+++ DISCLAIMER +++

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

  

Some background:

The AH-1 Cobra was developed in the mid-1960s as an interim gunship for the U.S. Army for use during the Vietnam War. The Cobra shared the proven transmission, rotor system, and the T53 turboshaft engine of the UH-1 "Huey". By June 1967, the first AH-1G HueyCobras had been delivered. Bell built 1,116 AH-1Gs for the U.S. Army between 1967 and 1973, and the Cobras chalked up over a million operational hours in Vietnam.

The U.S. Marine Corps was very interested in the AH-1G Cobra, too, but it preferred a twin-engine version for improved safety in over-water operations, and also wanted a more potent turret-mounted weapon. At first, the Department of Defense had balked at providing the Marines with a twin-engine version of the Cobra, in the belief that commonality with Army AH-1Gs outweighed the advantages of a different engine fit. However, the Marines won out and awarded Bell a contract for 49 twin-engine AH-1J SeaCobras in May 1968. As an interim measure the U.S. Army passed on thirty-eight AH-1Gs to the Marines in 1969. The AH-1J also received a more powerful gun turret with a three-barrel 20 mm XM197 cannon based on the six-barrel M61 Vulcan cannon.

 

During the 1990s, the US forces gradually phased out its Cobra fleet. The withdrawn AH-1s were typically offered to other potential operators, usually NATO allies. Some were also given to the USDA's Forest Service for fire surveillance, and a handful AH-1s went into private hands, including the NASA. Among these airframes were some USMC AH-1Js, which had in part been mothballed in the Mojave Desert since their replacement through more powerful and modern AH-1 variants and the AH-64.

About twenty airframes were, after having been de-militarized, bought by the Kaman Corporation in 2003, in a bold move to quickly respond to more than 20 inquiries for the company’s K-1200 ‘K-Max’ crane synchropter since the type’s end of production in 2001 from firefighting, logging and industry transport requirements. While not such a dedicated medium lift helicopter as the K-1200, which had from the outset been optimized for external cargo load operations, the twin-engine AH-1J promised to be a very effective alternative and a powerful basis for a conversion into a crane helicopter.

 

The result of this conversion program was the Kaman K-1300, also known as the “K-Cobra” or “Crane Cobra”. While the basic airframe of the AH-1J was retained, extensive detail modifications were made. To reduce weight and compensate for the extensive hardware changes, the SeaCobra lost its armor, the chin turret, and the stub wings. Beyond that, many invisible changes were made; the internal structure between the engine mounts was beefed up with an additional cage structure and a cargo hook was installed under the fuselage in the helicopter’s center of lift.

 

To further optimize the K-Cobra’s performance, the dynamic components were modified and improved, too. While the engine remained the same, its oil cooler was enlarged and the original output limit to 1.500 shp was removed and the gearbox was strengthened to fully exploit the twin-engine’s available power of 1,800 shp (1,342 kW). The rotor system was also modified and optimized for the transport of underslung loads: the original UH-1 dual-blade rotors were replaced with new four-blade rotors. The new main rotor with rugged heavy-duty blades offered more lift at less rotor speed, and the blades’ lift sections were moved away from the hub so that downwash and turbulences directly under the helicopter’s CoG and man hook were reduced to keep the cargo load more stable. Due to the main rotor’s slightly bigger diameter the tail rotor was changed into a slightly smaller four-blade rotor, too. This new arrangement made the K-1300 more stable while hovering or during slow speed maneuvers and more responsive to steering input.

 

The Cobra’s crew of two was retained, but the cockpit was re-arranged and split into two compartments: the pilot retained the original rear position in the tandem cockpit under the original glazing, but the gunner’s station in front of him, together with the secondary dashboard, was omitted and replaced by a new, fully glazed cabin under the former gunner position. This cabin occupied the former gun station and its ammunition supply and contained a rearward-facing workstation for a second pilot with full controls. It was accessible via a separate door or a ladder from above, through a trap door in the former gunner’s station floor, where a simple foldable bench was available for a third person. This arrangement was chosen due to almost complete lack of oversight of the slung load from the normal cockpit position, despite a CCTV (closed circuit television) system with two cameras intended for observation of slung loads. The second pilot would control the helicopter during delicate load-handling maneuvers, while the primary pilot “above” would fly the helicopter during transfer flights, both sharing the workload.

 

To accommodate the cabin under the fuselage and improve ground handling, the AH-1J’s skids were replaced by a stalky, fixed four-wheel landing gear that considerably increased ground clearance (almost 7 feet), making the attachment of loads on the ground to the main ventral hook easier, as the K-1300 could be “rolled over” the cargo on the ground and did not have to hover above it to connect. However, an external ladder had to be added so that the pilot could reach his/her workstation almost 10 feet above the ground.

 

The bulky ventral cabin, the draggy landing gear and the new lift-optimized rotor system reduced the CraneCobra’s top speed by a third to just 124 mph (200 km/h), but the helicopter’s load-carrying capacity became 35% higher and the Cobra’s performance under “hot & high” conditions was markedly improved, too.

For transfer flights, a pair of external auxiliary tanks could be mounted to the lower fuselage flanks, which could also be replaced with cargo boxes of similar size and shape.

 

K-1300 buyers primarily came from the United States and Canada, but there were foreign operators, too. A major operator in Europe became Heliswiss, the oldest helicopter company in Switzerland. The company was founded as „Heliswiss Schweizerische Helikopter AG“, with headquarters in Berne-Belp on April 17, 1953, what also marked the beginning of commercial helicopter flying in Switzerland. During the following years Heliswiss expanded in Switzerland and formed a network with bases in Belp BE, Samedan GR, Domat Ems GR, Locarno TI, Erstfeld UR, Gampel VS, Gstaad BE and Gruyères FR. During the build-up of the rescue-company Schweizerische Rettungsflugwacht (REGA) as an independent network, Heliswiss carried out rescue missions on their behalf.

 

Heliswiss carried out operations all over the world, e. g. in Greenland, Suriname, North Africa and South America. The first helicopter was a Bell 47 G-1, registered as HB-XAG on September 23, 1953. From 1963 Heliswiss started to expand and began to operate with medium helicopters like the Agusta Bell 204B with a turbine power of 1050 HP and an external load of up to 1500 kg. From 1979 Heliswiss operated a Bell 214 (external load up to 2.8 t).

Since 1991 Heliswiss operated a Russian Kamov 32A12 (a civil crane version of the Ka-27 “Helix”), which was joined by two K-1300s in 2004. They were frequently used for construction of transmission towers for overhead power lines and pylons for railway catenary lines, for selective logging and also as fire bombers with underslung water bags, the latter managed by the German Helog company, operating out of Ainring and Küssnacht in Germany and Switzerland until 2008, when Helog changed its business focus into a helicopter flight training academy in Liberia with the support of Germany's Federal Ministry of Education and Research.

A second Kamov 32A12 joined the fleet in 2015, which replaced one of the K-1300s, and Heliswiss’ last K-1300 was retired in early 2022.

  

General characteristics:

Crew: 2, plus space for a passenger

Length: 54 ft 3 in (16,56 m) including rotors

44 ft 5 in (13.5 m) fuselage only

Main rotor diameter: 46 ft 2¾ in (14,11 m)

Main rotor area: 1,677.64 sq ft (156,37 m2)

Width (over landing gear): 12 ft 6 in (3.85 m)

Height: 17 ft 8¼ in (5,40 m)

Empty weight: 5,810 lb (2,635 kg)

Max. takeoff weight: 9,500 lb (4,309 kg) without slung load

13,515 lb (6,145 kg) with slung load

 

Powerplant:

1× P&W Canada T400-CP-400 (PT6T-3 Twin-Pac) turboshaft engine, 1,800 shp (1,342 kW)

 

Performance:

Maximum speed: 124 mph (200 km/h, 110 kn)

Cruise speed: 105 mph (169 km/h, 91 kn)

Range: 270 mi (430 km, 230 nmi) with internal fuel only,

360 mi (570 km 310 nmi) with external auxiliary tanks

Service ceiling: 15,000 ft (4,600 m)

Hovering ceiling out of ground effect: 3,000 m (9,840 ft)

Rate of climb: 2,500 ft/min (13 m/s) at Sea Level with flat-rated torque

 

External load capacity (at ISA +15 °C (59.0 °F):

6,000 lb (2,722 kg) at sea level

5,663 lb (2,569 kg) at 5,000 ft (1,524 m)

5,163 lb (2,342 kg) at 10,000 ft (3,048 m)

5,013 lb (2,274 kg) at 12,100 ft (3,688 m)

4,313 lb (1,956 kg) at 15,000 ft (4,600 m)

  

The kit and its assembly:

This is/was the second contribution to the late 2022 “Logistics” Group Build at whatifmodellers.com, a welcome occasion and motivation to tackle a what-if project that had been on my list for a long while. This crane helicopter conversion of a HueyCobra was inspired by the Mil Mi-10K helicopter – I had built a 1:100 VEB Plasticart kit MANY years ago and still remembered the helicopter’s unique ventral cabin under the nose with a rearward-facing second pilot. I always thought that the AH-1 might be a good crane helicopter, too, esp. the USMC’s twin-engine variant. And why not combine everything in a fictional model?

 

With this plan the basis became a Fujimi 1:72 AH-1J and lots of donor parts to modify the basic hull into “something else”. Things started with the removal of the chin turret and part of the lower front hull to make space for the ventral glass cabin. The openings for the stub wings were faired over and a different stabilizer (taken from a Revell EC 135, including the end plates) was implanted. The attachment points for the skids were filled and a styrene tube was inserted into the rotor mast opening to later hold the new four-blade rotor. Another styrene tube with bigger diameter was inserted into the lower fuselage as a display holder adapter for later flight scene pictures. Lead beads filled the nose section to make sure the CraneCobra would stand well on its new legs, with the nose down. The cockpit was basically taken OOB, just the front seat and the respective gunner dashboard was omitted.

 

One of the big challenges of this build followed next: the ventral cabin. Over the course of several months, I was not able to find a suitable donor, so I was forced to scratch the cabin from acrylic and styrene sheet. Size benchmark became the gunner’s seat from the Cobra kit, with one of the OOB pilots seated. Cabin width was less dictated through the fuselage, the rest of the cabin’s design became a rather simple, boxy thing – not pretty, but I think a real-life retrofitted cabin would not look much different? Some PSR was done to hide the edges of the rather thick all-clear walls and create a 3D frame - a delicate task. Attaching the completed thing with the second pilot and a dashboard under the roof to the Cobra’s lower hull and making it look more or less natural without major accidents was also a tricky and lengthy affair, because I ignored the Cobra’s narrowing nose above the former chin turret.

 

With the cabin defining the ground helicopter’s clearance, it was time for the next donors: the landing gear from an Airfix 1:72 Kamow Ka-25, which had to be modified further to achieve a proper stance. The long main struts were fixed to the hull, their supporting struts had to be scratched, in this case from steel wire. The front wheels were directly attached to the ventral cabin (which might contain in real life a rigid steel cage that not only protects the second crew member but could also take the front wheels’ loads?). Looks pretty stalky!

Under the hull, a massive hook and a fairing for the oil cooler were added. A PE brass ladder was mounted on the right side of the hull under the pilot’s cockpit, while a rear-view mirror was mounted for the ventral pilot on the left side.

 

The rotor system was created in parallel, I wanted “something different” from the UH-1 dual-blade rotors. The main rotor hub was taken from a Mistercraft 1:72 Westland Lynx (AFAIK a re-boxed ZTS Plastyk kit), which included the arms up to the blades. The hub was put onto a metal axis, with a spacer to make it sit well in the new styrene tube adapter inside of the hull, and some donor parts from the Revell EC 135. Deeper, tailored blades were glued to the Lynx hub, actually leftover parts from the aforementioned wrecked VEB Plasticart 1:100 Mi-10, even though their length had to be halved (what makes you aware how large a Mi-6/10 is compared with an AH-1!). The tail rotor was taken wholesale from the Lynx and stuck to the Cobra’s tail with a steel pin.

  

Painting and markings:

Another pushing factor for this build was the fact that I had a 1:72 Begemot aftermarket decal sheet for the Kamow Ka-27/32 in The Stash™, which features, among many military helicopters, (the) two civil Heliswiss machines – a perfect match!

Using the Swiss Helix’ as design benchmark I adapted their red-over-white paint scheme to the slender AH-1 and eventually ended up with a simple livery with a white belly (acrylic white from the rattle can, after extensive masking of the clear parts with Maskol/latex milk) and a red (Humbrol 19) upper section, with decorative counter-colored cheatlines along the medium waterline. A black anti-glare panel was added in front of the windscreen. The auxiliary tanks were painted white, too, but they were processed separately and mounted just before the final coat of varnish was applied. The PE ladder as well as the rotors were handled similarly.

 

The cockpit and rotor opening interior were painted in a very dark grey (tar black, Revell 06), while the interior of the air intakes was painted bright white (Revell 301). The rotor blades became light grey (Revell 75) with darker leading edges (Humbrol 140), dark grey (Humbrol 164) hubs and yellow tips.

 

For the “HELOG/Heliswiss” tagline the lower white section had to be raised to a medium position on the fuselage, so that they could be placed on the lower flanks under the cockpit. The white civil registration code could not be placed on the tail and ended up on the engine cowling, on red, but this does not look bad or wrong at all.

The cheatlines are also decals from the Ka-32 Begemot sheet, even though they had to be trimmed considerably to fit onto the Cobra’s fuselage – and unfortunately the turned out to be poorly printed and rather brittle, so that I had to improvise and correct the flaws with generic red and white decal lines from TL Modellbau. The white cross on the tail and most stencils came from the Begemot sheet, too. Black, engine soot-hiding areas on the Cobra’s tail were created with generic decal sheet material, too.

 

The rotor blades and the wheels received a black ink treatment to emphasize their details, but this was not done on the hull to avoid a dirty or worn look. After some final details like position lights the model was sealed with semi-matt acrylic varnish, while the rotors became matt.

  

A weird-looking what-if model, but somehow a crane-copter variant of the AH-1 looks quite natural – even more so in its attractive red-and-white civil livery. The stalky landing gear is odd, though, necessitated by the ventral cabin for the second pilot. I was skeptical, but scratching the latter was more successful than expected, and the cabin blend quite well into the AH-1 hull, despite its boxy shape.

 

For when the Coalition doesn't take a hint to buzz off.

This aircraft was designed as a rapid-response, hard hitting interceptor to knock Coalition landing and support craft out of the sky before they can drop their load.

The дракон, or Dragon, makes use of an internal weapons bay to minimize it's aerodynamic profile during hypersonic, SCRAMjet powered flight.

Designed to be extremely versatile, this aircraft can be launched from airfields, dropped from hangars of large assault craft, and deployed from large sea carriers equipped with a magnetic capture system.

Seats two - Pilot, navigator/gunner

Effective Range - Space Drop - Planetwide

- Airbase/Carrier - 10,000 miles at ground level

 

The Dragon also has the ability to deliver targeted nuclear munitions from near low orbit.

The heavier, six-wheeled configuration of course, can carry bigger loads. The M1083 Medium Tactical Vehicle's longer chassis also provides a very effective base for other variants, such as the M142 High Mobility Artillery Rocket System (HIMARS), among others.

At the Museum of Transport Greater Manchester it's easy to focus on the big, shiny buses: but the many thousands of smaller artefacts that we have are just as effective in telling stories.

 

This particular item - a humble 'window bill' meant to be stuck to the inside of a bus window for just a couple of weeks - tells two stories, just in this one ephemeral piece of paper.

 

The first is the fares increase. From a high point about 1950, passenger numbers declined - driven by the growth of private motor cars, and fewer journeys for entertainment at cinemas and theatres as television took hold. And this was happening at the same time as full employment put pressure on wages - pressure to raise staff wages that bus operators couldn't meet with revenue declining. So companies were forced to ask the Traffic Commissioners for fare increases; which, every time, drove more people to buy cars; which reduced revenue; which meant another fare increase, starting the downwards cycle again.

 

In the Greater Manchester area, bus services were provided by an interlocking network of local bus operators, with many joint services. So if one operator raised fares, all operators running joint services with them had to raise some of their fares too. So this poster about fares increases on Lancashire United buses isn't even on a Lancashire United bus - it's on a bus that operated services jointly with that company.

 

But whose bus was it on? That's the other part of the story. On 1 November 1969, eleven municipal bus operators were merged into a new Passenger Transport Executive - serving South East Lancashire & North East Cheshire, thankfully abbreviated to SELNEC.

 

Given that the fare increase was from 1 December, it's fair to assume that this poster appeared in early November, literally days after SELNEC was created. Now, this poster was on a bus that SELNEC had inherited from Salford City Transport, and printed by Salford's usual printing contractor, and very much in Salford's preferred graphic style - with 'Salford City Transport' at the top replaced by a rather clumsy rendition of the SELNEC title. Things settled down and eventually SELNEC's graphic design style became much better and part of its strong identity. But it took time, and this poster shows a very hesitant start.

 

If you'd like to know more about the Museum of Transport Greater Manchester and its collection of vintage buses, go to www.motgm.uk.

 

© Greater Manchester Transport Society. All rights reserved. Unauthorised reproduction is strictly prohibited and may result in action being taken to protect the intellectual property interests of the Society.

Well presented little window seal from sunny Scotland .People making the effort to grow some flowers ,simple and very effective .

Effective ad?

A change in the rates of postage, effective on July 1, 1931, to 3 cents for the 1st ounce or fraction of an ounce, on letters for Canada, the British Empire, the United States, and certain other countries - 13 cents covered both postage and registration on letters weighing not more than 1 ounce.

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

Yahk is an unincorporated hamlet in southeastern British Columbia, Canada, just north of the Canada-U.S. border. Yahk Provincial Park borders the village to the south. Yahk is located on the Moyie River.

 

Thanks to the CPR Railway pushing westwards, the community of Yahk came to be in 1899 when the railroad arrived. By 1905 the King family had settled in the area and set up the King Lumber Company with milling operations located in nearby Ryan. The Yahk Hotel, post office and general store quickly followed as other families moved here and logging continued to expand and flourish. A one-room school was opened in 1918 and by 1920 a second school opened. In 1928 CPR-sponsored families from Europe arrived and the town of Yahk was thriving. By 1931 a grass runway had been built designed as a stopping point for the Trans Canada Airway between Lethbridge in Alberta and Vancouver in British Columbia. Eventually the airstrip was used for emergency service only and it shut down in 1988. By the late 1930s the road was being paved.

 

During the prohibition era which began in 1917, inhabitants of Yahk had a very profitable side industry distilling and selling illicit alcohol, driving it to and from the US under cover of darkness – at least, so the story goes!

 

Today, the train no longer runs through Yahk and the artifacts from the bygone era are housed in the Creston Museum. This quiet hamlet is home to some 130 families and many more in the summer who come here to camp or stop enroute north or south to enjoy the scenic Moyie River or savour an ice cream. Link to the complete article - www.travel-british-columbia.com/kootenay-rockies/canadian...

 

- from 1908 "Lovell's Gazetteer of the Dominion of Canada" - YAHK, a post office in Kootenay District, B.C., and a station on the C.P.R., 41 miles from Cranbrook and 42 miles from Kootenay Landing.

 

(from - Wrigley's 1918 British Columbia directory) - YAHK, a post office and station on the C. P. Railway, Crow's Nest line, at junction of C. P. Railway line south to Spokane. It is 26 miles east of Creston. and 41 southwest of Cranbrook, in Cranbrook Provincial Electoral District. Is on the Moyie River. Has East Kootenay and Government telephone lines; also C. P. R. telegraph. Water tank rand two section crews. The population in 1918 was 59. Local resources: Lumbering.

 

The population of Yahk, B.C. in 1932 was 150.

 

The Yahk Post Office opened - 1 September 1905, S.A. Speers was the Postmaster. "Yahk" is the Kootenay Indian name of the river (variously spelled Yaak, Yak and Yaht), meaning "arrow", referring to its arrow-like position at the bow or bend of the Kootenay River. From the Indian word "yaak" meaning "bow", a name which the Kootenay Indians applied to the Kootenay River which first flows south then west, then north. By extension the word would be applied to the country contained within the "bow" of the Kootenay River. Some derive the name from "a'k" meaning "arrow".

 

From - / YAHK / SP 1 / 32 / B.C. / - split ring cancel - this split ring hammer (A-2) was proofed - 2 November 1923 - (RF B).

 

/ R / YAHK, B. C. / ORIGINAL No. (109) / - rectangle box marking in purple ink

 

This registered letter was sent by - Thomas Evjen (b. 15 Mar 1891 in Norway - d. 31 Jul 1941 at Cranbrook, B.C.)

 

via - / MED. HAT & NEL. R.P.O. / 12 / SP 1 / 32 / No 9 / - cds rpo transit / W-77 - RF40 Hammer (#9b) - Canadian Pacific Railway - Medicine Hat & Nelson.

 

This registered cover was carried on the eastbound Medicine Hat & Nelson R.P.O. There is a Cranbrook arrival backstamp which is dated the same day.

 

The Medicine Hat & Nelson R.P.O. service began in 1901 and ended in 1957. There were also two short-lived runs, one between Medicine Hat & Lethbridge from 1949 and 1952 and another, between Medicine Hat & Cranbrook, from 1952 until 1954. Link to the complete article - www.bnaps.org/hhl/newsletters/rpo/rpo-2007-07-v035n06-w19...

 

Addressed to: The Canadian Bank of Commerce / 902 Cranbrook, B.C.

 

The Canadian Bank of Commerce building and Wentworth Hotel. The Canadian Bank of Commerce came to Cranbrook August 8, 1898, within a month of the arrival of the railway. Built at a cost of $15,000 it was one of Cranbrook's first imposing commercial structures. By 1967 the building no longer adequately accommodated bank business. The new (and present) Royal Bank building opened August 17th, 1968. The Wentworth Hotel can be seen behind the bank building. Link to photo - basininstitute.org/home/image.html?zn=7&id=d560405491...

 

There is a Cranbrook arrival split ring backstamp on the reverse of the cover - / CRANBROOK / SP 1 / 32 / B.C. / - this split ring hammer (#7) was proofed - 29 April 1925 - (RF A) - left arc - 8.0 mm / right arc - 7.5 mm.

 

(from - Wrigley's 1918 British Columbia directory) - Cranbrook - a city of about 3,000 population, has a gravity water system, owned by the city, sewerage, and electric light and power day and night. The electric light and power plant is owned by a private company, the Cranbrook Electric Light Co. Limited. It is a divisional point of the C. P. R., being situated on the main line of the Crow's Nest branch. From Cranbrook a branch line of the C. P. R. runs to Kimberley, 19 miles north, a mining town whose output of silver-lead ore is the greatest on the continent and possibly is, at the present time, the greatest in the world. This branch also touches Wycliffe, 9 miles from Cranbrook, where are situated the sawmills of the Otistaples Lumber Co. Ltd. Another branch of the C. P. R. runs from Cranbrook to Golden, making connection between the Crow branch and the main line, and tapping the rich valley of the Columbia River. This line passes through the old mining town of Fort Steele, 11 miles from Cranbrook, which in earlier days added millions in coarse gold to the wealth of the country and is still augmenting it by a considerable output of fine gold from the washings of the rich tailings of former days. Wardner and Bull River, both mill towns, are served by this branch, and are within convenient distance of Cranbrook to insure that city getting the largest share of their business. To the west of Cranbrook, on the main Crow line, is the town of Wattsburg, 7 miles distant, where the mills of the Wattsburg Lumber Co. are located. Between Wattsburg and Cranbrook, 4 miles from the latter, is one of the mills of the East Kootenay Lumber Co.

+++ DISCLAIMER +++

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

 

Some background

The history of Focke Wulf's Fw 190 in Japan started with a rejection: in 1943 a single FW 190 A-5 had been supplied to Japan for evaluation, but at first, the type was not put into production by the Japanese. Anyway, the results of the study by Japanese engineers were incorporated in the design of the Ki-61 fighter. This evaluation did not go unnoticed, since the type received the Allied code-name 'Fred'.

 

By that time, the teething development problems of Mitubishi's J2M ‘Raiden’ (Thunderbolt) 'Jack' led to a slowdown in production. Biggest issues were the Kasei engine, an unreliable propeller pitch change mechanism and the main undercarriage members. Another drawback of the type was that its design put emphasis on performance and pilot protection rather than maneuverability. By the time the Fw 190 was tested, only fourteen J2M had been completed.

To make matters even worse, the Mitsubishi A7M 'Reppu' fighter was also behind schedule, so that replacements for the A6M 'Zero', backbone of the IJN’s air force, were overdue.

 

This situation left the Imperial Japanese Navy without a land-based interceptor. The first few produced J2M2 were delivered to the development units in December 1942 but further trials and improvements took almost a year, and it took until June 1944 that the ‘Raiden’ could make its combat debut, during the Battle of the Philippine Sea.

 

While the Raiden was to be developed further for the high-altitude interceptor role, the IJN decided in January 1944 to adopt the highly effective Fw 190 as a supplementary interceptor for medium heights - only as a stop-gap at first, but the type quickly evolved into various sub-variants, much like in Germany.

 

License production of the adopted Fw 190 started at Hitachi in May 1944. The original airframe was modified to cater to Japanese needs and customs, and the most obvious difference of the J10F1, how the plane was officially called, was the use of the Mitsubishi MK4R Kasei 23c radial engine instead of the original BMW 801. It was a modified version of the engine in the J2M, but simplified and made more reliable. The engine produced 1.820hp and drove a four-bladed propeller. Another distinctive feature was a small fin fillet, which compensated directional instability due to the longer forward fuselage.

By its pilots, the J10F quickly became called “hueruge” (フエルゲル), a transcription of the Fw 190's German nickname "Würger" (=Shrike).

 

Variants:

 

J10F1

The original main variant with the MK4R Kasei 23e and armed with 2× 13.2 mm Type 3 machine guns and 4× 20 mm two Type 99 Model 2 cannons, 354 aircraft produced.

While no official sub-variant was developed or designated, single machines differed considerably in equipment. This included field-modifications like reduced armament for better performance or ground-attack equipment, e .g. racks for a total of four unguided 60kg air-to-air missiles under the outer wings.

 

J10F1-G

In late 1945 a few J10F1 were modified for the anti-ship role and night attacks, and they received the "-G" suffix for their new land-based bomber role. These planes had a reduced gun armament, flame dampers and an IR sight, similar to the German “Spanner” device.

Most of these planes were to carry special weapons, like a single indigenous Ke-Go 110 heat-seeking guided bomb under the belly, or, alternatively, a copy of the German Bv 246 "Hagelkorn" gliding bomb, which had been delivered to Japan in 1944 for tests and adopted for production. To allow more space under the fuselage while carrying these bombs on the ground, some of these aircraft had a longer tail wheel strut fitted. Additionally, tests were made with a torpedo on the centerline hardpoint. It is uncertain if these weapons were actually used in combat, though.

 

J10F2

The only variant that was developed so far that it entered service, incorporating many detail modifications and improvements. These included thicker armored glass in the cabin's windshield (from 5.5 cm/2.2” to 7.6cm/3”) and extra armor plating behind the pilot's seat. The wing skinning was thickened in localized areas to allow for a further increase in dive speed. A water-methanol engine boost was added, which allowed an engine output of 2.050 hp for short periods, which boosted the top speed to 695 km/h. 52 were produced.

 

J10F3

High altitude project with a pressurized cabin, a larger wing span of 11.96 m (39 ft 2 in) and a turbo-supercharged MK4R-C Kasei 23c engine, with the turbo-supercharger mounted behind the cockpit (itself made wider). This doubled the altitude at which the engine could produce its rated power, from 15,750ft up to 30,185ft. The J10F3 only carried two 20mm cannons in the wing roots, but had two extra oblique-firing 20mm cannon installed aft of the cockpit for use against high flying American B-29 bombers (much like the German "Schräge Musik" installments). Two prototypes were completed in June 1945, but the turbo-supercharger proved troublesome, and no further aircraft of this type were produced.

  

From late 1944 on, the J10F1 was quickly thrown into service and became a nasty surprise for Allied aircraft. The modified Focke Wulf design proved to be agile, fast and much tougher than earlier Japanese fighters, coupled with a relatively heavy armament. Beyond interception duties, the J10F1 was frequently employed in close support and anti-shipping tasks, since its low level handling and ordnance load was excellent.

Its only drawback was - as with the original Fw 190 - that performance dropped at heights above 6.000m. This should not have posed a problem with the J2M, but that type's delay left the Allied high-altitude bomber attacks relatively unharmed, so that the J10F3 version was hastily developed, but failed to realize. In Germany, the similar situation resulted in the Fw 190 D-9 variant and finally in the superb Ta-152.

  

J10F1General characteristics:

Crew: 1

Length: 9.29 m (30 ft 6¾ in)

Wingspan:10.51 m (34 ft 5 in)

Height: 3.95 m (12 ft 12 in)

Wing area:18.30 m² (196.99 ft²)

Empty weight: 3,490 kg (7,694 lb)

Max. take-off weight: 4,840 kg (10,670 lb)

 

Performance:

Maximum speed: 656 km/h (408 mph) at 19,420 ft (5,920 m)

Rate of climb:17 m/s (3,300 ft/min)

Range: 800 km (500 mi)

Service ceiling: 12,000 m (39,370 ft)

Engine: 1 Mitsubishi MK4R Kasei 23e radial engine with 1.820hp

 

Armament:

2 × 13.2 mm Type 3 machine guns, 300 rpg, in the nose

4 × 20 mm two Type 99 Model 2 cannons, 200 rpg, two in the wing roots, two outside of the landing gear.

Three hardpoints, one under the fuselage (max. 500 kg/1.102 lb) and one under each wing for 250 kg/550 lb each for bombs or fuel tanks. Total external ordnance load of 1.000kg (2.205 lb).

  

The kit and its assembly

The 'Japanese Fw 190' is a popular what-if topic, so I wanted to add my interpretation to the plethora of whifs and replicas of the real test machine. Actually, a clean Fw 190 looks pretty Japanese with its radial engine and sleek lines. When I recently came across a similar build at britmodelers.com, I thought that painting a Fw 190 green/grey and putting some Hinomarus on is logical and simple, but there's more in the subject than just cosmetics. I wanted a bit more... And while the concept remained simple, I had enough ideas and spare parts for a twin combo! In the end, the J10F was built as a pure interceptor and as a 'special purpose' night strike aircraft.

 

Basically, my limiting design idea for the J10F's design was the idea that Japan would not have received the Fw 190’s original BMW 801 radial engine, so that an alternative powerplant had to be fitted. I had hoped that this would have set the 'new' plane outwardly a bit apart from its German ancestor, and also make you look twice because the result would not be a 1:1 "Japanized" Fw 190 A/F. I tried, but I suppose that the effect is not as 'powerful' as intended – but judge for yourself?

 

The basic kits for both conversions come from Hobby Boss. It is a simple and clean kit, but with very good fit and engraved details. In an attempt to change the plane's look a little, I tried to transplant other engines - radials, too. Donation parts for both kits come from an Italeri Ju 188, which features two pairs of engines. The radials I used are actually BMW 801’s, too, but they lack the typical cooling fan and the cowlings are 3-4mm longer because they'd carry the engine mountings on the Ju 188's wings. Actually, the fuselage is minimal longer now, maybe 4-5mm, but the shape is still very close to the original Fw 190, so I think that this mod hardly is recognizable at all?

 

The change was a bit tricky, due to the massive fuselage of the Hobby Boss kit, but it worked. The new cowlings received new cooling louvres and exhaust pipes. New, four-bladed propellers were added, scratch-built from leftover Mosquito NF.30 propellers from the Airfix kit and drop tank front halves.

 

Otherwise, though, not much was changed, the two kits just differ in equipment details and received Matchbox pilot figures in order to cover up the bleak and very deep cockpit.

 

The interceptor:

As an interceptor I left the plane clean, without external ordnance. I wanted to emphasize its elegant look, which makes it look like a Ki-43 on casual glance, or even an A6M. The plane carries the normal gun armament (from a Fw 190 A-8), this is supposed to be the original/standard J10F mentioned above.

 

The night attacker:

The J10F1-G variant saw more modifications, including a new exhaust system with flame dampers built from scratch. Other special equipment comprises an IR sight in front of the canopy, flare protectors, the fuselage hardpoint and the scratch-built Ke-Go 110 bomb. In order to cover the deleted gun access panels under the wings, I added streamlined bomb shackles for two Japanese 60kg bombs each, donated from a Matchbox Ju 87 kit.

 

About the Ke-Go bomb

This bomb, which looks like a penguin, is a fantasy derivate of a real Japanese development series until summer 1945. In a nutshell, the Ke-Go bomb actually was one of the first “fire and forget” weapons I have heard of. With the guidance of a bolometer seeker and a self-correcting steering mechanism, the bomb would (only) be useable against strong and clear heat sources – a ship’s kettle at night, when surrounding heat level was low, would qualify, and the bomb would be guided by deviation and correction from that heat source - if it locked on correctly, though! My Ke-Go 110 is a smaller version of the original Ke-Go bombs, suitable for lighter planes.

  

Painting

Being an IJN plane, paint scheme choices for the J10F were rather limited - and since it is a whif plane I stuck to my policy that I rather use a simple/subtle paint scheme.

 

The interceptor:

For the clean and rather conservative interceptor I settled for a simple IJN Green/Gray livery (N. 2 ‘Aomidori-iro’, a bluish, very dark green and N.10 ‘Hairyokushoku’, respectively), with Testors 2116 and 2117 as basic tones. Yellow wing leading edges were added, cut from an aftermarket decal sheet. As a design twist I painted the engine cowling black, A6M-style. The propeller spinner was painted in red brown (typical Japanese WWII primer color), with an orange tip, matching the arrow symbol decal on the tail fin. The propeller blades were painted with Testor’s ‘Rubber’, #1183.

A slightly worn look was achieved through a light wash with black ink and some dry painting with paler shades of Green (Humbrol 91 and 185) and Aluminum, plus light exhaust marks and gun smoke residues with flat black. Some bare metal spots were added, which also highlight some details and add to the worn look.

All decals for the green fighter come from a Hobby Boss A6M, only the arrows come from the Hobby Boss He 162. Finally, everything was sealed under a semi-matte varnish, for a light shine to the surface – typical IJN machines appear to be rather shiny?

 

The night attacker:

This variant received a more fantastic and stealthy paint scheme - I wanted to set the plane apart from the clean and shiny interceptor: a grunty, desperate strike aircraft against overwhelming sea forces.

AFAIK, there had not been specific nocturnal cammo schemes at the IJNAS, except for all-green aircraft? A bit boring, I thought, esp. with a typical green/gray sister plane.

 

So I made up a personal variant: In a first step, upper surfaces were painted in a brownish-grey basic tone, AFAIK called ‘Ameiro’ – it is the color which was used on early Zeroes which were based on carriers, and the tone faded quickly to a light gray. This color is very similar to RAL 7014 ‘Fenstergrau’ and reminds of B.S. ‘Hemp’. I improvised it with a mix of Humbrol 141 (60%), 83 (35%) and a bit of 155 (5%). On top of that a dense array of dark green blotches (Humbrol 185, Chrome Green, at first, and later also with Humbrol 116 for more contrast) was applied, breaking up the plane’s lines and covering the light gray tone almost completely.

Undersides originally sported ‘Ameiro’, too, but they were painted as if they had been covered with a very dark gray tone in the field (Humbrol 67), even leaving out the hinomarus and flaking off everywhere. The black engine cowling was retained.

Hinomaru and squadron emblems come from the same Mitsubishi A6M from Hobby Boss as mentioned above, featuring even less markings. As a side note: I have never seen Hinomaru with a black(!) rim before? I am not certain if this is correct or an authentic modification - it matches the night fighter role perfectly, though. This time I chose a matte varnish, except for the cowling which received some streaks with more shiny semi-matte varnish.

 

In both cases, cockpit interior surfaces and landing gear wells were painted in ‘Aodake Iro’, simulated with a base of Aluminium (Humbrol 56) and a coat of translucent blue lacquer on top.

  

All in all, these pair of rather simple model kit was built in a couple of days, taking the pictures and waiting for good light took almost the same time! I am not 100% happy, because the engine mod is not as obvious as I expected, even though the four-bladed prop and the slightly elongated fuselage give the J10F a menacing and fast look, like a “Baby Tempest”.

 

Today in Ireland and in the US new regulations relating to drones has been introduced [effective from the 21st of December 2015]. There are many similarities in the regulations but there is one major differences in that here in Ireland they have not mention the penalties for failure to register but in the US the cost of failure to register appears to be rather extreme … “civil penalties up to $27,500, or criminal penalties up to 3 years in prison and $250,000.” According to the minister the aim here in Ireland is to encourage drone users to be responsible citizens.

  

I have included the press releases from both administrations, have a read and see what you think.

  

Thursday, 17th December 2015: The Irish Aviation Authority (IAA) today announced a new drone regulation which includes the mandatory registration of all drones weighing 1kg or more from Monday, 21st December 2015.

 

The use of drones worldwide is expanding rapidly and there are estimated to be between 4,000 – 5,000 drones already in use in Ireland. Ireland has taken a proactive role in this fast emerging area and is currently one of only a handful of EU Member states that has legislation governing the use of drones.

 

The new legislation is intended to further enhance safety within Ireland and specifically addresses the safety challenges posed by drones.

 

From 21st December 2015, all drones weighing 1kg or more must be registered with the IAA via www.iaa.ie/drones. Drone registration is a simple two-step process. To register a drone, the registrant must be 16 years of age or older (Drones operated by those under 16 years of age must be registered by a parent or legal guardian). A nominal fee will apply from February 2016 but this has been initially waived by the IAA in order to encourage early registration.

  

Mr Ralph James, IAA Director of Safety Regulation, said

 

“Ireland is already recognised worldwide as a centre of excellence for civil aviation and the drone sector presents another major opportunity for Ireland. We’re closely working with industry to facilitate its successful development here. At the same time, safety is our top priority and we must ensure that drones are used in a safe way and that they do not interfere with all other forms of aviation.

 

Mr James explained that drone registration has been made a mandatory requirement as this will help the IAA to monitor the sector in the years ahead. The IAA encourages all drone operators to take part in training courses which are available through a number of approved drone training organisations.

 

“We would strongly encourage drone operators to register with us as quickly as possible, to complete a training course and to become aware of their responsibilities. People operating drones must do so in safe and responsible manner and in full compliance with the new regulations”, he said.

 

Welcoming the introduction of drone regulation, Minister for Transport, Tourism and Sport, Paschal Donohoe TD highlighted the importance of the new legislation and commended the IAA for the efficient manner to have the new registration system in place so quickly.

 

“The core safety message promoted today advocates the safe use of drones in civilian airspace. The development of drone technology brings opportunities as well as challenges for businesses and services in Ireland. I expect hundreds if not thousands of drones to be bought as presents this Christmas so getting the message to ensure that new owners and operators are aware of their responsibilities and the requirement to register all drones over 1 kg from 21st December 2015 is key. Tremendous potential exists for this sector and Ireland is at the forefront of its development. The speedy response by the IAA to this fast developing aviation area will make sure that drones are properly regulated and registered for use. As a result, Ireland is well placed to exploit the drone sector and to ensure industry growth in this area,” he said.

  

The new legislation prohibits users from operating their drones in an unsafe manner. This includes never operating a drone:

 

• if it will be a hazard to another aircraft in flight

• over an assembly of people

• farther than 300m from the operator

• within 120m of any person, vessel or structure not under the operator’s control

• closer than 5km from an aerodrome

• in a negligent or reckless manner so as to endanger life or property of others

• over 400ft (120m) above ground level

• over urban areas

• in civil of military controlled airspace

• in restricted areas (e.g. military installations, prisons, etc.)

• unless the operator has permission from the landowner for takeoff and landing.

  

For further information please visit www.iaa.ie/drones and see the IAA’s detailed Q&A sheet.

  

The Federal Aviation Administration has officially launched the drone registration program first reported in October. Drone operators are required to register their UAVs with the Unmanned Aircraft System registry starting December 21. Failure to register could result in criminal and civil penalties.

 

Under the new system, all aircraft must be registered with the FAA including those 'operated by modelers and hobbyists.' Once registered, drone operators must carry the registration certificate during operation. This new system only applies to drones weighing more than 0.55lbs/250g and less than 55lbs/25kg. The only exception to the registration requirement is indoor drone flights.

 

Required registration information includes a mailing address and physical address, email address, and full names; however, no information on the drone's make, model, or serial number is required from recreational users. Non-recreational users will need to provide drone information, including serial number, when that particular registration system goes live.

 

Failure to register could result in civil penalties up to $27,500, or criminal penalties up to 3 years in prison and $250,000. A $5 registration charge is applied, but will be refunded to those who register before January 20. The registration certificate is sent in an email to be printed at home.

+++ DISCLAIMER +++

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

  

Some background:

The Panther tank, officially Panzerkampfwagen V Panther (abbreviated PzKpfw V) with ordnance inventory designation Sd.Kfz. 171, was a German medium tank of World War II. It was used on the Eastern and Western Fronts from mid-1943 to the end of the war. The Panther was intended to counter the Soviet T-34 medium tank and to replace the Panzer III and Panzer IV. Nevertheless, it served alongside the Panzer IV and the heavier Tiger I until the end of the war. It is considered one of the best tanks of World War II for its excellent firepower, protection, and mobility although its reliability in early times were less impressive.

The Panther was a compromise. While having essentially the same Maybach V12 petrol (700 hp) engine as the Tiger I, it had better gun penetration, was lighter and faster, and could traverse rough terrain better than the Tiger I. The trade-off was weaker side armor, which made it vulnerable to flanking fire. The Panther proved to be effective in open country and long-range engagements.

 

The Panther was far cheaper to produce than the heavy Tiger I. Key elements of the Panther design, such as its armor, transmission, and final drive, were simplifications made to improve production rates and address raw material shortages. Despite this the overall design remain described by some as "overengineered". The Panther was rushed into combat at the Battle of Kursk in the summer of 1943 despite numerous unresolved technical problems, leading to high losses due to mechanical failure. Most design flaws were rectified by late 1943 and early 1944, though the bombing of production plants, increasing shortages of high-quality alloys for critical components, shortage of fuel and training space, and the declining quality of crews all impacted the tank's effectiveness.

 

Though officially classified as a medium tank, at 44.8 metric tons the Panther was closer to a heavy tank weight and the same category as the American M26 Pershing (41.7 tons), British Churchill (40.7 tons) and the Soviet IS-2 (46 tons) heavy tanks. The Panther's weight caused logistical problems, such as an inability to cross certain bridges, otherwise the tank had a very high power-to-weight ratio which made it highly mobile.

 

The Panther was only used marginally outside of Germany, mostly captured or recovered vehicles, some even after the war. Japan already received in 1943 a specimen for evaluation. During March–April 1945, Bulgaria received 15 Panthers of various makes (D, A, and G variants) from captured and overhauled Soviet stocks; they only saw limited (training) service use. In May 1946, Romania received 13 Panther tanks from the USSR, too.

After the war, France was able to recover enough operable vehicles and components to equip its army and offer vehicles for sale. The French Army's 503e Régiment de Chars de Combat was equipped with a force of 50 Panthers from 1944 to 1947, in the 501st and 503rd Tank Regiments. These remained in service until they were replaced by French-built ARL 44 heavy tanks.

In 1946, Sweden sent a delegation to France to examine surviving specimens of German military vehicles. During their visit, the delegates found a few surviving Panthers and had one shipped to Sweden for further testing and evaluation, which continued until 1961.

 

However, this was not the Panther’s end of service. The last appearance by WWII German tanks on the world’s battlefields came in 1967, when Syria’s panzer force faced off against modern Israeli armor. Quite improbably, Syria had assembled a surprisingly wide collection of ex-Wehrmacht vehicles from a half-dozen sources over a decade and a half timeframe. This fleet consisted primarily of late production Panzer V, StuGIII and Jagdpanzer IVs, plus some Hummel SPAAGs and a handful Panthers. The tanks were procured from France, Spain, and Czechoslovakia, partly revamped before delivery.

 

All of the Panthers Syria came from Czechoslovakia. Immediately after Germany’s collapse in May 1945, the Soviet army established a staging area for surrendered German tanks at a former Wehrmacht barracks at Milovice, about 24 miles north of Prague, Czechoslovakia. By January 1946, a total of roughly 200 operational Panzer IVs and Panthers of varying versions were at this facility. Joining them was a huge cache of spare parts found at a former German tank repair depot in Teplice, along with ammunition collected from all over Czechoslovakia and the southern extremity of the Soviet occupation zone in Germany. Throughout 1946, the Czechoslovak government’s clean-up of WWII battlefields recovered more than one hundred further tank wrecks, of which 80 were pieced back together to operational status and handed over to the Czechoslovakian Army,

 

In early 1948, the now-nationalized CKD Works began a limited upkeep of the tanks, many of which had not had depot-level overhauls since the war. A few were rebuilt with a Czechoslovak-designed steering system, but this effort was halted due to cost. These tanks remained operational in the Czechoslovak army until the end of 1954, when sufficient T-34s were available to phase them out.

 

A Syrian military delegation visited Prague from 8 April – 22 April 1955. An agreement was struck for the sale, amongst other items, of 45 Panzer IVs and 15 Panthers. Despite their obsolescence the Czechoslovaks were not about to just give the tanks away and demanded payment in a ‘hard’ western currency, namely British pounds. The cost was £4,500 each (£86,000 or $112,850 in 2016 money), far above what they were probably worth militarily, especially considering the limited amount of foreign currency reserves available to the Damascus government. The deal included refurbishment, a full ammunition loadout for each, and a limited number of spare parts. Nonetheless, the deal was closed, and the tanks’ delivery started in early November 1955.

 

The Syrians were by that time already having dire problems keeping their French-sourced panzers operational, and in 1958, a second contract was signed with CKD Works for 15 additional Panzer IVs and 10 more Panthers, these being in lesser condition or non-operational, for use as spare parts hulks. An additional 16 refurbished Maybach engines for both types were also included in this contract, as well as more ammunition.

 

The refurbished Panthers for Syria had their original 7.5 cm KwK 42 L70 replaced with the less powerful Rheinmetall 7.5 cm KwK 40 L48 gun – dictated by the fact that this gun was already installed in almost all other Syrian tanks of German origin and rounds for the KwK 42 L70 were not available anymore. and the Panther’s full ammo load was 87 rounds. The KwK 40 L48 fired a standard APCBC shell at 750 m/s and could penetrate 109 mm (4.3 in) hardened steel at 1.000 m range. This was enough to take out an M4 Sherman at this range from any angle under ideal circumstances. With an APCR shell the gun was even able to penetrate 130 mm (5.1 in) of hardened steel at the same distance.

 

Outwardly, the gun switch was only recognizable through the shorter barrel with a muzzle brake, the German WWII-era TZF.5f gunsight was retained by the Syrians. Additionally, there were two secondary machine guns, either MG-34s or MG-42s, one coaxial with the main gun and a flexible one in a ball mount in the tank’s front glacis plate.

A few incomplete Panther hulls without turret were also outfitted with surplus Panzer IV turrets that carried the same weapon, but the exact share of them among the Syrian tanks is unknown – most probably less than five, and they were among the batch delivered in the course of the second contract from 1958.

 

As they had been lumped all together in Czechoslovak army service, the Syrians received a mixed bag of Panzer IV and Panther versions, many of them “half-breeds” or “Frankensteins”. Many had the bow machine gun removed, either already upon delivery or as a later field modification, and in some cases the machine gun in the turret was omitted as well.

An obvious modification of the refurbished Czech export Panthers for Syria was the installation of new, lighter road wheels. These were in fact adapted T-54 wheels from Czechoslovakian license production that had just started in 1957 - instead of revamping the Panthers’ original solid steel wheels, especially their rubberized tread surfaces, it was easier to replace them altogether, what also made spare parts logistics easier. The new wheels had almost the same diameter as the original German road wheels from WWII, and they were simply adapted to the Panther’s attachment points of the torsion bar suspension’s swing arms. Together with the lighter main gun and some other simplifications, the Syrian Panthers’ empty weight was reduced by more than 3 tonnes.

 

The Czechoslovaks furthermore delivered an adapter kit to mount a Soviet-made AA DShK 12.7mm machine gun to the commander cupola. This AA mount had originally been developed after WWII for the T-34 tank, and these kits were fitted to all initial tanks of the 1955 order. Enough were delivered that some could be installed on a few of the Spanish- / French-sourced tanks, too.

 

It doesn’t appear that the Czechoslovaks updated the radio fit on any of the ex-German tanks, and it’s unclear if the Syrians installed modern Soviet radios. The WWII German Fu 5 radio required a dedicated operator (who also manned the bow machine gun); if a more modern system was installed not requiring a dedicated operator, this crew position could be eliminated altogether, what favored the deletion of the bow machine gun on many ex-German Syrian tanks. However, due to their more spacious hull and turret, many Panthers were apparently outfitted with a second radio set and used as command tanks – visible through a second whip antenna on the hull.

 

A frequent domestic Panther upgrade were side skirts to suppress dust clouds while moving and to prevent dust ingestion into the engines and clogged dust filters. There was no standardized solution, though, and solutions ranged from simple makeshift rubber skirts bolted to the tanks’ flanks to wholesale transplants from other vehicles, primarily Soviet tanks. Some Panthers also had external auxiliary fuel tanks added to their rear, in the form of two 200 l barrels on metal racks of Soviet origin. These barrels were not directly connected with the Panther’s fuel system, though, but a pump-and-hose kit was available to re-fuel the internal tanks from this on-board source in the field. When empty or in an emergency - the barrels were placed on top of the engine bay and leaking fuel quite hazardous - the barrels/tanks could be jettisoned by the crew from the inside.

 

Inclusive of the cannibalization hulks, Syria received a total of roughly 80 former German tanks from Czechoslovakia. However, at no time were all simultaneously operational and by 1960, usually only two or three dozen were combat-ready.

Before the Six Day War, the Syrian army was surprisingly unorganized, considering the amount of money being pumped into it. There was no unit larger than a brigade, and the whole Syrian army had a sort of “hub & spokes” system originating in Damascus, with every individual formation answering directly to the GHQ rather than a chain of command. The Panthers, Panzer IVs and StuG IIIs were in three independent tank battalions, grossly understrength, supporting the normal tank battalions of three infantry brigades (the 8th, 11th, and 19th) in the Golan Heights. The Jagdpanzer IVs were in a separate independent platoon attached to a tank battalion operating T-34s and SU-100s. How the Hummel SPGs were assigned is unknown.

 

The first active participation of ex-German tanks in Syrian service was the so-called “Water War”. This was not really a war but rather a series of skirmishes between Israel and Syria during the mid-1960s. With increasing frequency starting in 1964, Syria emplaced tanks on the western slope of the Golan Heights, almost directly on the border, to fire down on Israeli irrigation workers and farmers in the Galilee region. Surprisingly (considering the small number available) Syria chose the Panzer IV for this task. It had no feature making it better or worse than any other tank; most likely the Syrians felt they were the most expendable tanks in their inventory as Israeli counterfire was expected. The panzers were in defilade (dug in) and not easy to shoot back at; due to their altitude advantage.

 

In 1964, Syria announced plans to divert 35% of the Jordan River’s flow away from Israel, to deprive the country of drinking water. The Israelis responded that they would consider this an act of war and, true to their word, engaged the project’s workers with artillery and sniper fire. Things escalated quickly; in 1965, Israeli M4 Shermans on Israeli soil exchanged fire with the Syrian Panzer IVs above inconclusively. A United Nations peacekeeping team ordered both sides to disengage from the border for a set period of time to “cool off”, but the UN “Blue Berets” were detested and considered useless by both the Israelis and Syrians, and both sides used the lull to prepare their next move. When the cooling-off period ended, the Syrians moved Panzer IVs and now some Panthers, too, back into position. However, the IDF had now Centurion tanks waiting for them, with their fire arcs pre-planned out. The Cold War-era Centurion had heavy armor, a high-velocity 105mm gun, and modern British-made optics. It outclassed the WWII panzers in any imaginable way and almost immediately, two Syrian Panzer IVs and a Panther were destroyed. Others were abandoned by their crews and that was the end of the situation.

 

Syria’s participation in the Six Say War that soon followed in 1967 war was sloppy and ultimately disastrous. Israel initially intended the conflict to be limited to a preemptive strike against Egypt to forestall an imminent attack by that country, with the possibility of having to fight Syria and Jordan defensively if they responded to the operations against Egypt. The war against Egypt started on 5 June 1967. Because of the poor organization of the Syrian army, news passed down from Damascus on the fighting in the Sinai was scarce and usually outdated by the time it reached the brigade level. Many Syrian units (including the GHQ) were using civilian shortwave radios to monitor Radio Cairo which was spouting off outlandish claims of imaginary Egyptian victories, even as Israeli divisions were steamrolling towards the Suez Canal.

 

Syrian vehicles of German origin during the Six Day War were either painted overall in beige or in a dark olive drab green. Almost all had, instead of tactical number codes, the name of a Syrian soldier killed in a previous war painted on the turret in white. During the Six Day War, no national roundel was typically carried, even though the Syrian flag was sometimes painted to the turret flanks. However just as the conflict was starting, white circles were often painted onto the top sides of tanks as quick ID markings for aircraft, and some tanks had red recognition triangles added to the side areas: Syrian soldiers were notoriously trigger-happy, and the decreased camouflage effect was likely cancelled out by the reduced odds of being blasted by a comrade!

 

During the evening of 5 June, Syrian generals in Damascus urged the government to take advantage of the situation and mount an immediate invasion of Israel. Planning and preparation were literally limited to a few hours after midnight, and shortly after daybreak on 6 June, Syrian commanders woke up with orders to invade Israel. The three infantry brigades in the Golan, backed up by several independent battalions, were to spearhead the attack as the rest of the Syrian army mobilized.

There was no cohesion at all: Separate battalions began their advance whenever they happened to be ready to go, and brigades went forward, missing subunits that lagged behind. A platoon attempting a southern outflank maneuver tried to ford the Jordan River in the wrong spot and was washed away. According to a KGB report, at least one Syrian unit “exhibited cowardice” and ignored its orders altogether.

 

On 7 June, 24 hours into their attack, Syrian forces had only advanced 2 miles into Israel. On 8 June, the IDF pushed the Syrians back to the prewar border and that afternoon, Israeli units eliminated the last Egyptian forces in the Sinai and began a fast redeployment of units back into Israel. Now the Syrians were facing serious problems.

On 9 June, Israeli forces crossed into the Golan Heights. They came by the route the Syrians least expected, an arc hugging the Lebanese border. Now for the first time, Syria’s panzers (considered too slow and fragile for the attack) were encountered. The next day, 10 June 1967, was an absolute rout as the Syrians were being attacked from behind by IDF units arcing southwards from the initial advance, plus Israel’s second wave coming from the west. It was later estimated that Syria lost between 20-25% of its total military vehicle inventory in a 15-hour span on 10 June, including eight Panthers. A ceasefire was announced at midnight, ending Syria’s misadventure. Syria permanently lost the Golan Heights to Israel.

 

By best estimate, Syria had just five Panthers and twenty-five Panzer IVs fully operational on 6 June 1967, with maybe another ten or so tanks partially operational or at least functional enough to take into combat. Most – if not all – of the ex-French tanks were probably already out of service by 1967, conversely the entire ex-Spanish lot was in use, along with some of the ex-Czechoslovak vehicles. The conflict’s last kill was on 10 June 1967 when a Panzer IV was destroyed by an Israeli M50 Super Sherman (an M4 Sherman hull fitted with a new American engine, and a modified turret housing Israeli electronics and a high-velocity French-made 75mm gun firing HEAT rounds). Like the Centurion, the Super Sherman outclassed the Panzer IV, and the Panther only fared marginally better.

 

Between 1964-1973 the USSR rebuilt the entire Syrian military from the ground up, reorganizing it along Warsaw Pact lines and equipping it with gear strictly of Soviet origin. There was no place for ex-Wehrmacht tanks and in any case, Czechoslovakia had ended spares & ammo support for the Panzer IV and the Panthers, so the types had no future. The surviving tanks were scrapped in Syria, except for a single Panzer IV survivor sold to a collector in Jordan.

  

Specifications:

Crew: Five (commander, gunner, loader, driver, radio operator)

Weight: 50 tonnes (55.1 long tons; 45.5 short tons)

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

7.52 m (24 ft 7¾ in) overall with gun facing forward

Width: 3.42 m (11 ft 3 in) hull only

3,70 m (12 ft 1¾ in) with retrofitted side skirts

Height: 2.99 m (9 ft 10 in)’

Ground clearance: 56 cm (22 in)

Suspension: Double torsion bar, interleaved road wheels

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

some Syrian Panthers carried two additional external 200 l fuel drums

 

Armor:

15–80 mm (0.6 – 3.93 in)

 

Performance:

Maximum road speed: 56 km/h (35 mph)

Operational range: 250 km (160 mi) on roads; 450 km (280 mi)with auxiliary fuel tanks

100 km (62 mi) cross-country

Power/weight: 14 PS (10.1 kW)/tonne (12.7 hp/ton)

 

Engine & transmission:

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

ZF AK 7-200 gearbox with 7 forward 1 reverse gear

 

Armament:

1× 7,5 cm KwK 40 (L/48) with 87 rounds

2× 7.92 mm MG 34 or 42, or similar machine guns;

one co-axial with the main gun, another in the front glacis plate

with a total of 5.100 rounds (not always mounted)

Provision for a 12.7 mm DShK or Breda anti-aircraft machine gun on the commander cupola

  

The kit and its assembly:

A rather exotic what-if model, even though it’s almost built OOB. Inspiration came when I stumbled upon the weird Syrian Panzer IVs that were operated against Israel during the Six Day War – vehicles you would not expect there, and after more than 20 years after WWII. But when I did some more research, I was surprised about the numbers and the variety of former German tanks that Syria had gathered from various European countries, and it made me wonder if the Panther could not have been among this shaggy fleet, too?

 

I had a surplus Dragon Panther Spähpanzer in The Stash™, to be correct a “PzBeobWg V Ausf. G”, an observation and artillery fire guidance conversion that actually existed in small numbers, and I decided to use it as basis for this odd project. The Dragon kit has some peculiarities, though: its hull is made from primed white metal and consists of an upper and lower half that are held together by small screws! An ambiguous design, because the parts do not fit as good as IP parts, so that the model has a slightly die-cast-ish aura. PSR is necessary at the seams, but due to the metal it’s not easy to do. Furthermore, you have to use superglue everywhere, just as on a resin kit. On the other side, surface details are finely molded and crisp, even though many bits have to be added manually. However, the molded metal pins that hold the wheels are very robust and relatively thin – a feature I exploited for a modified running gear (see below).

 

For the modified Panther in my mind I had to retrograde the turret back to a late standard turret with mantlet parts left over from a Hasegawa kit – they fitted perfectly! The PzBeobWg V only comes with a stubby gun barrel dummy. But I changed the armament, anyway, and implanted an aftermarket white metal and brass KwK 40 L48, the weapon carried by all Syrian Panzer IVs, the Jagdpanzer IVs as well as the StuG IIIs. This standardization would IMHO make sense, even if it meant a performance downgrade from the original, longer KwK 42 L70.

 

For a Syrian touch, inspired by installations on the Panzer IVs, I added a mount for a heavy DShK machine gun on the commander’s cupola, which is a resin aftermarket kit from Armory Models Group (a kit that consists of no less than five fiddly parts for just a tiny machine gun!).

To change and modernize the Panther’s look further, I gave it side skirts, leftover from a ModelCollect T-72 kit, which had to be modified only slightly to fit onto the molded side skirt consoles on the Panther’s metal hull. A further late addition were the fuel barrels from a Trumpeter T-54 kit that I stumbled upon when I looked for the skirts among my pile of tank donor parts. Even though they look like foreign matter on the Panther’s tail, their high position is plausible and similar to the original arrangement on many Soviet post-WWII tanks. The whip antennae on turret and hull were created with heated black sprue material.

 

As a modern feature and to change the Panther’s overall look even more, I replaced its original solid “dish” road wheels with T-54/55 “starfish” wheels, which were frequently retrofitted to T-34-85s during the Fifties. These very fine aftermarket resin parts (all real-world openings are actually open, and there’s only little flash!) came from OKB Grigorovich from Bulgaria. The selling point behind this idea is/was that the Panther and T-54/55 wheels have almost the same diameter: in real life it’s 860 vs. 830 mm, so that the difference in 1:72 is negligible. Beneficially, the aftermarket wheels came in two halves, and these were thin enough to replace the Panther’s interleaved wheels without major depth problems.

Adapting the parts to the totally different wheel arrangement was tricky, though, especially due to the Dragon kit’s one-piece white metal chassis that makes any mods difficult. My solution: I retained the inner solid wheels from the Panther (since they are hardly visible in the “3rd row”), plus four pairs of T-54/55 wheels for the outer, more rows of interleaved wheels. The “inner” T-54/55 wheel halves were turned around, received holes to fit onto the metal suspension pins and scratched hub covers. The “outside” halves were taken as is but received 2 mm spacer sleeves on their back sides (styrene tube) for proper depth and simply to improve their hold on the small and rounded metal pin tips. This stunt worked better than expected and looks really good, too!

  

Painting and markings:

Basically very simple, and I used pictures of real Syrian Panzer IVs as benchmark. I settled for the common green livery variant, and though simple and uniform, I tried to add some “excitement” to it and attempted to make old paint shine through. The hull’s lower surface areas were first primed with RAL 7008 (Khakigrau, a rather brownish tone), then the upper surfaces were sprayed with a lighter sand brown tone, both applied from rattle cans.

 

On top of that, a streaky mix of Revell 45 and 46 – a guesstimate for the typical Syrian greyish, rather pale olive drab tone - was thinly applied with a soft, flat brush, so that the brownish tones underneath would shine through occasionally. Once dry, the layered/weathered effect was further emphasized through careful vertical wet-sanding and rubbing on all surfaces with a soft cotton cloth.

The rubber side skirts were painted with an anthracite base and the dry-brushed with light grey and beige.

 

The model then received an overall washing with a highly thinned mix of grey and dark brown acrylic artist paint. The vinyl tracks (as well as the IP spare track links on the hull) were painted, too, with a mix of grey, red brown and iron, all acrylic paints, too, that do not interact chemically with the soft vinyl.

 

The decals/markings are minimal; the Arabian scribble on the turret (must be a name?), using the picture of a Syrian Panzer IV as benchmark, was painted in white by hand, as well as the white circle on the turret roof. The orange ID triangles are a nice contrast, even though I was not able to come up with real-life visual evidence for them. I just found a color picture of a burned T-34-85 wreck with them, suggesting that the color was a dull orange red and not florescent orange, as claimed in some sources. I also found illustrations of the triangles as part of 1:35 decal sets for contemporary Syrian T-34-85s from FC Model Trend and Star Models, where they appear light red. For the model, they were eventually cut out from decal sheet material (TL-Modellbau, in a shade called “Rotorange”, what appears to be a good compromise).

 

Dry-brushing with light grey and beige to further emphasize edges and details followed. Finally, the model was sealed with matt acrylic vanish overall, and some additional very light extra dry-brushing with silver was done to simulate flaked paint. Dirt and rust residues were added here and there with watercolors. After final assembly, the lower areas of the model were furthermore powdered with mineral pigments to simulate dust.

  

The idea of a modernized WWII Panther: a simple idea that turned into a major conversion. With the resin DShK machine gun and T-54/55 wheel set the costs of this project escalated a little, but in hindsight I find that the different look and the mix of vintage German and modern Soviet elements provide this Panther with that odd touch that sets it apart from a simple paint/marking variation? I really like the outcome, and I think that the effort was worthwhile - this fictional Panther shoehorns well into its intended historical framework. :-D

 

www.1001gardens.org/2017/01/7-effective-lawn-care-tips/

 

A healthy and well-maintained lawn looks and feels like a beautiful, cozy, lush green carpet. Landscape designer Gary Alan is of the opinion that in order to take proper care of your lawn, “You’ve got to be the grass. You’ve got to think about what it needs.” Here are 8 effective tips to get you started.

 

1. Preparing the soil

Irrespective of the planting method you go for, weeds needs to be eliminated and you also need to ensure that the soil doesn’t turn into crust or lumpy ruts. Also, test the pH of the soil, while adding compost and loam to enrich it. It would be wise to include a slope for better drainage.

 

2. Seeding or rolling out sod

Placing a carpet of sod is easy but can get quite expensive when you have a large area to cover. So, you can see the area on your own, or go for hydroseeding.

 

3. Mowing to the proper height

It is a wrong notion that if you cut the grass very short, you won’t have to mow it frequently. Actually, the grass renews faster, so you are left with almost no time between cuts. Mow only one-third grass from the upper level, since taller grass leads to increased root development and also blocks a part of the sun thereby hindering weed growth.

 

4. Watering adequately and appropriately

Watering deeply and once in a week is good since it helps in deeper penetration of roots and prevents chinch bugs. Water your lawn keeping in mind the soil type: Clay soils retain water for a longer period while sandy soils dry faster and require frequent watering.

 

If your lawn is newly seeded, water for around 10 minutes daily. Once sprouts arise, water for around 15 minutes.

 

5. Giving proper nutrition

Fertilize at least twice yearly, during the spring and the fall. If you want, you may add some feeding during the mid-summer. Consider fertilizers that contain iron, copper and sulfur. Adding dolomite lime once in a few years would also be great.

 

6. Eliminating weeds

Remove weeds naturally without using herbicides. The primary way to do this is to grow grass so healthy that the weeds are automatically choked out. Mowing also helps by eliminating crabgrass and dandelions before they can spread.

 

7. Making room for adequate air supply

When grass becomes excessively compact, nutrients fail to reach deep inside the root system. That’s when you require aeration, which implies using a simple tool to poke holes within the lawn so that oxygen circulation is enhanced.

   

Effective, low cost way to share the art of photography.

Vilnius, Lithuania

The hand writing is very simple but effective

  

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There's changes afoot on London General's shoppers services.

 

Route 727 will be withdrawn. Currently, it runs on Tuesdays and Fridays on schooldays only.

 

Seen in July 2009, when it ran on Wednesdays, London General LDP37 (P737 RYL) runs from Haslett Avenue West round into Broadway, on the afternoon return trip to Banstead - this was also the hottest day of the year.

 

The change to the 727 is effective from 25th February 2013, but it's half term in the week prior so it's effectively already been withdrawn. I wanted a shot of it somewhere running down through East Surrey, but I never managed it. Luckily, these shots taken on an otherwise disastrous trip to Crawley do mean I have some photos of the route.

 

Currently, buses start at Banstead Woolpack at 0930 and run via Banstead M&S, Great Tattenhams, Merland Rise, Tadworth Station, Lower Kingswood, Reigate (Bancroft Road), Woodhatch (Cockshot Hill), Woodhatch (Castle Drive) and Gatwick Airport south terminal to Crawley bus station at 1020 where the Friday journey terminates. The Tuesday journey continues via Shoreham (Holmbush Shopping Centre) to Worthing, arriving at 1140.

 

The Friday journey returns from Crawley at 1230, while the Tuesday journey leaves Worthing at 1345 (and Crawley at 1445). The service operates limited stop between Woodhatch and Crawley. On the return journey, Bell Street is the Reigate timing point due to the one way system.

 

The other change is to route 773. This was to be withdrawn and replaced by a new 772, but it will now keep the old 773 number so fortunately, I haven't missed out on that service.

 

The old 773 runs on Tuesdays and Thursdays, starting at Woodhatch Angel at 0905 and running via Redhill bus station, Earlswood (The Causeway), Salfords Church, Horley (Chestnut Road) and Horley Library (dep 0930), where the Thursday journey runs directly to Brighton Churchill Square (1015) and Worthing Pier (arr 1045), while the Tuesday journey calls at Gatwick Airport south terminal, Lowfield Heath (A23 Roundabout), Crawley bus station before terminating at Brighton at 1030.

 

Simple enough so far, but the return journeys aren't:

The Tuesday journey to Brighton returns, on schooldays only, at 1340, arriving at Woodhatch at 1510.

The Thursday journey to Worthing returns at 1320 on schooldays only, arriving at Woodhatch at 1510 also.

 

On school holidays, the bus leaves Worthing at 1610, and rather than running direct between Brighton and Horley like the Worthing journey does on the way down, calls at all the places that the journey to Brighton does (e.g. via Crawley).

 

This bizarrely means that on Tuesday school holidays, the morning journey terminates at Brighton but picks up from Worthing, and on Thursdays, it misses out Crawley on the way down but serves it on the way back up! Arrival at Woodhatch is at 1810.

 

This will be simplified from 25th February 2013, when the 'new' 733, running Mondays to Fridays, incorporating various bits of the old 727 and 773 (but not serving Worthing or Crawley).

 

The new timetable can be found here: www.surreycc.gov.uk/?a=479792

 

Haslett Avenue West, Crawely, West Sussex.

St Lucia Estuary Boat Cruise

 

Hippopotamus

 

Flusspferd

 

iSimangaliso Wetland Park (previously known as the Greater St. Lucia Wetland Park) is situated on the east coast of KwaZulu-Natal, South Africa, about 275 kilometres north of Durban. It is South Africa's third-largest protected area, spanning 280 km of coastline, from the Mozambican border in the north to Mapelane south of the Lake St. Lucia estuary, and made up of around 3,280 km2 of natural ecosystems, managed by the iSimangaliso Authority. The park includes:

 

Lake St. Lucia

St. Lucia Game Reserve

False Bay Park

Kosi Bay

Lake Etrza Nature Reserve

Lake Sibhayi

St. Lucia Marine Reserve

St. Lucia Marine Sanctuary

Sodwana Bay National Park

Mapelane Nature Reserve

Maputaland Marine Reserve

Cape Vidal

Ozabeni

Mfabeni

Tewate Wilderness Area

Mkuze Game Reserve

 

The park was previously known as the Greater St. Lucia Wetland Park, but was renamed effective 1 November 2007. The word isimangaliso means "a miracle" or "something wondrous" in Zulu. The name came as a result of Shaka's subject having been sent to the land of the Tsonga. When he came back he described the beauty that he saw as a miracle.

 

The park is dueto be integrated into a transfrontier park, the Ponta do Ouro-Kosi Bay Transfrontier Conservation Area, straddling South Africa, Mozambique, and Eswatini. This is in turn planned to become a part of the greater Greater Lubombo Transfrontier Conservation Area.

 

Until 1895, the bay had been a home of the Tsonga people and their Tsonga fish kraal. This is the original and the natural home of the Tsonga people and they have lived here for more than 1000 years. Records from early Portuguese sailors rightfully point out this area to be occupied by the Tsonga people and further down south. The area was also known as Tembeland or Thongaland but the name fell into disuse around the early 1900s. The area was ruled by a Tsonga branch of the Vahlanganu (Tembe). The Swiss Missionary, Reverend Henri Alexandra Junod (Known as HA Junod), conducted a scientific and ethnographic study of the Tsonga people during the early 1890s and produced a detailed map, showing the occupation of the bay by the Tsonga Tembe people. The Swiss Missionary, Rev Junod, illustrated in his detailed map that the area was known as Tembeland and that the Tembe capital city was located in the St Lucia bay. Rev Junod's map showed that by 1906, the Tsonga people occupied the land from St Lucia up until Valdezia in the Spelenkon district of the Transvaal province, known today as Limpopo Province. St Lucia bay and Maputo bay are one land and they belong to the Tsonga people, Tsonga villages were built from St Lucia bay until Maputo and they were not separated by any natural division. Around St Lucia, the ruling chief was the Tembe Royal Family, while around Maputo, the ruling class was the Maputo royal family, who are all of the Vahlanganu branch of the Tsonga people. In and around Maputo and St Lucia bay (Tembeland), the language spoken is Ronga, which according to the Swiss Missionary, Rev HA Junod, is not an independent language but a dialect of Xitsonga. According to Rev Junod, Ronga language is so similar to Xitsonga that it cannot be regarded an independent language but is a dialect of a major language known today as Xitsonga.

 

The Tsonga people were forcefully removed from the park when Britain colonised the area in 1895 and turned the place into a wildlife reserve and established the holiday town of St Lucia. Because of colonisation, the southern part of the park was handed over to the Zulu nation, while the northern part was given to the Tsonga people. Before colonisation, the Tsonga controlled the entire St Lucia bay. Despite colonisation and annexation of land, the Tsonga people still live in the northern part of the park, at Kosi Bay. The Tembe Elephant Park, run by Chief Israel Tembe, is a living history that testify to the rich Tsonga history of this wetland park. Chief Israel Tembe is the custodian of this ancient Tsonga land that was taken away during colonisation. The Tembe kingdom, one of the most powerful kingdoms in Southern Africa before colonisation, was a ruling class for more than eight centuries.

 

St. Lucia was first named in 1554 Rio dos Medos do Ouro (alternatively Rio dos Médãos do Ouro — River of the Gold Dunes) by the survivors of the Portuguese ship Saint Benedict. At this stage, only the Tugela River mouth was known as St. Lucia. Later, in 1575, the Tugela River was named Tugela. On 13 December 1575, the day of the feast of Saint Lucy, Manuel Peresterello renamed the mouth area to Santa Lucia.

 

In 1822, St. Lucia was proclaimed by the British as a township.

In 1895, St. Lucia Game Reserve, 30 km north of the town was proclaimed.

In 1971, St. Lucia Lake and the turtle beaches and coral reefs of Maputaland have been listed by the Convention on Wetlands of International Importance (Ramsar Convention).

In December 1999, the park was declared a UNESCO World Heritage Site at an unveiling ceremony, where Nelson Mandela was the guest of honour.

 

The park was proclaimed a world heritage site because of the rich biodiversity, unique ecosystems and natural beauty occurring in a relatively small area. The reason for the huge diversity in fauna and flora is the great variety of different ecosystems on the park, ranging from coral reefs and sandy beaches to subtropical dune forests, savannas, and wetlands. Animals occurring on the park include elephant, African leopard, black and southern white rhino, buffalo, and in the ocean, whales, dolphins, and marine turtles including the leatherback and loggerhead turtle.

 

The park is also home to 1,200 Nile crocodiles and 800 hippopotami.

 

In December 2013, after 44 years of absence, African lions were reintroduced to iSimangaliso.

 

There are large outcroppings of underwater reefs which are home to brightly coloured fish and corals. Some of the most spectacular coral diversity in the world is located in Sodwana Bay. The reefs are inhabited by colour-changing octopuses and squid ready to ambush unsuspecting prey. Occasionally gigantic whale sharks can be seen gliding through the water, mouth agape to scoop up tiny plankton.

 

Twenty-four species of bivalve molluscs are recorded in St. Lucia Lake, which constitutes a considerable portion of the park.

 

(Wikipedia)

 

The common hippopotamus (/ˌhɪpəˈpɒtəməs/ HIP-ə-POT-ə-məs; Hippopotamus amphibius), or hippo, is a large, mostly herbivorous, semiaquatic mammal and ungulate native to sub-Saharan Africa. It is one of only two extant species in the family Hippopotamidae, the other being the pygmy hippopotamus (Choeropsis liberiensis or Hexaprotodon liberiensis). The name comes from the ancient Greek for "river horse" (ἱπποπόταμος). After the elephant and rhinoceros, the common hippopotamus is the third-largest type of land mammal and the heaviest extant artiodactyl. Despite their physical resemblance to pigs and other terrestrial even-toed ungulates, the closest living relatives of the Hippopotamidae are cetaceans (whales, dolphins, porpoises, etc.) from which they diverged about 55 million years ago.

 

Common hippos are recognisable by their barrel-shaped torsos, wide-opening mouths revealing large canine tusks, nearly hairless bodies, columnar legs and large size; adults average 1,500 kg (3,310 lb) and 1,300 kg (2,870 lb) for males and females respectively. Despite its stocky shape and short legs, it is capable of running 30 km/h (19 mph) over short distances.

 

The common hippopotamus inhabits rivers, lakes and mangrove swamps, where territorial bulls preside over a stretch of river and groups of five to thirty females and young. During the day, they remain cool by staying in the water or mud; reproduction and childbirth both occur in water. They emerge at dusk to graze on grasses. While hippopotamuses rest near each other in the water, grazing is a solitary activity and hippos are not territorial on land. The hippopotamus is among the most dangerous animals in the world as it is highly aggressive and unpredictable. They are threatened by habitat loss and poaching for their meat and ivory canine teeth.

 

The Latin word "hippopotamus" is derived from the ancient Greek ἱπποπόταμος, hippopotamos, from ἵππος, hippos, "horse", and ποταμός, potamos, "river", meaning "horse of the river". In English, the plural is "hippopotamuses", but "hippopotami" is also used; "hippos" can be used as a short plural. Hippopotamuses are gregarious, living in groups of up to thirty animals. A group is called a pod, herd, dale, or bloat.

 

Hippopotami are among the largest living land mammals, being only smaller than elephants and some rhinoceroses. Amongst the extant African megafauna, behind the two African elephant species, they average smaller than the white rhinoceros but are larger by body mass than the black rhinoceros and the giraffe. Mean adult weight is around 1,500 kg (3,310 lb) and 1,300 kg (2,870 lb) for males and females respectively, very large males can reach 2,000 kg (4,410 lb) and exceptional males weighing 2,660 kg (5,860 lb) and 3,200 kg (7,050 lb) have been reported. Male hippos appear to continue growing throughout their lives while females reach maximum weight at around age 25.

 

Hippopotami have barrel-shaped bodies with short legs and long muzzles. Their skeletal structures are graviportal; adapted to carrying their enormous weight, and their specific gravity allows them to sink and move along the bottom of a river. Hippopotamuses have small legs (relative to other megafauna) because the water in which they live reduces the weight burden. Though they are bulky animals, hippopotamuses can gallop at 30 km/h (19 mph) on land but normally trot. They are incapable of jumping but do climb up steep banks. Despite being semiaquatic and having webbed feet, an adult hippo is not a particularly good swimmer nor can it float. It is rarely found in deep water; when it is, the animal moves by porpoise-like leaps from the bottom. The eyes, ears, and nostrils of hippos are placed high on the roof of their skulls. This allows these organs to remain above the surface while the rest of the body submerges. The testes of the males descend only partially and a scrotum is not present. In addition, the penis retracts into the body when not erect. The genitals of the female are unusual in that the vagina is ridged and two large diverticula protrude from the vulval vestibule. The function of these is unknown.

 

The hippo's jaw is powered by a large masseter and a well-developed digastric; the latter loops up behind the former to the hyoid. The jaw hinge is located far back enough to allow the animal to open its mouth at almost 180°. A moderate folding of the orbicularis oris muscle allows the hippo to achieve such a gape without tearing any tissue. The bite force of an adult female has been measured as 8,100 newtons (1,800 lbf). Hippopotamus teeth sharpen themselves as they grind together. The lower canines and lower incisors are enlarged, especially in males, and grow continuously. The incisors can reach 40 cm (1 ft 4 in), while the canines reach up to 50 cm (1 ft 8 in). The canines and incisors are used for combat and play no role in feeding. Hippos rely on their broad horny lips to grasp and pull grasses which are then ground by the molars. The hippo is considered to be a pseudoruminant; it has a complex three-chambered stomach but does not "chew cud".

 

Unlike most other semiaquatic animals, the hippopotamus has very little hair. The skin is 6 cm (2 in) thick, providing it great protection against conspecifics and predators. By contrast, its subcutaneous fat layer is thin. The animals' upper parts are purplish-grey to blue-black, while the under parts and areas around the eyes and ears can be brownish-pink. Their skin secretes a natural sunscreen substance which is red-coloured. The secretion is sometimes referred to as "blood sweat", but is neither blood nor sweat. This secretion is initially colourless and turns red-orange within minutes, eventually becoming brown. Two distinct pigments have been identified in the secretions, one red (hipposudoric acid) and one orange (norhipposudoric acid). The two pigments are highly acidic compounds. They inhibit the growth of disease-causing bacteria, and their light absorption peaks in the ultraviolet range, creating a sunscreen effect. All hippos, even those with different diets, secrete the pigments, so it does not appear that food is the source of the pigments. Instead, the animals may synthesise the pigments from precursors such as the amino acid tyrosine. Nevertheless, this natural sunscreen cannot prevent the animal's skin from cracking if it stays out of water too long.

 

A hippo's lifespan is typically 40–50 years. Donna the Hippo was the oldest living hippo in captivity. She lived at the Mesker Park Zoo in Evansville, Indiana in the US until her death in 2012 at the age of 61.

 

Different from all other large land mammals, hippos are of semiaquatic habits, spending the day in lakes and rivers. They can be found in both savannah and forest areas. Proper habitat requires enough water to submerge in and grass nearby. Larger densities of the animals inhabit quiet waters with mostly firm, smooth sloping beaches. Males may be found in very small numbers in rapid waters in rocky gorges. Hippo mostly live in freshwater habitats, however populations in West Africa mostly inhabit estuarine waters and may even be found at sea. With the exception of eating, most of hippopotamuses' lives occurs in the water. Hippos leave the water at dusk and travel inland, sometimes up to 10 km (6 mi), to graze on short grasses, their main source of food. They spend four to five hours grazing and can consume 68 kg (150 lb) of grass each night.

 

Like almost any herbivore, they consume other plants if presented with them, but their diet in nature consists almost entirely of grass, with only minimal consumption of aquatic plants. Hippos are born with sterile intestines, and require bacteria obtained from their mothers' feces to digest vegetation. Hippos have (albeit rarely) been filmed eating carrion, usually close to the water. There are other reports of meat-eating, and even cannibalism and predation. The stomach anatomy of a hippo is not suited to carnivory, and meat-eating is likely caused by aberrant behaviour or nutritional stress.

 

Hippo defecation creates allochthonous deposits of organic matter along the river beds. These deposits have an unclear ecological function. A 2015 study concluded that hippo dung provides nutrients from terrestrial material for fish and aquatic invertebrates, while a 2018 study found that their dung can be toxic to aquatic life in large quantities, due to absorption of dissolved oxygen in water bodies. Because of their size and their habit of taking the same paths to feed, hippos can have a significant impact on the land across which they walk, both by keeping the land clear of vegetation and depressing the ground. Over prolonged periods, hippos can divert the paths of swamps and channels.

A hippopotamus walking on the grass land in Serengeti National Park in the morning

 

Adult hippos move at speeds up to 8 km/h (5 mph) in water; typically resurfacing to breathe every three to five minutes. The young have to breathe every two to three minutes. The process of surfacing and breathing is subconscious: a hippo sleeping underwater will rise and breathe without waking up. A hippo closes its nostrils when it submerges into the water. As with fish and turtles on a coral reef, hippos occasionally visit cleaning stations and signal, by opening their mouths wide, their readiness for being cleaned of parasites by certain species of fishes. This is an example of mutualism, in which the hippo benefits from the cleaning while the fish receive food.

 

Hippopotamus coexist with a variety of formidable predators. Nile crocodiles, lions and spotted hyenas are known to prey on young hippos. However, due to their aggression and size, adult hippopotamus are not usually preyed upon by other animals. Cases where large lion prides have successfully preyed on adult hippopotamus have been reported; however, this predation is generally rare. Lions occasionally prey on adults at Gorongosa National Park and calves are taken at Virunga. Crocodiles are frequent targets of hippo aggression, probably because they often inhabit the same riparian habitats; crocodiles may be either aggressively displaced or killed by hippopotamuses. In turn, beyond cases of killing the seldom unguarded hippo calf, very large Nile crocodiles have been verified to occasionally prey on "half-grown" hippopotamuses and anecdotally perhaps adult female hippos. Aggregations of crocodiles have also been seen to dispatch still-living bull hippopotamuses that have been previously injured in mating battles with other bulls.

 

(Wikipedia)

 

Der iSimangaliso Wetland Park (bis Oktober 2007 Greater St. Lucia Wetland Park, danach iSimangaliso Wetland Park) ist ein Nationalpark an der Ostküste der südafrikanischen Provinz KwaZulu-Natal. Der Eingang zum Park befindet sich nahe der Kleinstadt St. Lucia.

 

Der Nationalpark umfasst die Feucht- und Küstengebiete von Mapelane im Süden bis hinauf zur Sodwana-Bucht im Norden und besteht aus vielen kleinen Schutzgebieten mit subtropischer bis tropischer Vegetation. Im Norden liegen die Mkuze-Sümpfe, während sich im Westen trockene Dornensavannen befinden.

 

Im Zentrum des Parks befindet sich der St.-Lucia-See, nach dem der Park benannt wurde. Mit einer Länge von 40 Kilometern und einer Breite von bis zu 21 Kilometern beträgt seine Fläche rund 300 km²; damit ist er der größte See Südafrikas. In dem 200 Kilometer langen Küstenstreifen finden sich die zweithöchsten bewaldeten Sanddünen der Welt.

 

In den Feuchtgebieten leben die größten Krokodil- und Flusspferdbestände Südafrikas. In den Savannen im Westen leben Meerkatzen, Nashörner, Büffel und Leoparden. Zwischen den Seen und Sümpfen brüten Reiher, Pelikane und Störche. Der Park verfügt über die höchste Dichte an Amphibien, darunter viele geschützte Arten. Außerdem kann man auf der Meeresseite Buckelwale sehen.

 

In der Nähe des Nationalparks befindet sich der Ort St. Lucia, in dem es Übernachtungs-, Freizeit- und Einkaufsmöglichkeiten gibt. St. Lucia ist zudem Ausgangspunkt für Walbeobachtungen und Fahrten auf dem St.-Lucia-See zu den Flusspferden.

 

Der iSimangaliso Wetland Park wurde 1999 in die Liste des Weltnaturerbes der UNESCO aufgenommen.

 

2004 wurde die Mündung des Feuchtgebietes durch eine Sanddüne gesperrt, um eine Ölpest nach der Havarie des Frachters Jolly Rubino abzuwehren. Seitdem ist der Wasserspiegel erheblich unter Meeresniveau gesunken, so dass die Maßnahme noch nicht rückgängig gemacht werden konnte.

 

Bis 2007 hieß der Nationalpark Greater St. Lucia Wetland Park. Seit November 2007 wird er iSimangaliso Wetland Park genannt. isimangaliso bedeutet „Wunder“ und verweist auf ein Zulu-Sprichwort über Ujeqe, einem Hofbeamten des Zulu-König Shaka: Ubone isimanga esabonwa uJeqe kwelama Thonga. – „Wenn Du Wunder gesehen hast, dann hast Du dasselbe gesehen wie Ujeqe in Thonga.“ Thonga oder Tongaland ist ein historischer Name für die Region Maputaland, zu der der Park gehört.

 

(Wikipedia)

 

Das Flusspferd (Hippopotamus amphibius), auch Nilpferd, Großflusspferd oder Hippopotamus genannt, ist ein großes, pflanzenfressendes Säugetier. Es lebt in Gewässernähe im mittleren und südlichen Afrika. Zusammen mit dem Breitmaulnashorn zählt es zu den schwersten landbewohnenden Säugetieren nach den Elefanten. Mit einem Gesamtbestand von rund 125.000 bis 150.000 Tieren und einem erwarteten weiteren Rückgang der Population ist die Art gefährdet.

 

Zusammen mit dem Zwergflusspferd und zahlreichen ausgestorbenen Arten bildet das Flusspferd die Familie der Flusspferde (Hippopotamidae). Obwohl sie „-pferde“ genannt werden, sind Flusspferde mit den Pferden nicht näher verwandt. Traditionell werden sie in die Ordnung der Paarhufer gestellt. Nach derzeitiger Lehrmeinung sind indessen die Wale die nächsten Verwandten der Flusspferde, die zusammen mit den paraphyletischen Paarhufern das Taxon der Cetartiodactyla bilden.

 

Die Bezeichnung Flusspferd ist eine Lehnübersetzung des griechischen Wortes ἱπποπόταμος hippopótamos (gebildet aus hippos „Pferd“ und potamos „Fluss“). Hippopotamus, der wissenschaftliche Name der Gattung, ist die latinisierte Form des griechischen Wortes. Der Namensbestandteil amphibius bezieht sich auf die amphibische Lebensweise im Wasser und an Land. Hiob Ludolf erklärte den griechischen Namen des Tieres mit der Ähnlichkeit des aus dem Wasser ragenden Kopfes mit einem Pferdekopf.

 

Der Name Nilpferd rührt daher, dass in der Literatur zunächst Flusspferde am Nil beschrieben wurden.

 

Flusspferde sind schwere Tiere mit einem fassförmigen Körper, einem wuchtigen Kopf und kurzen Gliedmaßen. Die kräftigen Beine enden in jeweils vier nach vorne ragenden Zehen, die mit Schwimmhäuten verbunden sind.

 

Flusspferde erreichen eine Kopf-Rumpf-Länge von 2,9 bis 5,1 Metern, wozu noch ein 40 bis 56 Zentimeter langer Schwanz kommt. Die Schulterhöhe beträgt 150 bis 165 Zentimeter. Das Gewicht schwankt zwischen 1000 und 4500 Kilogramm. Männchen sind generell größer und schwerer als Weibchen.

 

Die Haut der Tiere ist so spärlich mit kurzen, feinen Haaren bedeckt, dass sie nackt erscheint. Die Haut ist bräunlich, annähernd kupferfarben gefärbt, an der Oberseite ist sie dunkler und am Bauch purpurn. Auch im Gesicht, speziell um die Augen, Ohren und an den Wangen, können purpurne oder rosafarbene Flecken vorhanden sein.

 

Der Kopf des Flusspferds ist groß und wuchtig. Die Schnauze ist vorne sehr breit, was durch die Eckzahnfächer bedingt ist. Auf Höhe der Prämolaren ist sie stark eingeschnürt. Die Nasenöffnungen liegen erhöht und sind verschließbar. Auch die leicht hervorstehenden Augen und die bis zu 10 Zentimeter langen Ohren sitzen hoch am Kopf, so dass nur sie aus dem Wasser herausragen, wenn das Tier unter der Wasseroberfläche schwimmt.

 

Pro Kieferhälfte haben die Flusspferde zwei oder drei Schneidezähne, einen Eckzahn, vier Prämolaren und drei Molaren. Die Schneide- und Eckzähne wachsen das ganze Leben lang. Die Schneidezähne sind rundlich, glatt und weit voneinander entfernt. Die oberen Schneidezähne sind eher klein und nach unten gerichtet, die unteren sind länger (vor allem das innere Paar) und weisen nach vorne. Die Eckzähne sind hauerartig entwickelt, die unteren sind größer und können eine Gesamtlänge von 70 Zentimetern erreichen (von denen 30 Zentimeter aus dem Zahnfleisch ragen). Die Prämolaren haben in der Regel einen Höcker, die Molaren weisen zwei Paar Höcker auf, nur der hinterste drei. Flusspferde können ihre Kiefer bis zu ca. 150° aufklappen.

 

Lebensraum der Flusspferde sind Gebiete mit tieferen Seen und langsam fließenden Flüssen, die idealerweise mit Schilfgürteln umgeben sind. Zum Weiden benötigt es Grasgebiete in der näheren Umgebung der Gewässer. In Regenwäldern kommt es außer bei großen Flüssen in der Regel nicht vor.

 

Flusspferde verbringen praktisch den ganzen Tag schlafend oder ruhend, dazu halten sie sich im Wasser oder in Gewässernähe auf. Dabei tauchen sie oft bis auf die Augen, Ohren und Nasenlöcher unter. Obwohl Flusspferde gut an ein Leben im Wasser angepasst sind, sind sie schlechte Schwimmer. Meistens laufen sie auf dem Grund eines Gewässers entlang oder lassen sich vom Wasser tragen; ihre Fortbewegungsart wird manchmal als „Schwimmlaufen“ umschrieben. Wenn sie untertauchen, können sie ihre schlitzförmigen Nasenlöcher und Ohren verschließen. Tauchgänge sind in der Regel nicht länger als drei bis fünf Minuten, sie können aber länger unter Wasser bleiben, möglicherweise bis zu 30 Minuten. Im Schlaf erfolgt das Auftauchen ebenso automatisch wie das Luftholen.

 

Vorwiegend in der Nacht verlassen sie das schützende Wasser, um sich auf Nahrungssuche zu begeben. Dabei können sie sich mehrere Kilometer vom Wasser entfernen, um Grasflächen zu erreichen. Um zu ihren Weideflächen zu gelangen, bilden die Gruppen regelrechte Trampelpfade („Hippo Trails“). Trotz ihres behäbigen Äußeren können Flusspferde im Bedarfsfall schnell laufen, Schätzungen belaufen sich auf bis zu 50 Kilometer pro Stunde. Diese Geschwindigkeit halten sie aber nur wenige hundert Meter durch.

 

An Land muss ihre Haut feucht bleiben, sie wird rissig, wenn sie zu lange der Luft ausgesetzt ist. Spezielle Hautdrüsen sondern eine Flüssigkeit ab, die die Tiere vor der Austrocknung schützt. Diese zunächst farblose Flüssigkeit verfärbt sich innerhalb von ein paar Minuten rötlich und später bräunlich. Bestandteil dieser Flüssigkeit sind zwei saure Pigmente, hipposudoric acid und norhipposudoric acid genannt. Diese wirken sowohl als Sonnenschutz, indem sie UV-Strahlen absorbieren, als auch antibiotisch gegen verschiedene Krankheitserreger. Das rötliche Schimmern hat früher zu der Vermutung geführt, Flusspferde würden Blut schwitzen.

 

(Wikipedia)

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Christmas Party...

a brilliant selection of effective but now less frequently seen earth moving plant. Bedford bowser, Cat D8H tractors and scraper box boxes, with Cat excavator

a surprisingly effective texture....

i used it on my both my lilac images from today.

 

i put together a little vid tutorial on my blog if you would like to check it out.

 

click here for the download and tutorial

Local voters took heed of the message on the Pinellas Suncoast Transit Authority bus, and turnout was high on November 3.

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If you want to burn your extra body fat, then you should try to include low intensity exercise in your workout routine. The best fat burning exercises for women are aerobic exercise that helps to burn a higher percentage of fat from their body. There are some most effective fat burning exercise list, to get it visit us here, goo.gl/U56WeI

I took a workshop today on piecing circles into a larger piece of fabric. It was an easy technique and very effective.

 

This is the result. It still needs to be quilted.

 

20x23 inches.

Simple but effective!

Brisbane's recorded history dates from 1799, when Matthew Flinders explored Moreton Bay on an expedition from Port Jackson, although the region had long been occupied by the Yugara and Turrbal aboriginal groups. First Nations Australians lived in coastal South East Queensland (SEQ) for at least 22,000 years, with an estimated population between 6,000 and 10,000 individuals before European settlers arrived in the 1820s.

 

At this time the Brisbane area was inhabited by the Turrbal people, (Turrbal also being the name of the language they spoke) who knew the area that is now the central business district as Mian-jin, meaning "place shaped as a spike". Archaeological evidence suggests frequent habitation around the Brisbane River, and notably at the site now known as Musgrave Park.

 

The first convict jail was built in Redcliffe in 1824 and that was moved to the site of the present-day CBD in 1825. Officials believed the natural bend in the river provided an effective barrier against escape.

 

Its suitability for fishing, farming, timbering, and other occupations, however, caused it to be opened to free settlement in 1838. Civilian occupation of the area began in 1842, and by the late 1880s Brisbane became the main site for commerce, and the capital-to-be began to develop distinct architectural features and culture.

 

With an abundance of sunshine and laid-back lifestyle, Brisbane quickly drew people eager to settle in its environs. The city grew steadily over the years and a turning point in its advancement was during World War II when it housed the main allied headquarters in the South Pacific for Australian and American service personnel.

 

The post-war population boom brought a spurt in industry and Brisbane staked a claim as the third-largest city in Australia.

 

Despite its rapid progress, Brisbane was often seen as lagging culturally behind Sydney and Melbourne. But two landmark events in the 1980s brought about a major change and accelerated Brisbane towards Australia’s new world city it is today.

 

The Commonwealth Games came to Brisbane in 1982, and this resulted in a massive injection of new infrastructure and sporting facilities. Then the eyes of the world turned to Brisbane in 1988 and thousands of visitors flocked to Expo 88. The subsequent birth of South Bank on the Expo site has resulted in a thriving cultural hub and Brisbane is more than matching it with its southern counterparts.

 

ABORIGINAL HISTORY

Prior to European colonisation, the Brisbane region was occupied by Aboriginal tribes, notably clans of the Yugara, Turrbal and Quandamooka peoples. The oldest archaeological site in the Brisbane region comes from Wallen Wallen Creek on North Stradbroke Island (21,430±400 years before present), however, settlement would likely occurred well prior to this date.

 

The land, the river and its tributaries were the source and support of life in all its dimensions. The river's abundant supply of food included fish, shellfish, crab, and prawns. Good fishing places became campsites and the focus of group activities. The district was defined by open woodlands with rainforest in some pockets or bends of the Brisbane River.

A resource-rich area and a natural avenue for seasonal movement, Brisbane was a way station for groups travelling to ceremonies and spectacles. The region had several large (200–600 person) seasonal camps, the biggest and most important located along waterways north and south of the current city heart: Barambin or 'York's Hollow' camp (today's Victoria Park) and Woolloon-cappem (Woolloongabba/South Brisbane), also known as Kurilpa. These camping grounds continued to function well into historic times, and were the basis of European settlement in parts of Brisbane.

 

TOWN PLAN

Buildings were constructed for the convict settlement, generally at right angles to the river's shoreline in the direction of Queen Street, and along the shoreline south-east of today's Victoria Bridge. The outstanding surviving building is the Commissariat Store (1828-29), originally two storeys, in William Street. The street layout, however, developed from a thoroughfare from the river's edge running north-east to the prisoners' barrack near the corner of today's Queen and Albert Streets. When a town survey was done in 1840 that thoroughfare was chosen as the main street – Queen Street – and the grid pattern of square blocks moved out from the Queen Street axis. There were several versions of the town survey. The proposed streets varied in width from 20 to 28 metres but Governor Gipps, anticipating an inauspicious future for the settlement, trimmed them back to the lesser figure. Streets running parallel to Queen Street were named after British and related royalty, among them Queen Mary II, Queen Charlotte (wife of George III) and Queen Adelaide (wife of William IV). William, George, Albert and Edward Streets, running at right angles, had similar royal antecedents. Creek Street's position approximated the course of a minor stream, Wheat Creek.

 

The town survey occurred about three years after a select committee of the British Parliament had concluded that transportation had ceased to deter crime and, in any event, was tainted with inhumanity. By 1839 Moreton Bay was being transformed from a convict settlement to a free settlement, and in July 1842 the first sales of Brisbane land took place in Sydney. Nearly 60 allotments, each of 36 perches, in North and South Brisbane were offered. Twelve months later blocks in Kangaroo Point were sold. Little care was taken to reserve land or space along the river's edge for public purposes, but the government farm at the south-east end was kept and in time became the botanic gardens.

 

OUTER SETTLEMENTS

The scatter of urban land sales detracted from North Brisbane's role as a central place in Moreton Bay. Wharves were set up on both sides of the river, and there was an Ipswich-Cleveland 'axis' backed by rural interests which wanted the administrative centre and a port at those places. Probably it was the building of a customs house in 1849 on the river in North Brisbane which had a decisive effect: wharf interests moved, to be closer to the customs house, which in turn influenced the location of warehouses and merchandising. South Brisbane remained at a disadvantage until a permanent Victoria Bridge (1874) replaced ferry crossings.

 

Four years after the first land sales North and South Brisbane's populations were 614 and 346 respectively. The town was nothing much to look at: convict buildings were dilapidated, new structures had been roughly built and mainly it was the steady inflow of new inhabitants which held the best prospects for improvement. A Catholic school had been opened in 1845 and the Moreton Bay Courier weekly newspaper began publication in 1846, but it was not until the end of the decade that noticeable civic amenities emerged. Coinciding with the arrival of the Fortitude immigrants in 1849 (who were settled outside the town boundary, north of Boundary Street), an Anglican school was opened and a Wesleyan church built in Albert Street. A school of arts was established, moving into its own hall in Creek Street in 1851. Regular postal deliveries were introduced in Brisbane in 1852.

During the 1850s most Churches constructed substantial buildings: St Stephens Catholic in Elizabeth Street (1850), St Johns Anglican, William Street, Presbyterian, Ann Street (1857) and Baptist, Wharf Street (1859). There were three ferry services, to South Brisbane, Kangaroo Point and the 'middle' service from Edward Street, also to Kangaroo Point. The Brisbane Municipal Council was proclaimed, just before colonial self-government, in 1859.

 

There had been land sales well beyond the town boundaries, but in the early 1860s allotments were cut up for working-class cottages in Spring Hill, Petrie Terrace and Fortitude Valley. In 1861 a census recorded over 8000 people in Brisbane and another 5000 in adjoining areas. An Ipswich to Brisbane telegraph began operation and the unused convict windmill (1828) up in Wickham Terrace was converted to a signal station with a time ball.

 

TOWN IMPROVEMENTS

Municipal improvements were brought in with improved town lighting from the Brisbane gas works (1864) in Petrie Bight, north of the customs house, and the widely felt need for recreation space was officially recognised by a survey of Yorks Hollow (where the Fortitude migrants had been sent) for Victoria Park. Progress there was slow, with the council using the site for sewage disposal until 1886. Fires rid parts of Queen Street of time-worn commercial buildings in 1864, clearing the way for better structures built under the supervision of fire-protection bylaws. The council also found the need to divide its area into four wards, expanding it into six in 1865 (East, West, North, South, Valley and Kangaroo Point). The council also expanded to a new town hall in Queen Street (1866), by when a short-lived bridge to South Brisbane (1865-67) was in operation. The water supply ponds were hopelessly inadequate, and in 1866 a supply from Breakfast Creek, Enoggera, was turned on.

 

Gympie gold (1867) brought prosperity to the colony, but the rural-dominated legislature spent the money outside Brisbane, a prime example being the Darling Downs railway to Ipswich (1867) with the intent of having a port on the Bremer River. Legislative shenanigans could not stop the growth of the capital city's population (15,000 in 1871, 23,000 in 1881) nor that of the adjoining suburbs. Brisbane's 1881 population of 23,000 included South Brisbane. Ten years later, after South Brisbane had been made a separate municipality in 1887, their combined populations were 49,000. By 1891 Brisbane and suburbs had a population of over 100,000.

 

With population and export income from gold there came pressure for public buildings appropriate to the town's growing prosperity. The first of them was the general post office in Queen Street (1872), followed by the government printing office (1874) near the Commissariat Store in William Street. A torrent came in the 1880s, with the Queensland National Bank at the corner of Queen and Creek Streets, the Margaret Street Synagogue, Finney Isles Big Block emporium in Adelaide Street, and in 1889 the new Customs House, the Treasury Building in William Street and the Ann Street Presbyterian church. The legislature aspired to grandeur quite early, in 1868, with its Parliament House near the botanic gardens.

 

TRAINS AND TRAMS

The Ipswich railway line was joined to Brisbane by a bridge across the river at Chelmer and Indooroopilly in 1876. Ten years later a line to the South Coast was under construction, but the lines were at first organised with rural freight rather than suburban passengers in mind. Suburban transport services started with a horse tram out to New Farm (1885-86), and across the Victoria Bridge to West End. Electric powered trams began in 1887. Central Brisbane was crossed by a Queen Street tram, connected to termini at Newstead, West End and Logan Road at Buranda. The main shopping centre was around Queen, George and Adelaide Streets, competing with Brunswick and Wickham Streets in Fortitude Valley. The south side had shopping at Five Ways, Woolloongabba, and at South Brisbane, although the latter declined after the 1893 floods.

 

Northside tram lines from Red Hill, Kelvin Grove, Clayfield and Hamilton were opened during 1897-1902, coming into the city via Edward Street in most cases. By 1890 there were also suburban railway lines, to Sandgate via Nundah (1882), to Enoggera and to Cleveland (1889). Brisbane Central station (1889) brought northside travellers right into Brisbane, as before then the Sandgate line had ended at Roma Street via a cost saving line through Victoria Park. The line to Brisbane Central station also passed through busy Fortitude Valley.

With the addition of a tram line to Lutwyche and Kedron in 1913 the pressure of traffic led to the construction of a line along Adelaide Street (1915), which in turn required the Council to widen Adelaide Street by four metres between George and Creek Streets in 1922-23.

 

HOUSE SIZES

Since 1885 minimum house allotments had been set at 16 perches (10m x 40m). Residents could therefore look forward to more airy, spacious houses outside the city and its adjoining suburbs such as Spring Hill and Petrie Terrace. The better-off population invariably sought out the higher ridges on elevated sites overlooking the river, making Hamilton (with a tram in 1899) one of the most sought after suburbs. It was the new upper-working and middle-class suburbs, however, that showed the change most clearly.

 

CENTRAL CITY SHOPPING

Central Brisbane had grand department stores, Finney Isles, and Allan and Stark, but not as many as Fortitude Valley. A third one came later in George Street, near the Roma Street railway station: McDonnell and East built a low-rise emporium there in 1912. Commercial and government buildings, usually of a modest height, sometimes had a massive footprint. An exception to the prevailing height practice was the Queensland (later Commonwealth) Bank administration building of eight storeys at the corner of George and Elizabeth Streets (1920) clad with sandstone and granite. The CML building, next to the GPO, went to the legal limit of 11 storeys in 1931 and was exceeded in height only by the Brisbane City Hall tower (1930).

 

The changing commercial centre was thought to need a distinctive civic space and an Anzac Square was proposed in 1915. It was completed in 1930, coinciding with the City Hall and the construction of a second bridge out of the city, across the river to South Brisbane. Named after William Jolly, first Lord Mayor of the amalgamated Brisbane Metropolitan Council (1925), the bridge was opened in 1932. A third bridge was opened in 1940 from the other (eastern) end of the city across to Kangaroo Point. Neither bridge had trams, but each integrated with the metropolitan council's planned arterial road system.

 

The opening of the Story Bridge was followed by 20 years of building quietude in central Brisbane. The war and postwar recovery explains part of the inactivity, but central Brisbane made do with its prewar building stock during the 1950s. Suburban expansion was the focus of activity, exemplified by Allan and Stark building a drive-in shopping centre at Chermside in 1957. Another change was the removal of the wholesale food market from Roma Street to Rocklea in 1962.

After recovery from the 1961 credit squeeze, commercial pressure and interstate example succeeded in raising the building height limit. The Pearl Assurance building (1966) at Queen Street was 15 storeys and the Manufacturers Mutual Insurance building (1967), also in Queen Street, was 22 storeys. The SGIO building (1970) in Turbot Street was an even more significant structure.

 

A lack of building activity in central Brisbane in the 1950s did not detract from its role as a retailing destination. Central city shopping boomed while there were low postwar car ownership and strong radial public transport services. The 1953 retail census for metropolitan Brisbane showed that the city and inner suburbs (Fortitude Valley, Bowen Hills, South Brisbane etc) had 74% of total retail sales.

 

OFFICES AND SHOPS

Set against the decline in retailing was the growth in high-rise office and commercial buildings. By the late 1980s central Brisbane had about 1.75 million sq metres of office space, ten times the amount of retail floor space. Its share of metropolitan office space was over 70%, and fringe areas such as Spring Hill, Fortitude Valley, Milton and Woolloongabba had another 25%. The change in Brisbane's skyline was evident from across the river, an example being the view from Kangaroo Point to the Riverside Centre office building (1987) at Eagle Street. The eastern commercial end of Ann, Adelaide and Queen Streets began to resemble the closed in narrow streets of Sydney's office precinct.

In contrast to office high rise, the Queen Street retailing centre has kept many of its old buildings. The facades are partly concealed by pedestrian mall shade sails and other structures, but the shops and arcades generate plenty of activity. The most significant addition was the Myer Centre (1988) with eight cinemas and 200 other stores, bounded by Queen, Albert and Elizabeth Streets. It replaced Allan and Stark (Queen Street, opposite side) and McWhirters, Fortitude Valley, which had both been taken over by Myer several years before. When opened, the Myer Centre's retail floor area was nearly 108,000 sq m, 26% more than the largest competing regional drive-in centre, at Upper Mount Gravatt.

 

PARKS AND RESIDENTS

By the 1960s the growth of metropolitan population and motor traffic was putting central Brisbane's streets under strain. All three river bridges fed into the central business district, although the Centenary Bridge (1960) at Jindalee gave temporary relief. Closer in, relief came in 1969 with the widening of the Story Bridge approaches, and the opening of the fourth Victoria Bridge, often known as the Melbourne Street Bridge. The Riverside Expressway was completed in 1976, a close-in ring road along the western edge of central Brisbane, from Victoria Bridge to the new Captain Cook Bridge, and leading to the south-eastern suburbs. The Expressway decisively altered the appearance of Central Brisbane. The tram crossing had ceased to function when trams were replaced by buses, but a railway crossing came very belatedly with the Merivale Bridge, linking South Brisbane and Roma Street stations in 1978. Prior to that the lines from Beenleigh and Cleveland and the trunk standard gauge from Sydney terminated at the South Brisbane station.

Roma Street had been the site of the wholesale food market, and for decades the land had remained under-used. The central city had incrementally added open spaces to its fabric – King George Square enlarged in 1975 and the Post Office Square opened in 1984 – and in 2001-03 the largest addition, the 16 ha Roma Street Parkland was completed.

 

Along with Albert Park and Wickham Park, the Parkland gives inner city residents generous open space. The residential population of central Brisbane, however, changed little between 1981 and 2001. The inner city (approximately between Ann and Elizabeth Streets) had just 45 dwellings in 1981 and 689 in 2001. The resident populations for the respective years were 1174 and 976, a decrease. Apartments had replaced boarding houses and rooms. The rest of central Brisbane (including Petrie Terrace) also saw an increase in dwellings (758 to 1282) and a decrease in population (3511 to 1797). Single person apartments had increased, multi-person dwellings had decreased and some of each were not lived in full time, often being held for prospective capital gain. The boom in apartment building from 2001 has added thousands of apartments, many rented by overseas students.

 

The distinctive features of twenty-first century Brisbane are its increasing resemblance to other capital city office precincts, with forecourts, sub-tropical decorative plants and outdoor cafes. Queen Street's signature silver bullet trams last ran in 1969, but the street's unusual width (Andrew Petrie apparently persuaded Governor Gipps on this point) has provided for a signature shopping mall with generous outdoor seating and dining areas. Out of the central retail area elegant sandstone government and commercial buildings have survived, surely an iconic architectural form. Some buildings have removed their clerks and accountants, substituting hotel patrons, tourists and casino visitors. The historic customs house was purchased by The University of Queensland from the federal government, and includes meeting, dining and gallery space. The City Hall (1930), once the tallest building, has been dwarfed by surrounding skyscrapers, so its clock tower no longer affords a commanding view over Central Brisbane. In 2008 the Brisbane City Council agreed to underpin City Hall which was in danger of gradual sinking on inadequate foundations.

 

The gothic-style St Johns Anglican Cathedral, commenced in 1901-06, was finally completed in 2009. Bounded by Ann and Adelaide streets, the cathedral roof and other buildings sustained extensive damage in a storm in 2014.

 

Source: en.wikipedia.org/wiki/Brisbane & www.visitbrisbane.com.au/information/about-brisbane/histo... & queenslandplaces.com.au/brisbane-central

 

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1990 heralded a new decade with momentous change and significant events unfolding internationally and at home in Queensland. German reunification was achieved following the ‘fall’ of the Berlin Wall in November 1989. The Baltic states of Lithuania, Latvia and Estonia in turn declared their independence from the Soviet Union. Nelson Mandela was released after 27 years of imprisonment in South Africa, and Margaret Thatcher resigned as Prime Minister of the United Kingdom after more than 11 years in office. British computer scientist Tim Berners-Lee created the first web server and web browser, and the Hubble Space Telescope was launched from the space shuttle ‘Discovery’.

 

The Australian Labor Party’s federal election campaign was launched in Brisbane in early March before Prime Minister Bob Hawke’s government was returned later that month for a historic fourth term. Andrew Peacock resigned the leadership of the federal Liberal Party after the election defeat and was replaced by Dr John Hewson. Earlier in March, the Aboriginal and Torres Strait Islander Commission (ATSIC) was founded. The inaugural Cape York Aboriginal Land Conference took place at Lockhart River in September, leading to the formation of the Cape York Land Council.

 

The nation’s first women Premiers were sworn into office this year, firstly Western Australia’s Carmen Lawrence in February followed by Victoria’s Joan Kirner in August. On the day of Kirner’s swearing in, the Hawke government announced Australia would join the international naval blockade of Iraq in the Persian Gulf. A specially convened ALP national conference in September endorsed the privatisation of Qantas and other assets, ahead of deregulation of the domestic aviation market in November. Near that month’s end, Treasurer Paul Keating declared Australia was enduring “the recession we had to have”.

 

The 1990s was a decade of transformation as infrastructure connected the state, the Internet changed how we worked and Agro was a prime-time star. These photographic highlights come from a collection of thousands of images captured by Transport and Main Roads, documenting the plans, programs and growth of Queensland throughout the decade.

 

Find this series in our catalogue: www.archivessearch.qld.gov.au/series/S20086

 

The Transport and Main Roads Visual Resource Library collection contains over 200.000 photographs and other resources from the 1920’s to 2005 from the many and varied road, transport and maritime departments over that time. It is mostly the work of the Photographic Branch and Graphic Reproduction Services Unit between the 1930s and the 1990s. Photographers Les Dixon, Bob Reid, Ian Williams, Murray Waite and Ray Burgress recorded works and events of the Department.

 

Subjects covered include road construction projects, environmental science, road fittings, public transport and road users, people at work, community engagement, official openings, sod turnings, new structures (bridges, dams and Queensland University), awards, department initiatives, safety campaigns, exhibitions and displays.

 

Waiting around outside of the Hull Royal Infirmary gave me this unique chance to sample some of the new route arrangements that came into force effective Monday... which will all probably come to nothing with this new lockdown in force likely through the winter. But hey! The 155 is dead, long live the 55! The old route, having existed long since the days of second-hand VRs, has now dropped a number and will go via two business parks, although it no longer will serve Hessle. At least, that's what the official website says. It's somewhat strange to think that a westward route with sisters heading to South Cave, Swanland and the like is now cozily numbered before the eastward 56 and cross-city 57, but ah, route numbers don't mean much. I wish the company good luck with the new 55 - to be honest, I see this one as the more successful one.

 

Serving on one of the few less-obvious new routes introduced to the Hull bus network last Monday, East Yorkshire's 749, a 2009 Volvo B9TL Wright Eclipse Gemini, is seen here operating on the new 55 to Hull Interchange.

 

DISCLAIMER: Photo was taken while waiting on an hour-long hospital appointment to finish. I was not able to stay home to wait it out, so I therefore consider the short walk to and from the hospital my only exercise of the day. I did not make any contact with any other people, and I left for home as soon as we could following the appointment. Barring any possible walk over the weekend, I do not intend to go as far as I did today until this lockdown is over.

Marksman is a British anti-aircraft weapon system developed by Marconi, consisting of a turret, a Marconi Series 400 radar and two Swiss 35mm Oerlikon automatic cannons. It is similar to the German Gepard system in terms of engine performance, ammunition carried and effective range of the ammunition.

 

The turret could be adapted to many basic tank chassis, creating a self-propelled anti-aircraft gun (SPAAG). It is seen here on display at the Farnborough Air Show in 1988, mounted atop an M48 tank chassis.

 

The only known major operator of the system to date is the Finnish Army, which ordered seven units in 1990. The turrets were fitted on Polish T-55AM tank chassis. The system is known as the ItPsv 90 in Finnish service (Ilmatorjuntapanssarivaunu 90, Anti-Aircraft tank 90, the number being the year the tank entered service). It is considered a very accurate anti-aircraft artillery (AAA) system, having a documented hit percentage of 52.44%.

 

In 2010, the Marksman systems in service in Finland were moved to wartime reserve storage. In 2015 work began to install the system on the Leopard 2A4 chassis in order to make up for the loss of mobile anti-aircraft coverage when the Marksman was originally retired. The new Leopard 2 Marksman is to enter service in 2016.

 

The M48 Patton is a main battle tank (MBT) designed in the USA and was a further development of the M47 Patton tank. Some 12,000 were built between 1952 and 1959. The M48 Patton was in US service until replaced by the M60 and served as the US Army and USMC's primary battle tank in South Vietnam during the Vietnam War.

 

Some 1,800 M48s still remain in active service with a variant of militaries. Multiple variants have resulted in bridgelayers, flamethrowers, bulldozers and armoured recovery vehicles, as well as SPAAGs.

  

圖片出處 www.dpreview.com/news/0809/08091705canon_5dmarkII.asp

 

List price

(body only) • US: $ 2,699

• EU: € 2,499

• UK: £ 2,299

List price

(EF 24-105 L kit) • US: $ 3,499

• EU: € 3,299

• UK: £ 3,049

Body material Magnesium alloy

Sensor * • 36 x 24 mm CMOS sensor

• Full 35 mm size frame

• RGB Color Filter Array

• Built-in fixed low-pass filter (with self-cleaning unit)

• 22.0 million total pixels

• 21.1 million effective pixels

• 3:2 aspect ratio

Lenses • Canon EF lens mount (does not support EF-S lenses)

• No field of view crop (1.0x)

Dust reduction • "EOS Integrated Cleaning System"

• Self-cleaning sensor unit (filter in front of sensor vibrates at high frequency at start-up and shutdown - can be disabled)

• Dust Delete Data - Data from a test shot is used to 'map' dust spots and can be later removed using Canon DPP Software

Image processor * DIGIC 4

A/D conversion 14 bit

Image sizes (JPEG) * • 5616 x 3744 (21.0 MP)

• 4080 x 2720 (11.1 MP)

• 2784 x 1856 (5.2 MP)

Image sizes (RAW) * • 5616 x 3744 (21.0 MP)

• 3861 x 2574 (10.0 MP)

• 2784 x 1856 (5.2 MP)

File formats * • RAW (.CR2; 14-bit)

• JPEG (EXIF 2.21) - Fine / Normal

• RAW + JPEG (separate files)

• sRAW1, sRAW2 (see above) *

  

Auto focus • 9-point TTL CMOS sensor

• 6 "Invisible Assist AF points"

• All points cross-type for lenses of F5.6 or faster

• Center point additionally sensitive with lenses of F2.8 or faster

• AF working range: -0.5 - 18 EV (at 23°C, ISO 100)

Focus modes • One shot AF

• AI Servo AF

• AI Focus AF

• Manual focus

AF micro adjustment * • Adjust all lenses by same amount (effectively body adjustment)

• Adjust up to 20 lenses individually

 

AF point selection • Auto

• Manual

Predictive AF • As close as 8 m (with 300 mm F2.8L lens at 50 kph)

AF assist No (only with external flash)

Metering • TTL full aperture metering 35 zone SPC

• Metering range: 1.0 - 20 EV

Metering modes • Evaluative 35 zone (linked to any AF point)

• Partial (8% at center)

• Spot metering (approx. 3.5% at center)

• Center-weighted average

 

AE lock • Auto: One Shot AF with evaluative metering

• Manual: AE lock button

Exposure compensation • +/-2.0 EV

• 0.3 or 0.5 EV increments

Exposure bracketing • +/- 2.0 EV

• 0.3 or 0.5 EV increments

Sensitivity * • ISO 100 - 6400

• 0.3 or 1.0 EV increments

• Auto ISO (100-3200)

• Expansion options:

ISO 50 (L1)

ISO 12800 (H1)

ISO 25600 (H2)

 

Shutter • Focal-plane shutter

• 150,000 exposure durability

• 30 - 1/8000 sec

• 0.3 or 0.5 EV increments

• Flash X-Sync: 1/200 sec

• Bulb

Aperture values • F1.0 - F91

• 0.3 or 0.5 EV increments

• Actual aperture range depends on lens used

White balance • Auto

• Daylight

• Shade

• Cloudy

• Tungsten

• Fluorescent

• Flash

• Custom

• Kelvin (2500 - 10000 K in 100 K steps)

WB bracketing • +/-3 levels

• 3 images

• Blue / Amber or Magenta / Green bias

WB shift • Blue (-9) To Amber (+9)

• Magenta (-9) to Green (+9)

Picture style • Standard

• Portrait

• Landscape

• Neutral

• Faithful

• Monochrome

• User def. 1

• User def. 2

• User def. 3

Custom image parameters • Sharpness: 0 to 7

• Contrast: -4 to +4

• Saturation: -4 to +4

• Color tone: -4 to +4

• B&W filter: N, Ye, Or, R, G

• B&W tone: N, S, B, P, G

Image processing options * • Highlight tone priority

• Auto lighting optimizer (4 settings)

• Long exposure noise reduction

• High ISO noise reduction (4 settings)

• Auto correction of lens peripheral illumination (vignetting)

  

Color space • sRGB

• Adobe RGB

Viewfinder * • Eye-level pentaprism

• 98% frame coverage

• Magnification: 0.71x (-1 diopter with 50 mm lens at infinity)

• Eyepoint: Approx. 21 mm

• Interchangeable focusing screen (3 other types optional)

• Dioptric adjustment: -3.0 to +1.0 diopter

Mirror • Quick-return half mirror (transmission:reflection ratio 40:60)

• Mirror lock-up (once or multiple exposures)

Viewfinder info * • AF information:

AF points

Focus confirmation light

• Exposure information:

Shutter speed

Aperture value

ISO speed (always displayed)

AE lock

Exposure level/compensation

Spot metering circle

Exposure warning

AEB

• Flash information:

Flash ready

High-speed sync

FE lock

Flash exposure compensation

• Image information:

White balance correction

CF card information

Monochrome shooting

Maximum burst (2 digit display)

Highlight tone priority (D+)

 

LCD monitor * • 3.0 " TFT LCD

• 920,000 pixels

• Automatic 3 level brightness adjustment plus 7 manual levels

• 170 ° viewing angle

• Dual anti-reflection ('Clear View')

LCD Live view * • Live TTL display of scene from CMOS image sensor

• 100% frame coverage

• 30 fps

• Real-time evaluative metering using CMOS image sensor

• Best view or exposure simulation

• Silent mode

• Grid optional (x2)

• Magnify optional (5x or 10x at AF point)

• Three AF modes - Live mode / Quick mode / Face Detection

• Live histogram (Luminance or RGB)

• Remote live view using EOS Utility 2.0 (via USB or WiFi/Ethernet using WFT)

 

Movie recording * • Available optionally during Live view mode

• 1920 x 1080 (16:9) up to 12 mins (Quicktime 1080p H.264; 38.6 Mbits/sec)

• 640 x 480 (4:3) up to 24 mins (Quicktime 480p H.264; 17.3 Mbits/sec)

• Max file size 4 GB

• Quicktime MOV format (H.264 video, PCM sound)

• 30 fps

  

Record review • Off

• On (histogram via INFO button)

• Display mode same as last used Play mode

• 2 / 4 / 8 sec / Hold

Playback modes 1. Single image with exposure, file number, storage slot

2. As 1 but also image count and quality

3. Detailed exposure information, thumbnail and luminance histogram

4. Less detailed exposure info., thumbnail, luminance and RGB histograms

  

Playback features • Optional blinking highlight alert

• Optional AF point display

• Magnified view (up to 10x)

• 2x2 or 3x3 thumbnail index

• Jump (by 1, 10, 100 images, screen, date, folder, movies, stills)*

• Delete / Protect

Flash • No built-in flash unit

• E-TTL II auto flash / metered manual

• Flash compensation +/-2.0 EV in 0.3 or 0.5 EV increments

• X-Sync: 1/200 sec

• Hot-shoe & PC Terminal

 

External flash • E-TTL II auto flash with EX-series Speedlites

• In-camera flash configuration (currently only 580 EX II)

• Wireless multi-flash support

• PC Sync

Shooting modes • Auto

• Creative Auto *

• Program AE (P)

• Shutter priority AE (Tv)

• Aperture priority AE (Av)

• Manual (M)

• Custom 1

• Custom 2 *

• Custom 3 *

  

Drive modes • Single

• Continuous: 3.9 fps *

• Self-timer: 2 or 10 sec (2 sec with mirror lock-up)

 

Burst buffer • Large/Fine JPEG: 78 frames (310 with UDMA card) *

• RAW: 13 frames *

Orientation sensor Yes

Auto rotation • On (recorded and LCD display)

• On (recorded only)

• Off

Custom functions * 25 custom functions with 71 settings in 4 groups

Menu languages * • 25 Languages

• English, German, French, Dutch, Danish, Portuguese, Finnish, Italian, Norwegian, Swedish, Spanish, Greek, Russian, Polish, Czech, Hungarian, Romanian, Ukrainian, Turkish, Arabic, Thai, Simplified Chinese, Traditional Chinese, Korean and Japanese

 

Firmware User upgradable

Portrait grip • Optional WFT-E4 (WiFi / LAN / USB mass storage)

• Optional BG-E6 battery grip

Connectivity * • USB 2.0 Hi-Speed

• AV out (video & audio *)

• HDMI connector *

• Microphone input *

• PC Sync flash terminal

• Communication terminal on base for WFT-E4

• InfraRed *

 

Storage * • Compact Flash Type I or II (inc. FAT32)

• Supports UDMA cards *

• Copyright metatag support

• Canon Original Data Security Kit supported ("Original Image Data")

Power * • Lithium-Ion LP-E6 rechargeable battery (supplied & charger)

• CR1616 for date & settings

• Approx. 850 shots at 20°C

• Battery indication 6 levels & percentage (memorized)

Dimensions * 152 x 114 x 75 mm (6.0 x 4.5 x 2.9 in)

Weight * • No battery: 810 g (1.8 lb)

Accessories • Viewfinder: Eyecup Eb, E-series Dioptric Adjustment Lens with Rubber Frame Eb, Eyepiece Extender EP-EX15, Focusing Screens Eg, Angle Finder C

• Wireless File Transmitter WFT-E4

• Battery Grip BG-E6

• All EF lenses (excludes EF-S lenses)

• Canon Speedlites (220EX, 380EX, 420EX, 430EX, 430EX II, 550EX, 580EX, 580EX II, Macro-Ring-Lite, MR-14EX, Macro Twin Lite MT-24EX, Speedlite Transmitter ST-E2)

• Remote control with N3 type contact, Wireless Controller LC-5, Remote Controller RC-1, Remote Controller RC-5

• Original Data Security Kit OSK-E3

  

The new Separatist strategy is very effective...

 

This is my first attempt at a single pane star wars funny. In other news my light box is working again! :)

The unique N&W private crossing signal.

Effective focal length is approx 18m with a f stop of 90, shot at 1/50th with an iso of 12,800

57 stitched photos, not full frame as I am just experimenting so resized.

 

Location:Pontefract, United Kingdom

 

Latitude: 53° 36' N

Longitude: 1° 16' W

 

Age of Moon: 7.1 days old

Azimuth:201° 00'05"

Altitude:44° 19'25.4"

RA (J2000): 2h 31m 23.91s

Dec (J2000): +9° 34'12.4"

 

Distance from observer: 395862.567 km

Apparent magnitude: -10.74

Disk illumination: 47.1%

Security Specialists of the Trauma Team Squad. Trauma Team is a one of the Cyberpunk corporations. Expensive but effective.

Day 158-365 - Old Blackberry Photo Re-Edit

 

Instead of a new photo tody ive decided to see what i can do with an old camera phone photo, this one was taken with a Blackberry 8900 (3.2mp), it is of my old car (which i do miss but only covered 6000 miles in it in the seven years i owned it!. thats how practical it was - and forget transporting any camera gear in it!.

 

Just goes to show that a simple camera phone is effective under limited circumstances.

 

My Website

My Blog

My Facebook

My Twitter

My Tumblr

Myspace

 

A tutorial which looked pretty effective and retro which I would really like to incorporate in some of my work, and have been meaning to try it out for some time, finally came round to it. This is the outcome. All credits to Abduzeedo for the tutorial. Link below.

 

The Halberstadt CL.IV was one of the most effective ground attack aircraft of the First World War. It appeared on the Western Front towards the end of the German offensives in 1918. Flights of four to six aircraft flew close support missions, at an altitude of less than one hundred feet, suppressing enemy infantry and artillery fire just ahead of the advancing German troops. After these late German offensives stalled, Halberstadt CL.IVs were used to disrupt advancing Allied offensives by striking at enemy troop assembly points.

 

The Halberstadt CL.IV performed well in combat as a low-level attack airplane, relying on its good maneuverability to avoid ground fire. When not on close support or ground attack missions, it was used as a standard two-seat fighter for escort work. Towards the end of the war, on bright, moonlit nights, CL.IV squadrons attempted to intercept and destroy Allied bombers as they returned from their missions. Night sorties against Allied airfields were also made with the CL.IV.

 

The source of the NASM airplane was a collection of Halberstadt CL.IV aircraft and spare parts obtained shortly after the First World War by Paul Strähle, a former fighter pilot who had served with Jagdstaffel 18. In 1919, he acquired three complete surplus Halberstadt CL.IVs, spare parts, engines, and three additional fuselages. He intended to use the Halberstadts as a nucleus of a civilian passenger transport service called Luftverkehr Strähle. Under the terms of the Treaty of Versailles, these aircraft and spares were initially confiscated by the Inter-Allied Control Commission, but later were sold back to Strähle and assigned civil registration. The first of the three complete airplanes was reassembled and flight operations began in 1921. This Halberstadt was put on public display in Germany in the 1960s. One of the other aircraft was sold in 1924, and the third was flown by Strähle until 1938. This Halberstadt, along with all of the spare parts and fuselages still in Strähle's possession, were put in storage at that time.

 

In the 1982, Strähle sold the one remaining complete Halberstadt and the spare parts and components to Ken Hyde and Stan Parris of Warrenton, Virginia. They in turn traded all the Halberstadt equipment to the United States Air Force Museum for six surplus North American T-28 trainers in 1984. In addition to the one complete airframe, there were sufficient parts to assemble two more Halberstadts. The National Air and Space Museum had earlier expressed interest in the Halberstadt collection, one of the fuselages in particular, because it had flown in combat during the First World War and it still retained its original German camouflage paint. The fuselage, serial number 8130, was later determined to have been built under license by L.F.G. (Roland), making it even more rare and valuable. In October 1984, the U.S. Air Force Museum donated to NASM the historically significant fuselage and a set of wings, a tail section, and a large number of other spare parts.

 

In 1987, author and World War I aviation authority, Peter M. Grosz, working on behalf of the Museum fur Verkehr and Technik (MVT), later renamed the Deutches Technikmuseum, in Berlin, suggested a cooperative arrangement by which MVT would restore all three Halberstadts: the NASM example and the two airframes still in the possession of the U.S. Air Force Museum. In return, MVT would keep one of the Air Force Museum aircraft for its own collection. An agreement between the parties was struck, and in February 1989 the Halberstadts were prepared for shipment to Germany. The restoration of NASM's Halberstadt CL.IV was completed by MVT in June 1991. Source: airandspace.si.edu/collection-objects/halberstadt-cliv?ob...

 

© 2017 Skip Plitt Photography, All Rights Reserved.

 

This photo may not be used in any form without permission from the photographer. None of my images are in the Creative Commons. If you wish to use one of my images please contact me at: skipplittphotography@gmail.com

 

Todos los derechos reservados. Esta foto no se puede utilizar en cualquier forma sin el permiso del fotógrafo.

"Someday there will be someone who will love everything about you, even the parts that you don't even like yourself" - SDBWQ

 

Copyright © sundeepkullu.com All rights reserved.

The Stock samples of SDBWP SunDeep Bhardwaj World Photography in flickr Photostream cannot be Copied,Distributed,Published or Used in any form,full or in part,or in any kind of media without prior permission from Sundeep Bhardwaj the owner of these images.Utilization in other websites,intenet media,pages,blogs etc without written consent is PROHIBITED.

 

The images are also available for licence through GETTY IMAGES or directly by contacting Sundeep Bhardwaj @

 

For any direct correspondance with me contact me on

www.facebook.com/sundeephimachal (Primary) or

www.facebook.com/SundeepBhardwaj (Secondary)

www.facebook.com/sundeepkullu (Tertiary).

E-mail me on

sb@sundeepkullu.com (Primary) or

wittysam@gmail.com (Secondary) or

admin@phototube.co (For Photo Tube . Co related) or

enquiries@himachalculturalvillage.com (For Himachal Cultural Village . Com related).

 

INDIA ROAMING AND HIMACHAL +91 9816499629 (Please drop me a SMS message)

WORLD ROAMING +974 55344547 (I prefer all correspondances on facebook as i am still on my World Tour which i started 5 years before and may be in some other country.Will definately contact back whenever next to internet or reply by SMS)

 

These are reduced sized pictures.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.

 

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copyright 2011 © sundeepkullu.com

Developer - phototube.co

Affiliation - himachalculturalvillage.com

 

HIGH RESOLUTION images on sundeepkullu.com WORLD IS MY STUDIO This picture is LOW RESOLUTION for web compatibility **Sorry Guys i have deleted most of my pictures from facebook due to copyright infringement by parties not authorised by me.But i have made a flash website for exibiting my Photostories Do visit sundeepkullu.com

 

And alternatively my pictures can be see in better resolutions on

www.flickr.com/photos/wittysam or

fFULL SCREEN SLIDE SHOW www.flickr.com/photos/wittysam/show

www.flickr.com/photos/wittysam/collections/

 

***DO NOT COMMENT ON FACEBOOK AS I DO NOT USE IT FOR STOCKING MY PHOTOS.

 

Link to my Flickr Photostream where you can comment flickr.com/photos/wittysam

  

Lahaul and Spiti district

 

The district of Lahaul-Spiti in the Indian state of Himachal Pradesh consists of the two formerly separate districts of Lahaul and Spiti. The present administrative centre is Keylong in Lahaul. Before the two districts were merged, Kardang was the capital of Lahaul, and Dhankar the capital of Spiti.

 

Kunzum la or the Kunzum Pass (altitude 4,551 m; 14,931 ft) is the entrance pass to the Spiti Valley from Lahaul. It is 21 km from Chandra Tal.[1] This district is connected to Manali through the Rohtang Pass. To the south, Spiti ends 24 km from Tabo, at the Pare chu gorge where the road enters Kinnaur and joins with National Highway No. 22.[2]

 

The two valleys are quite different in character. Spiti is more barren and difficult to cross, with an average elevation of the valley floor of 4,270 m (14,009 ft). It is enclosed between lofty ranges, with the Spiti river rushing out of a gorge in the southeast to meet the Sutlej River. It is a typical mountain desert area with an average annual rainfall of only 170 mm (6.7 inches).[3]

 

Flora and fauna

   

Lahaul valley in winter

  

Mountain peak in Lahaul and Spiti district

The harsh conditions of Lahaul permit only scattered tufts of hardy grasses and shrubs to grow, even below 4,000 metres. Glacier lines are usually found at 5,000 metres.

 

Animals such as yaks and dzos roam across the wild Lingti plains. However, over-hunting and a decrease in food supplies has led to a large decrease in the population of the Tibetan antelope, argali, kiangs, musk deer, and snow leopards in these regions, reducing them to the status of endangered species. However, in the Lahaul valley, one can see ibex, brown bears, foxes and snow leopards during winter.

 

[edit]People

   

Mother and child in near Gandhola Monastery. 2004

The language, culture, and populations of Lahaul and Spiti are closely related. Generally the Lahaulis are of Tibetan and Indo-Aryan descent, while the Spiti Bhotia are more similar to the Tibetans, owing to their proximity to Tibet. Fairer skin and hazel-colored eyes are commonly seen among the Lahaulis.

 

The languages of both the Lahauli and Spiti Bhutia belong to the Tibetan family. They are very similar to the Ladakhi and Tibetans culturally, as they had been placed under the rule of the Guge and Ladakh kingdoms at occasional intervals.

 

Among the Lahaulis, the family acts as the basic unit of kinship. The extended family system is common, evolved from the polyandric system of the past. The family is headed by a senior male member, known as the Yunda, while his wife, known as the Yundamo, attains authority by being the oldest member in the generation. The clan system, also known as Rhus, plays another major role in the Lahauli society.

 

The Spiti Bhutia community has an inheritance system that is otherwise unique to the Tibetans. Upon the death of both parents, only the eldest son will inherit the family property, while the eldest daughter inherits the mother's jewellery, and the younger siblings inherit nothing. Men usually fall back on the social security system of the Trans-Himalayan Gompas.

 

[edit]Lifestyle

The lifestyles of the Lahauli and Spiti Bhotia are similar, owing to their proximity. Polyandry was widely practiced by the Lahaulis in the past, although this practice has been dying out. The Spiti Bhutia do not generally practice polyandry any more, although it is accepted in a few isolated regions.

 

Divorces are accomplished by a simple ceremony performed in the presence of village elders. Divorce can be sought by either partner. The husband has to pay compensation to his ex-wife if she does not remarry. However, this is uncommon among the Lahaulis.

 

Agriculture is the main source of livelihood. Potato farming is common. Occupations include animal husbandry, working in government programs, government services, and other businesses and crafts that include weaving. Houses are constructed in the Tibetan architectural style, as the land in Lahul and Spiti is mountainous and quite prone to earthquakes.

 

[edit]Religion

 

Kunzum Pass between Lahul & Spiti

  

Ki-Gompa Spiti

Most of the Lahaulis follow a combination of Hinduism and Tibetan Buddhism of the Drukpa Kagyu order, while the Spiti Bhotia follow Tibetan Buddhism of the Gelugpa order. Within Lahoul/swangla, the Baralacha-La region had the strongest Buddhist influence, owing to its close proximity to Spiti. Lahoul/swangla has temples such as Triloknath , where pilgrims worship a certain god in different manifestations, notably in the form of Shiva and Avalokiteshvara where Udaipur is a puritan temple. This bas-relief, of marble, depicts the Buddhist deity Avalokiteshvara (the embodiment of the Buddha's compassion) in a stylized seated position; Hindu devotees take it to be Shiva Nataraj, Shiva dancing. This image appears to be of sixteenth century Chamba craftsmanship. It was created to replace the original black stone image of the deity, which became damaged by art looters. This original image is kept beneath the plinth of the shrine. It appears to be of 12th century Kashmiri provenance . Much of the art thieves are active in this remote belt because of neglected gompas and temples.

 

Before the spread of Tibetan Buddhism and Hinduism, the people were adherents of the religion 'Lung Pe Chhoi', an animistic religion that had some affinities with the Bön religion of Tibet. While the religion flourished, animal and human sacrifices were regularly offered up to the 'Iha', a term that refers to evil spirits residing in the natural world, notably in the old pencil-cedar trees, rocks and caves. Vestiges of the Lung Pe Chhoi religion can be seen in the behaviour of the Lamas, who are believed to possess certain supernatural powers.

 

The Losar festival (also known as Halda in Lahauli) is celebrated between the months of January and February. The date of celebration is decided by the Lamas. It has the same significance as the Diwali festival of Hinduism, but is celebrated in a Tibetan fashion.

 

At the start of the festival, two or three persons from every household will come holding burning incense. The burning sticks are then piled into a bonfire. The people will then pray to Shiskar Apa, the goddess of wealth (other name Vasudhara) in the Buddhist religion.

 

In the Pattan belt of the valley in Lahoul most population follows Hinduism,but counts for 14 percent of the total and they are called swanglas. The fagli festival is celebrated between February and March all over the valley. This festival is a new year festival and closely precedes beginning of tibetian and Chinese calendar. Notable is the Pattan people are the late settlers in the valley around 1500 A.D. and have broad highlights and have distinct language on the likes the central Asians,chamba, pangi, pashtoons and uyghurs. This belt is known for the convergence for chandra and bhaga rivers to form Chenab.

 

[edit]Tourism

 

Ki Gompa

The natural scenery and Buddhist monasteries, such as Ki, Dhankar, Shashur, Guru Ghantal and Tayul Gompas, are the main tourist attractions of the region.

 

One of the most interesting places is the Tabo Monastery, located 45 km from Kaza, Himachal Pradesh, the capital of the Spiti region. This monastery rose to prominence when it celebrated its thousandth year of existence in 1996. It houses a collection of Buddhist scriptures, Buddhist statues and Thangkas. The ancient gompa is finished with mud plaster, and contains several scriptures and documents. Lama Dzangpo heads the gompa here. There is a modern guest house with a dining hall and all facilities are available.

 

Another famous gompa, Kardang Monastery, is located at an elevation of 3,500 metres across the river, about 8 km from Keylong. Kardang is well connected by the road via the Tandi bridge which is about 14 km from Keylong. Built in the 12th century, this monastery houses a large library of Buddhist literature including the main Kangyur and Tangyur scriptures.

 

The treacherous weather in Lahaul and Spiti permits visitors to tour only between the months of June to October, when the roads and villages are free of snow and the high passes (Rothang La and Kunzum La) are open. It is possible to access Spiti from Kinnaur (along the Sutlej) all through the year, although the road is sometimes temporarily closed by landslides or avalanches.

 

Buddhist Monasteries in Spiti: Spiti is one of the important centers of Buddhism in Himachal Pradesh. It is popularly known as the 'land of lamas'. The valley is dotted by numerous Buddhist Monasteries or Gompas that are famous throughout the world and are a favorite of Dalai Lama.

 

Kye Monastery: Kye Monastery in Spiti is the main research center of the Buddhists in India. Near about 300 lamas are receiving their religious training from here. It is oldest and biggest monastery in Spiti. It houses the rare painting and beautiful scriptures of Buddha and other gods and goddess. You may also find rare 'Thangka' paintings and ancient musical instruments 'trumpets, cymbals, and drums in the monastery.

 

Tabo Monastery: Perched at an amazing altitude of 3050 meters, Tabo Monastery in the valley of Spiti is often referred to as the 'Ajanta of the Himalayas'. The 10th century Tabo Monastery was founded by the great scholar, Richen Zangpo, and has been declared as the World Heritage Site by UNESCO. The monastery houses more than 6 lamas and contains the rare collection of scriptures, pieces of art, wall paintings -Tankhas and Stucco.

 

Flora and fauna of Spiti Valley: The valley is blessed with the good population of snow leopards, ibex, Himalayan Brown Bear, Musk Deer, Himalayan Blue Sheep etc. which serves as the boon for the wildlife lovers. There are two important protected areas in the region that are a home to snow leopard and its prey including the Pin Valley National Park and Kibber Wildlife Sanctuary. Surprisingly, due to ardent religious beliefs, people of Spiti do not hunt these wild animals.

 

Apart from the exotic wildlife, the Valley of Spiti is also known for its amazing wealth of flora and the profusion of wild flowers. Some of the mot common species found here include Causinia thomsonii, Seseli trilobum, Crepis flexuosa, Caragana brevifolia and Krascheninikovia ceratoides. Then there are more than 62 species of medicinal plants found here.

 

Adventure activities:

 

To- do-Trials: For trekkers, the Spiti Valley is a paradise, offering challenging treks to explore the new heights of the Himalayas. The treks takes you to the most remote areas including the rugged villages and old Gompas followed by the exotic wildlife trails. Some of the popular trekking routes in the area includes Kaza-Langza-Hikim-Comic-Kaza, Kaza-Ki-Kibber-Gete-Kaza, Kaza-Losar-Kunzum La and Kaza-Tabo-Sumdo-Nako. Please note that you carry all the necessary things before out for the trekking tour to Spiti. Tents, sleeping bags, cooking equipment, heavy woollens and sunglasses are a must.

 

Skiing: Skiing is the popular adventure sports in Spiti and is popular in India from the past few years. The amazing snow clad mountains with the added advantage of inspiring heights are enough to allure the adventure spirits of the avid skier, providing all the thrill and fun attracted to the sport. People from all around the globe come to experience this enthralling adventure activity.

 

Yak Safari: The most exciting of all adventure activities in Spiti is the Yak safari. You can hire the Yak to see the flora and fauna of trans-Himalayan desert. It is, in fact, the lifetime opportunity that you won't find anywhere else so easily. Apart from this, horse safaris are also conducted in this area.

  

Sources en.wikipedia.org/wiki/Lahaul_and_Spiti_district

sundeepkullu.com

   

IF YOU LIKE AND WANT TO COMMENT ANY PICTURES IN SDBWP (SunDeep Bhardwaj World Photography)

PLEASE SIGN IN TO FLICKR (using yahoo ID) AND COMMENT ONLY THERE

 

Thanks for your understanding.

 

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To protect my work i load pictures only on flickr and they are in web compatible resolutions only.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.

 

Groups i administer on facebook and flickr (1000 plus members allready in few months )

 

ART OF PHOTOGRAPHY & WORLD THROUGH THE EYES OF SERIOUS PHOTOGRAPHERS on facebook

www.facebook.com/group.php?gid=111942842150274

 

HIMACHAL Kullu Manali, Sundernagar Mandi, Dharamsala,Shimla,Lahaul Spiti12

www.facebook.com/group.php?gid=234474081858

 

ART OF PHOTOGRAPHY & WORLD THROUGH SERIOUS PHOTOGRAPHERS EYES

www.flickr.com/groups/prodigious/

 

I intent to publish in near future the TRAVEL PHOTOBOOKS on

Landscapes in 6 Continents (Title 1- Stupendous Landscapes across 6 Continents) ,

Wonders of World (Title 2 - "Ancient and New 7 Wonders of World from a Himalayan Photographers Eye") ,

28 UNESCO World Heritage Sites in India (Title 3 -"All 28 UNESCO World Heritage Sites in India") ,

Himalayas in India, Nepal, China, Tibet & Bhutan (Title 4 -"Stupendous Himalayas"),

UNESCO Interesting World Heritage Sites across globe ( Title 5 - "Best of UNESCO World Heritage Sites") ,

Himachal Pradesh (Title 6 - "Unforgettable Himachal Pradesh" Photostories by SunDeep® Bhardwaj sundeepkullu.com)

 

I do not allow downloading of my images and they are digitally watermarked with Digimarc (DMRC) which makes it easier for me to identify any unauthorised party using the across web or any media. Even if my work is downloaded in full or in part Digimarc is capable of tracing the use of images across web or any other media. Due to previous copyright infringement by parties not authorised in written by me, i have penalised parties using my images without my permisision. I stock my photos on my official website sundeepkullu.com and flickr (the world's best photography website for professionals amateurs and serious photographers as well as photo admirers) in web compatible resolutions only with no permissions to download or use my pictures in any kind of media without prior written permission from me. Thanks for your understanding.

 

Thanks for your LIKES and COMMENTS and VISITING

 

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WORLD IS MY STUDIO "I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself"........... SunDeep® Bhardwaj Kullu

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Lahaul and Spiti district

 

The district of Lahaul-Spiti in the Indian state of Himachal Pradesh consists of the two formerly separate districts of Lahaul and Spiti. The present administrative centre is Keylong in Lahaul. Before the two districts were merged, Kardang was the capital of Lahaul, and Dhankar the capital of Spiti.

 

Kunzum la or the Kunzum Pass (altitude 4,551 m; 14,931 ft) is the entrance pass to the Spiti Valley from Lahaul. It is 21 km from Chandra Tal.[1] This district is connected to Manali through the Rohtang Pass. To the south, Spiti ends 24 km from Tabo, at the Pare chu gorge where the road enters Kinnaur and joins with National Highway No. 22.[2]

 

The two valleys are quite different in character. Spiti is more barren and difficult to cross, with an average elevation of the valley floor of 4,270 m (14,009 ft). It is enclosed between lofty ranges, with the Spiti river rushing out of a gorge in the southeast to meet the Sutlej River. It is a typical mountain desert area with an average annual rainfall of only 170 mm (6.7 inches).[3]

 

Flora and fauna

   

Lahaul valley in winter

  

Mountain peak in Lahaul and Spiti district

The harsh conditions of Lahaul permit only scattered tufts of hardy grasses and shrubs to grow, even below 4,000 metres. Glacier lines are usually found at 5,000 metres.

 

Animals such as yaks and dzos roam across the wild Lingti plains. However, over-hunting and a decrease in food supplies has led to a large decrease in the population of the Tibetan antelope, argali, kiangs, musk deer, and snow leopards in these regions, reducing them to the status of endangered species. However, in the Lahaul valley, one can see ibex, brown bears, foxes and snow leopards during winter.

 

[edit]People

   

Mother and child in near Gandhola Monastery. 2004

The language, culture, and populations of Lahaul and Spiti are closely related. Generally the Lahaulis are of Tibetan and Indo-Aryan descent, while the Spiti Bhotia are more similar to the Tibetans, owing to their proximity to Tibet. Fairer skin and hazel-colored eyes are commonly seen among the Lahaulis.

 

The languages of both the Lahauli and Spiti Bhutia belong to the Tibetan family. They are very similar to the Ladakhi and Tibetans culturally, as they had been placed under the rule of the Guge and Ladakh kingdoms at occasional intervals.

 

Among the Lahaulis, the family acts as the basic unit of kinship. The extended family system is common, evolved from the polyandric system of the past. The family is headed by a senior male member, known as the Yunda, while his wife, known as the Yundamo, attains authority by being the oldest member in the generation. The clan system, also known as Rhus, plays another major role in the Lahauli society.

 

The Spiti Bhutia community has an inheritance system that is otherwise unique to the Tibetans. Upon the death of both parents, only the eldest son will inherit the family property, while the eldest daughter inherits the mother's jewellery, and the younger siblings inherit nothing. Men usually fall back on the social security system of the Trans-Himalayan Gompas.

 

[edit]Lifestyle

The lifestyles of the Lahauli and Spiti Bhotia are similar, owing to their proximity. Polyandry was widely practiced by the Lahaulis in the past, although this practice has been dying out. The Spiti Bhutia do not generally practice polyandry any more, although it is accepted in a few isolated regions.

 

Divorces are accomplished by a simple ceremony performed in the presence of village elders. Divorce can be sought by either partner. The husband has to pay compensation to his ex-wife if she does not remarry. However, this is uncommon among the Lahaulis.

 

Agriculture is the main source of livelihood. Potato farming is common. Occupations include animal husbandry, working in government programs, government services, and other businesses and crafts that include weaving. Houses are constructed in the Tibetan architectural style, as the land in Lahul and Spiti is mountainous and quite prone to earthquakes.

 

[edit]Religion

 

Kunzum Pass between Lahul & Spiti

  

Ki-Gompa Spiti

Most of the Lahaulis follow a combination of Hinduism and Tibetan Buddhism of the Drukpa Kagyu order, while the Spiti Bhotia follow Tibetan Buddhism of the Gelugpa order. Within Lahoul/swangla, the Baralacha-La region had the strongest Buddhist influence, owing to its close proximity to Spiti. Lahoul/swangla has temples such as Triloknath , where pilgrims worship a certain god in different manifestations, notably in the form of Shiva and Avalokiteshvara where Udaipur is a puritan temple. This bas-relief, of marble, depicts the Buddhist deity Avalokiteshvara (the embodiment of the Buddha's compassion) in a stylized seated position; Hindu devotees take it to be Shiva Nataraj, Shiva dancing. This image appears to be of sixteenth century Chamba craftsmanship. It was created to replace the original black stone image of the deity, which became damaged by art looters. This original image is kept beneath the plinth of the shrine. It appears to be of 12th century Kashmiri provenance . Much of the art thieves are active in this remote belt because of neglected gompas and temples.

 

Before the spread of Tibetan Buddhism and Hinduism, the people were adherents of the religion 'Lung Pe Chhoi', an animistic religion that had some affinities with the Bön religion of Tibet. While the religion flourished, animal and human sacrifices were regularly offered up to the 'Iha', a term that refers to evil spirits residing in the natural world, notably in the old pencil-cedar trees, rocks and caves. Vestiges of the Lung Pe Chhoi religion can be seen in the behaviour of the Lamas, who are believed to possess certain supernatural powers.

 

The Losar festival (also known as Halda in Lahauli) is celebrated between the months of January and February. The date of celebration is decided by the Lamas. It has the same significance as the Diwali festival of Hinduism, but is celebrated in a Tibetan fashion.

 

At the start of the festival, two or three persons from every household will come holding burning incense. The burning sticks are then piled into a bonfire. The people will then pray to Shiskar Apa, the goddess of wealth (other name Vasudhara) in the Buddhist religion.

 

In the Pattan belt of the valley in Lahoul most population follows Hinduism,but counts for 14 percent of the total and they are called swanglas. The fagli festival is celebrated between February and March all over the valley. This festival is a new year festival and closely precedes beginning of tibetian and Chinese calendar. Notable is the Pattan people are the late settlers in the valley around 1500 A.D. and have broad highlights and have distinct language on the likes the central Asians,chamba, pangi, pashtoons and uyghurs. This belt is known for the convergence for chandra and bhaga rivers to form Chenab.

 

[edit]Tourism

 

Ki Gompa

The natural scenery and Buddhist monasteries, such as Ki, Dhankar, Shashur, Guru Ghantal and Tayul Gompas, are the main tourist attractions of the region.

 

One of the most interesting places is the Tabo Monastery, located 45 km from Kaza, Himachal Pradesh, the capital of the Spiti region. This monastery rose to prominence when it celebrated its thousandth year of existence in 1996. It houses a collection of Buddhist scriptures, Buddhist statues and Thangkas. The ancient gompa is finished with mud plaster, and contains several scriptures and documents. Lama Dzangpo heads the gompa here. There is a modern guest house with a dining hall and all facilities are available.

 

Another famous gompa, Kardang Monastery, is located at an elevation of 3,500 metres across the river, about 8 km from Keylong. Kardang is well connected by the road via the Tandi bridge which is about 14 km from Keylong. Built in the 12th century, this monastery houses a large library of Buddhist literature including the main Kangyur and Tangyur scriptures.

 

The treacherous weather in Lahaul and Spiti permits visitors to tour only between the months of June to October, when the roads and villages are free of snow and the high passes (Rothang La and Kunzum La) are open. It is possible to access Spiti from Kinnaur (along the Sutlej) all through the year, although the road is sometimes temporarily closed by landslides or avalanches.

 

Buddhist Monasteries in Spiti: Spiti is one of the important centers of Buddhism in Himachal Pradesh. It is popularly known as the 'land of lamas'. The valley is dotted by numerous Buddhist Monasteries or Gompas that are famous throughout the world and are a favorite of Dalai Lama.

 

Kye Monastery: Kye Monastery in Spiti is the main research center of the Buddhists in India. Near about 300 lamas are receiving their religious training from here. It is oldest and biggest monastery in Spiti. It houses the rare painting and beautiful scriptures of Buddha and other gods and goddess. You may also find rare 'Thangka' paintings and ancient musical instruments 'trumpets, cymbals, and drums in the monastery.

 

Tabo Monastery: Perched at an amazing altitude of 3050 meters, Tabo Monastery in the valley of Spiti is often referred to as the 'Ajanta of the Himalayas'. The 10th century Tabo Monastery was founded by the great scholar, Richen Zangpo, and has been declared as the World Heritage Site by UNESCO. The monastery houses more than 6 lamas and contains the rare collection of scriptures, pieces of art, wall paintings -Tankhas and Stucco.

 

Flora and fauna of Spiti Valley: The valley is blessed with the good population of snow leopards, ibex, Himalayan Brown Bear, Musk Deer, Himalayan Blue Sheep etc. which serves as the boon for the wildlife lovers. There are two important protected areas in the region that are a home to snow leopard and its prey including the Pin Valley National Park and Kibber Wildlife Sanctuary. Surprisingly, due to ardent religious beliefs, people of Spiti do not hunt these wild animals.

 

Apart from the exotic wildlife, the Valley of Spiti is also known for its amazing wealth of flora and the profusion of wild flowers. Some of the mot common species found here include Causinia thomsonii, Seseli trilobum, Crepis flexuosa, Caragana brevifolia and Krascheninikovia ceratoides. Then there are more than 62 species of medicinal plants found here.

 

Adventure activities:

 

To- do-Trials: For trekkers, the Spiti Valley is a paradise, offering challenging treks to explore the new heights of the Himalayas. The treks takes you to the most remote areas including the rugged villages and old Gompas followed by the exotic wildlife trails. Some of the popular trekking routes in the area includes Kaza-Langza-Hikim-Comic-Kaza, Kaza-Ki-Kibber-Gete-Kaza, Kaza-Losar-Kunzum La and Kaza-Tabo-Sumdo-Nako. Please note that you carry all the necessary things before out for the trekking tour to Spiti. Tents, sleeping bags, cooking equipment, heavy woollens and sunglasses are a must.

 

Skiing: Skiing is the popular adventure sports in Spiti and is popular in India from the past few years. The amazing snow clad mountains with the added advantage of inspiring heights are enough to allure the adventure spirits of the avid skier, providing all the thrill and fun attracted to the sport. People from all around the globe come to experience this enthralling adventure activity.

 

Yak Safari: The most exciting of all adventure activities in Spiti is the Yak safari. You can hire the Yak to see the flora and fauna of trans-Himalayan desert. It is, in fact, the lifetime opportunity that you won't find anywhere else so easily. Apart from this, horse safaris are also conducted in this area.

  

Sources en.wikipedia.org/wiki/Lahaul_and_Spiti_district

sundeepkullu.com

   

IF YOU LIKE AND WANT TO COMMENT ANY PICTURES IN SDBWP (SunDeep Bhardwaj World Photography)

PLEASE SIGN IN TO FLICKR (using yahoo ID) AND COMMENT ONLY THERE

 

Thanks for your understanding.

 

sundeepkullu.com is my official website and if you LIKE to COMMENT go to sundeepkullu.com and click on photos you like to COMMENT by clicking thumbnails under different pages or alternatively by visiting flickr.com/photos/wittysam. You may need to sign-in to flickr.com with your Yahoo account to comment on my flickr Photostream where i stock my World Tour Pictures shot in 50+ Countries 200+ Destinations across 6 Continents.

 

To protect my work i load pictures only on flickr and they are in web compatible resolutions only.Orignal pictures shot in 5,616 × 3,744 (21.1 megapixels) using Canon EOS 5D Mark II FULL FRAME DSLR CAMERA or 3872 x 2592 (10.2 million effective pixels) using NIKON D60 DSLR or 4,288 × 2,848 (12.3 effective megapixels) USING NIKON D90 DSLR's.

 

Groups i administer on facebook and flickr (1000 plus members allready in few months )

 

ART OF PHOTOGRAPHY & WORLD THROUGH THE EYES OF SERIOUS PHOTOGRAPHERS on facebook

www.facebook.com/group.php?gid=111942842150274

 

HIMACHAL Kullu Manali, Sundernagar Mandi, Dharamsala,Shimla,Lahaul Spiti12

www.facebook.com/group.php?gid=234474081858

 

ART OF PHOTOGRAPHY & WORLD THROUGH SERIOUS PHOTOGRAPHERS EYES

www.flickr.com/groups/prodigious/

 

I intent to publish in near future the TRAVEL PHOTOBOOKS on

Landscapes in 6 Continents (Title 1- Stupendous Landscapes across 6 Continents) ,

Wonders of World (Title 2 - "Ancient and New 7 Wonders of World from a Himalayan Photographers Eye") ,

28 UNESCO World Heritage Sites in India (Title 3 -"All 28 UNESCO World Heritage Sites in India") ,

Himalayas in India, Nepal, China, Tibet & Bhutan (Title 4 -"Stupendous Himalayas"),

UNESCO Interesting World Heritage Sites across globe ( Title 5 - "Best of UNESCO World Heritage Sites") ,

Himachal Pradesh (Title 6 - "Unforgettable Himachal Pradesh" Photostories by SunDeep® Bhardwaj sundeepkullu.com)

 

I do not allow downloading of my images and they are digitally watermarked with Digimarc (DMRC) which makes it easier for me to identify any unauthorised party using the across web or any media. Even if my work is downloaded in full or in part Digimarc is capable of tracing the use of images across web or any other media. Due to previous copyright infringement by parties not authorised in written by me, i have penalised parties using my images without my permisision. I stock my photos on my official website sundeepkullu.com and flickr (the world's best photography website for professionals amateurs and serious photographers as well as photo admirers) in web compatible resolutions only with no permissions to download or use my pictures in any kind of media without prior written permission from me. Thanks for your understanding.

 

Thanks for your LIKES and COMMENTS and VISITING

 

sundeepkullu.com

 

WORLD IS MY STUDIO "I live with one vision to create things that would outlast me. I discovered photography as a means for me to connect with my innerself"........... SunDeep® Bhardwaj Kullu

SDBWP™

Nuclear science helps women farmers in Sudan leave poverty behind:

 

Although not a new technology in itself, it is only when set up correctly and optimized using scientific data that drip irrigation can be effective with very little water waste, thus reducing wastage.

 

Photo Credit: Nicole Jawerth / IAEA