Super Sport is a faster, more powerful version of the Bugatti Veyron 16.4. Production is limited to thirty units. The Super Sport has increased engine power of 1,200 PS (880 kW; 1,200 bhp), a torque of 1,500 N·m (1,100 lbf·ft), and a revised aerodynamic package. The Super Sport has a 431.072 km/h (267.856 mph) top speed, making it the fastest production road car on the market although it is electronically limited to 415 km/h (258 mph) to protect the tyres from disintegrating.
The Bugatti Veyron 16.4 Super Sport World Record Edition is a version of the Bugatti Veyron 16.4 Super Sport. It is limited to five units. It has an orange body detailing, and a special, black, exposed, carbon, body.
The vehicle was unveiled in 2010 at The Quail, followed by the 2010 Monterey Historic Races at Laguna Seca, and the 2010 Pebble Beach Concours d'Elegance.
[Text taken from Wikipedia]
This Lego Speed Champions (1:37)-scale 2010 Bugatti Veyron Super Sport has been created for Flickr LUGNuts' 88th Build Challenge, - "Let's go Break Some records", - for vehicles that set the bar (high or low) for any number of vehicles statistics or records. In the case of the Veyron Super Sport, the fastest road car in the world - 431.072 km/h (267.856 mph).
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1974 Porsche 911 RSR driven by Dennis Singleton in Group 4A at the 2017 Rolex Monterey Motorsports Reunion.
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