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With a 1/2.3-inch sensor at its heart, only so much should be expected of the SX70 HS’s image quality.
...
That said, pleasing results at mid-range focal lengths, together with a lovely electronic viewfinder, effective image stabilisation, good autofocus performance and speedy operation make it a pleasure to shoot with.
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IBIS
Image Stabilization of up to
5 Stops for Excellent Performance. −
Bildstabilisation
Ja (Lensshift-System), ca. 5 Stufen.
Intelligent IS mit Dual Sensing IS und 5-achsigem
Advanced Dynamic IS
specs:
1/2,3-Zoll-Typ Back Illuminated CMOS
Pixel gesamt:
Ca. 21,1 Megapixel
15 Linsen in 11 Gruppen
(3 UD-Linsen und 1 beidseitig asphärische Linse)
Gesichtserkennung und -nachführung (9 Felder)
Eingebauter Blitz:
X-Synchronisation
Kürzeste Verschlusszeit: 1/2.000 Sek.
Rote-Augen-Korrektur Ja
Manuelle Blitzeinstellung
3 Stufen mit internem Blitz
Reihenaufnahmen
Max: One-Shot AF ca. 10 B/s, Servo AF ca. 7,4 B/s
• Extremely versatile camera that is pretty good at everything
Stand der Technik verbaut:
- State of the art
Stand der Technik
stato dell'arte
statu Technology
Canon PowerShot SX70 HS - 20 MB - super Bild Stabilisator
état de l'art
estado del arte
-
#
Portrait filter by snapseed aka 200mm
indoor, a Pub
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My Reference shot
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Viele Fotografen finden, dass Brennweiten zwischen ungefähr 75 und 100 mm ideal für Porträt- oder Makro-aufnahmen mit schönem Unschärfe Hintergrund (defocus) geeignet sind.
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Mit dem Selfie Modus von der SX70 kann man jede Tele-Brennweite wählen.
EXIF
Exposure Bias
+4/3 EV
F5.6
ISO 800
indoor
1/60
The standard PASM exposure quartet is accessible through the mode dial, while Auto and Scene modes join these.
Scene Capture Type:
Selfie Mode
Number Of Images - 2
My Rating - 4
Testbericht:
Note 2,0 , Techradar 4/5 - 80% Wertung
www.techradar.com/reviews/canon-powershot-sx70-hs-review
. Das Besondere am Zoomobjektiv ist vielmehr die Anfangsbrennweite von 21 mm (KB).
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#
Artist - ERWIN EFFINGER
www.flickr.com/photos/eagle1effi/show
Copyright - TUEBINGEN GERMANY
#
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Canon PowerShot SX70 HS
Datenblatt
-
Zoom optisch / digital:
65,0fach / 4,0fach
Brennweite (KB):
21 mm bis 1365 mm
vielfältig nutzbar: Ultra-Weitwinkel bis Super-Tele -
The most versatile Super-zommer and wide angle All-in. one .
Blende (w/t):
3,4 / 6,5
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Image Stabilization of up to
5 Stops for Excellent Performance. −
It's easy to capture clear, steady images with the PowerShot SX70 HS camera, even in low light without using a tripod.
That's because the camera is equipped with Canon's innovative Intelligent IS, with up to 5 stops provided for incredibly stable results.
The system automatically analyzes camera movement and applies the best shake correction method for the shooting situation – allowing you to focus on framing and capturing your shot
- For stills, the system selects from Normal (Still Image) IS, Panning IS, Macro (Hybrid) IS and Tripod modes.
When shooting video, the system selects from Dynamic IS, Powered IS, Macro (Hybrid) IS and Tripod IS modes.
New icons clearly mark the image stabilization mode, whether you're shooting still images or video.
PS
- define:
stunning:
umwerfend
beeindruckend
impresa
étourdissant
maravilloso
slående
令人驚嘆
סטאַנינג - "staning"
death anticipated...when his time is over, stoically bound and dragged into the lake by Lucifer himself
It is interesting at times to be about to post a letter here in the Republic of Ireland and to find that the late Queen Victoria or her son King Edward had their moniker over the letter slot! No sense in throwing out good equipment I suppose?
expectant mother
Elodie & Sylvain
Photographe pour femmes enceintes, bébé et famille sur toulouse et le sud ouest de la France.
Cette photo est la propriété de Jenny'S, toute reproduction, copie, modification ou autre autre est interdite sans mon autorisation. Merci
Wasn't expecting to see this in Hastings today!, and this vehicle was on Southeastern Trains Rail Replacement Services from Hastings to Robertsbridge, and appears to have transfered from Brighton and Hove Buses to GO Ahead London.
And be sure to check by my other acount: www.flickr.com/photos_user.gne?path=&nsid=77145939%40..., to see what else I saw Very Recently!!
I know, right? It’s unbelievable. But I am still alive, school has just been extremely busy for me. However, expect something tomorrow (re-do of my DD application) and an all-star announcement in the coming future. Stay tuned ;)
I call this Upper Upper Louth Falls as it is located on the south side of Staff Road. Almost all of these waters find openings in the rock beneath Staff Road and flow there to Upper Louth Falls East and not along the established channel of Sixteen Mile Creek, to Upper Louth Falls West as you would expect.
First visit to Upper Upper Louth Falls.
'Phet' Expect to hit the city after this sunset, but luckily it calm down before hitting. leaving a beautiful sunset behind it.
3 Images Taken with Nikon D60 18-55 MM n stitched together on PS3.
With in a few moments I was knocking on the boy’s apartment door, I wasn’t sure who to expect at the door his mom, his dad? Instead I got quite a surprise it was Michael himself who answered the door.
“Hey Kiddo!”
“You! You’re the Flash!”
“Last I checked! Is it alright if I come in!”
“Yes yes please!”
The boy allows me into his apartment and shuts the door behind him. He ushers me to the couch and begins asking me all sorts of questions. First off he asks me why I’m here, an ample question. I bounce it off quickly and ask him what he’s doing on his own. Apparently his Mom is a nurse and has been doing double shifts for the last week covering for people who are on vacation at the Gotham General. He asks more questions such as what’s it like to hang out with Superman and Wonder Woman, can Hal truly make anything by thinking about it? Is Bruce really a vampire? You name it this kid asked me, but through all of this I couldn’t help but notice the key piece of evidence that proves the boys innocence. His arms were cut less. He wasn’t our criminal. Thank goodness. Now it’s just a case of waiting for Bruce to turn up whenever that bat-mobile of his finally manages to achieve more than third gear, but given how Michael feels about the League I decided I would have a little fun with Bruce….
Five minutes later Bruce arrives and Michael is just as excited to see him as he was to see me.
“Told you he’d come.”
“OH MY GOD IT’S YOU! YOU’RE BATMAN!”
I give Barry a glare. What has he just led me into?
“Yes. I am.”
“Wow no-one is going to believe tomorrow when I tell them! Can I have your autograph?”
“No. Now tell me. Where are they?”
“Where are who?”
“The girls.”
“What girls?”
“The girls you’ve abducted! Where are they!”
“I don’t know any girls!”
Bruce grabs hold of Michael and pins him against the wall. I swiftly race up and grab hold of Bruce’s right arm ready to stop him if I need to.
“Batman put him down.”
“Stay out of this Flash. I’ll show you how you get scum like this to talk.”
“No! Look at his arms!”
I notice Bruce inspecting the arms and it’s clear of his face the moment he recognizes that the boy is injury free. It can’t be him. Almost immediately Bruce puts him down in a very somber tone. Bruce now seems confused by all this.
“But that doesn’t make sense. It has to be you.”
“It isn’t! Look at me! I struggle to hold a baseball bat let alone carry away a sixteen-year-old girl against her own will! Anyone of them would easily walk all over me! In fact they did…”
Hearing those words my face quickly changes. At first I was pulling a smug facial expression that I knew Bruce could see, but upon hearing that Michael was bullied I quickly changed it to a more comforting face.
“What?”
“Those girls. The ones that have been abducted. All of them bullied me at school at some point.”
“How come?”
“My skin is like paper. It cuts easily and thanks to my von Willebrand disease I spurt out a lot more blood than a normal teen would. At each school I’d accidentally get cut and bleed non-stop and I ended up freaking out most of the girls because I wouldn’t’ stop bleeding. “
“Go on.” Bruce says as he moves into a corner of the room, clearly backing away to keep Michael at ease especially after what just happened.
“Well after that the girls took to mocking me because I couldn’t help it. I got called all sorts of names. Blood-river. Aquaman’s period. Super-squirt. You name it I got called it.”
“That’s terrible. How did you deal with it?”
“I didn’t. My Mom ended up just moving me from school to school but it kept happening over and over again.”
“Where is your Mother? I’d of thought she’d of woken up by now.” Bruce again says from the corner, he sure does like to keep himself hidden in the shadows or as best as he can.
“She’s had to work late nights this week. Says she’s covering for someone who’s on vacation at work. She says she blames herself for my von Willebrand disease. Apparently I inherited it from her.”
At the moment Michael said that, I saw headlights pull up in the parking lot of the apartment complex, and there’s no doubt Bruce saw it. Bruce makes sure he sees everything, not to mention the headlight shone on his corner exposing him so it would have been difficult for him to not notice. Sure enough out of the car emerged Michaels Mother who entered the apartment to a big surprise to see myself and Bruce stood before her.
“Michael sweety, what’s going on?”
“Mom this is Batman and the Flash, they’re investigating the disappearance of some of the girls that have been picking on me.”
“What? Why would someone do such a thing?”
I couldn’t help but notice the bandage on the Mothers left arm, it had blood stained on it implying that it was a cut from tonight. As much I hoped it wasn’t what I feared it was painfully clear.
“I think we should be asking you, Mrs Harlot.” I said, breaking the Mother-son conversation.
“What do you mean?”
“Your bandage. You wouldn’t of happened to of cut yourself on a piece of glass from a window by chance?”
Her facial expression takes a quick turn. Originally she had been pulling a smile, a face smile really but a smile all the same, but now her face quickly turned to one of worry. She knew we’d rumbled her. Immediately she made a run for the door but I blocked it before she could make it. Then from out of her handbag she pulls some form of needle and attempts to stab her. Dang she’s crazy, not to mention a bit stupid. I’m not called the fastest man alive for a reason and I dodge every swipe she makes. Before I can retaliate though Bruce pulls her towards him using one of his gadgets and knocks the needle of her hand and restrains both her arms.
I go to comfort Michael, as I know what Bruce is about to do and he’s not going to like it.
“The girls. Where are they?”
“Mom what have you done?”
“I did it for you Michael. To punish them for what they did to you. AHHHHH!”
Evidently Bruce just increased the pressure on her left arm. I feel Michael want to race to his Mom, I choose to restrain him. The last thing you want to do is go in there when Bruce is this angry. It’s not pretty.
“The girls. Where are they.”
“I won’t talk. Those whores deserve to die for what they did to my Michael. ARHHHHH!”
“ARRRRHHHH”
“Mom!”
All this screaming is making Michael cry because of the pain his Mom is feeling. I feel incredibly uncomfortable. What would I do if it were my Mom that Bruce was doing this to?
“Batman. That’s enough.”
“Not until she talks.”
“Mom!”
“ARRRRRHHHHH”
“Stop it please you’re hurting her! Please!”
This is no good, and it’s doing nothing but upsetting the boy. I race in and grab Bruce’s arm.
“Batman that’s enough. You’ve gone too far.”
Bruce doesn’t release her from his grasp but he stops putting pressure on her wound to stop the screaming. This seems to comfort Michael if only slightly.
“Mom please tell it isn’t true.”
There is a long silent pause.
“Mom please!”
“I did it for you Michael.”
“No!”
Michael breaks down into tears again at the realization of what his Mom has done. Poor kid. I’d feel the same way if it were my Mom in that position.
“It’s alright Michael. It’s all going to be ok.” I say as I try to comfort him
“Where are the girls.” Growls Bruce.
Still she chooses remains quiet. Distraught by this Michael stands up and walks towards his Mom and looks her square in the eyes.
“Mom. Where are they.”
“…..”
“Mom please. Where are they?”
“In the hell they deserve to be.”
“Please Mom, I know you’re not like this. Where are they?”
He’s starting to cry, I walk up behind him and put my hand on his shoulder to comfort him.
“Dixon Docks. Warehouse 24. Basement.”
Bruce and I nod at each other. Not a word is spoken but we know what everyone’s role is. Oddly though you would expect that I would have been the one to race to Dixon Docks and find the girls, but in this time it’s the opposite. Bruce races out of the apartment heading for Dixon Docks, clearly even though the League isn’t together some of the Leagues rule are being enforced notably rule number 1.
Rule 1 being that when it comes to comforting someone any Leaguer must do it besides Batman especially when the League was saving residents from a hurricane in North Carolina. People lost their homes in a horrific catastrophe and all Bruce could do was say that if they’d built their houses better this wouldn’t of happened so it was all their fault. Not the image the league wanted to portray.
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Written by - Chris A.K.A. Supremedalekdunn
This is a collab between Chris and I. Please go check out his point of view by clicking that link in the description.
Will Batman be able to save the girls before something happens?
Find out next tomorrow!
Same Bat time.
Same Bat photostream... or you could just look at his stream if you want... or you could look at both... it's your choice really...
This is my wife a few weeks ago. I'm happy to say that on 3 December we had a little girl, but this is her still in there
Expect an interesting experience inside.
This photo was taken by a Kowa/SIX medium format film camera with a KOWA 1:3.5/150mm (type ø77) lens and Hoya 77ø 85B filter using Kodak Portra 160 film, the negative scanned by an Epson Perfection V600 and digitally rendered with Photoshop.
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 mighty Suchoj SuCh-1 started its life in early March 1943, when the Sukhoi OKB finished work on the design of a high-speed fighter with a unique powerplant arrangement. The aircraft was an all-metal low-wing monoplane with conventional tail surfaces. The three-section wings had constant dihedral and basically trapezoidal planform; the stabilizers had zero dihedral.
Two Klimov M-107 water-cooled Vee-12 engines, each with a. take-off power of 1 ,600 hp (1,193 kW) and a maximum design power of 1,500 hp (1,119 kW) at 5,500 m (18,045 ft), were mounted in the center fuselage in a staggered-tandem arrangement: the front engine was offset to starboard and of the rear one to port. Thus, the total power was increased but the drag was the same as for a single-engined aircraft, which was expected to increase fight speed considerably. Consequently, the project was internally designated 'I-2M107', literally "Article powered by two M107 engines".
Furthermore, the left cylinder bank of the front engine and the right cylinder bank of the rear engine were disposed vertically, so that each engine had one set of exhaust stubs on top of the fuselage and one on the fuselage side. Both engines drove a single three blade tractor propeller of 4.0 m (13 tt 2 in) diameter via parallel extension shafts and a common reduction gearbox. Both water radiators were located side by side in a chin housing, while the oil coolers were buried in the wings. The total fuel capacity of the four tanks arranged in the center fuselage was 1,113 litres (244.86 Imp. gal).
Because of the power plant arrangement and the large ground angle (necessary to give adequate ground clearance for the large propeller) the cockpit was offset to port and placed ahead of the wing leading edge to provide better forward visibility on take-off and landing. The cockpit was protected by a bulletproof windscreen, a front armor plate and an armored backrest; the armor weight totaled 70kg (154Ib).
The main landing gear units with 800 x 280 mm (31.5x11 in) wheels retracted inwards into the wing roots and the 400 x 150 mm (15.7 x 5.9 in) tail wheel retracted aft. The fighter's armament consisted of two wing-mounted 12.7-mm Berezin UBS machine-guns firing outside the propeller disc and a single 20-mm ShVAK cannon firing through the propeller hub*.
A full-scale mock-up was inspected in December 1943, and with German long range bombers threatening the Western front line as well as the lack of a fast and powerful fighters to intercept them (the earlier MiG-5 had turned out to be a disappointment, and Mikoyan's I-211/221 family if high altitude fighters also suffered from serious technical problems at that time), OKB Suchoj received an immediate go-ahead for further development of the SuCh-1, how the I-2M107 was now officially called, since Vladimir A. Chizhevskiy took lead of the project.
In the course of 1944 three prototypes went through a fast development program. While the aircraft itself was easy to handle, overheating problems and trouble with the gearbox for the two engines could only partly be rectified - esp. the power transmission should remain the SuCh-1s Achilles Heel.
Anyway, the Su-5 was ready for service introduction towards late 1944, and the powerful type was exclusively to be used as an interceptor. Several improvements had been made, compared to the prototypes: now two slightly more powerful Klimov VK-107A engines were used, which were better suited for high altitude operations, and the chin-mounted water cooler was considerably enlarged. The oil coolers had been re-designed and they were now placed under the wing roots.
The wing span had been extended by 6' and a bigger (now 4.3m diameter!), four-bladed propeller was added in order to improve performance at high altitude. No pressurized cabin was installed, but the cockpit received an extended glazing for better all-round field of vision.
Armament had also been augmented: now a Nudelman N-23 23mm cannon was firing through the propeller hub, and the number of UBS machine-guns in the wings was increased to four.
As initial duty experience was gathered, it became quickly clear that the firepower had to be augmented, so that the propeller-hub-mounted 23mm cannon was quickly replaced by a Nudelman-Richter NR-37 37mm cannon, and the four wing-mounted UBS machine guns were replaced by two 20-mm ShVAK cannons or even two Nudelman N-23 23mm cannons - the latter became the production standard from March 1945 on, even though the type's designation did not change.
Experience also showed that the overheating problem had been cured, but the complicated gear box tended to malfunction, esp. when full power was called for in aerial combat: high G forces took their toll and damaged the bearings, even warping the extension shafts and structural parts, so that some SuCh-1 were literally torn apart in mid-air.
The high torque powers of the large propeller also took their toll on handling: starting and landing was described as "hazardous", esp. when the fuel tanks were empty or in cross winds.
Consequently, SuCh-1 pilots were warned to engage into any dogfight or enter close combat with single-engined enemy fighters, and just focus on large enemy aircraft.
On the other side, the SuCh-1's powerful cannon armament made it a deadly foe: a single hit with the NR-37 cannon could down an aircraft, and its top speed of roundabout 700 km/h (435 mph) was more than enough for the Luftwaffe's heavy bomber types like the He 177.
Several engine and armament experiments were undertaken. For instance, at least one SuCh-1 was outfitted with a Nudelman-Sooranov NS-45 45mm cannon firing through the propeller hub, even a 57mm cannon was envisaged. Furthermore, one airframe was prepared to carry two Charomskiy M-30V 12 cylinder diesel engines, in order to produce a heavy long-range escort fighter (internally called I-2M30V).
In order to minimize the torque problems a contraprop arrangement with two three-bladed propellers and a diameter of only 3.6m was under development.
All in all only 120 of these powerful machines were built until the end of hostilities, as the feared mass attacks of German long range bombers did not materialize. as the Su-7 was complicated to operate and jet engines promised a far more efficient way of propulsion for high speeds, the type was already retired in 1947 and replaced by 1st generation jet fighters like the Yak-15 and MiG-9, which carried a similar armament, attained a better performance (except for the range) but weighed only half of the large and heavy SuCh-1.
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General characteristics
Crew: One
Length: 11.75 m (38 ft 5 3/4 in)
Wingspan: 13.85 m (45 ft 3 1/4 in)
Height: 5.30 m (17 ft 4 in)
Empty weight: 5.250 kg (11.565 lb)
Max. take-off weight: 8.100 kg (17.840 lb)
Powerplant:
2× Klimov VK-107A liquid-cooled V12 engines with an output of 1.650 hp (1.210 kW) each at sea level and 900 hp (650 kW) at 8.300m (27.220 ft)
Performance:
Maximum speed: 720 km/h (447 mph) at height, clean configuration
Range: 750 km (465 mi)
Service ceiling: 11.700 m (38.400 ft)
Rate of climb: 876 m/mim (2.850 ft/min)
Armament:
1× Nudelman-Richter NR-37 37mm cannon with 60 RPG, firing through the propeller hub
2× Nudelman N-23 23mm cannons with 120 RPG in the wings
Many different cannon and machine gun arrangements coulod be found, though.
*Information about the conceptual Suchoj I-2M107 was primarily gathered from the book 'OKB Suchoj', written by Yefim Gordon & Dmitriy Komissarov; Hersham (UK), 2010.
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The kit and its assembly (a long story!):
This abomination of an aircraft is/was real, even though the I-2M107 was never built – the fictional name Suchoj-Chizhevskiy SuCh-1 was actually chosen because I could not find any plausible Su-X code for a WWII fighter. Vladimir A. Chizhevskiy actually joined the Suchoj OKB in mid WWII, so I deemed this alternative to be plausible.
I had this on the agenda for a long time, but the horrors of kitbashing kept me from building it - until now. The current Anthony P memorial Group Build (for the deceased fellow member at whatifmodelers.com, RIP) was a good motivation to tackle this brute thing. Fortunately, I already had some major ingredients in store, so work could start asap.
From that, anything else was improvised from the scrap box, and with only a three side view of the I-2M107 as guidance. It became a true Frankenstein creation with...
● Fuselage and inner wings from the (horrible) NOVO Attacker
● Wings from an Italeri Fw 190 D-9 attached to them
● Nose is a resin Griffon from an Avro Lincoln conversion set from OzMods
● Tail cone is a radar nose from an F-4J Phantom II
● Tail fin is a horizontal stabilizer from a Matchbox SB2C Helldiver
● Vertical stabilizers come from a Matchbox Me 410
● Oil coolers are modified front landing gear wells from two Revell G.91 kits
● Cockpit hood comes from a Revell P-39 Airacobra
● Landing gear comes from an Italeri Fw 190 D-9, covers were modified/improvised
● Main wheels belong to a MPM Ryan Dark Shark
● Tail wheel belongs to a Matchbox Harrier
● The propeller was scratched, IIRC from a Grumman Hellcat drop tank front and blades from an Airfix A-1 Skyraider. Inside, a metal axis was mounted.
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Work started with the fuselage and the wings as separate segments.
The Attacker fuselage lost its fin and the cockpit and air intakes were simply cut away, just as the tail pipe. The resin Griffon was slightly shortened at the front, but more or less directly attached to the fuselage, after I had cut out openings for the four rows of exhaust nozzles.
Then, the new tail cone was glued onto the end and the original fairings for the Attacker's stabilizer cut away and sanded even - anything had to be made new.
The wings were a bit tricky. I had hoped to use the Attacker's OOB wings, but these were not only much too small and did not have the proper shape, they also lacked landing gear wells!
Finding a solution was not easy, and I had to improvise. After some trials I decided to cut the Attacker wing span at about the width where the guns are located, and then add Fw 190 wings.
The depth would be fine, even though the Fw 190 wings were a bit thicker, and they offered a leading edge kink which was good for the original and characteristic I-2M107's wing root extensions. The latter were sculpted from a 6mm thick core or styrene sheet, added to the Attacker parts' leading edge, and the rest, as well as the lacking Attacker wing's thickness, sculpted with 2C and later NC putty.
Furthermore I cut out and sculpted landing gear wells, another challenging, since these had to cover the Attacker/Fw 190 parts' intersection! LOTS of putty work, sanding and shaving, but as a benefit I was able to use the Attacker kit's original wing/fuselage joints. Effectively, my placement turned out to be a bit far outside, so the track appears too wide - the price to pay when you work on single parts. Anyway, I left it was it turned out, as a major correction at a late working stage would mean to tear anything apart again...
Back to the nose: adding the propeller and the cockpit into the massive nose was the next working station. The propeller had to be huge, and also needed a rather big spinner. A contraprop was ruled out, even though it would have looked great here. But eventually I settled for a scratch-built thing, made from a teardrop-shaped drop tank front onto which the four blades from a A-1 Skyraider were glued. Probably the biggest prop I have ever put onto a 1:72 scale model! Since the resin nose was massive, drilling a hole and adding a metal axis to the propeller was enough.
With that in place I started carving out a cockpit opening - it worked better and easier than expected with a mini drill and a coarse shaving head! The opening is still rather small, a seat and a pilot hardly fit, but it works - I found a rather smallish pilot figure, and added a seat and some other small details from the scrap box, just to have something inside.
For a canopy I found a very old (30 years, I guess...) clear part from a Revell P-39 Airacobra in the scrap box, which was almost perfect in shape and width. It was a bit blind and stained with ancient enamel paint, but some wet sanding and serious polishing almost got it back to translucent status. Since I would not open the cockpit, this was a sufficient solution.
The asymmetrical cockpit opening was, in an initial step, faired with styrene strips, for a rough outline, and then sculpted with 2C and later NC putty, blending it into the rest of the fuselage.
For the tail surfaces, the SB2C stabilizer was cut away at its base - it is not a bad donation piece, its shape and rudder come pretty close to the I-2M107's original design!
The stabilizers I used on my kitbash come from a Me 410, and their leading edge was a cut away so that the sweep angle would be a bit larger. They lack depth, compared to the I-2M107's original design, but since the wings have become more slender, too, I think it's a good compromise, and the best what I had at hand in the spares stash.
Finally, and before detail work could start, the wings were attached to the fuselage. I eventually set them back by ~6mm, so that the new, extended leading edge would match the respective fairing on the fuselage. The resulting gap at the trailing edge was, again, filled with 2C and NC putty.
A personal change was a different oil cooler arrangement. The original location was to be in the wings' leading edge, just in front of the landing gear wells - but that appeared a bit doubtful, as I could not find a plausible solution where the exit for the air would be? Consequently, and in order to avoid even more messy putty sculpting on the wings, I decided to re-locate the oil coolers completely, into shallow, tunnel-like fairings under the wing roots, not unlike the radiator arrangement on a Spitfire or Bf 109.
In order to check the surface quality I decided to add a coat of grey primer, once the fuselage/wing segments had been connected. This showed only minor flaws, but made another turn with NC putty and wet sanding necessary.
Now it was time for finishing touches, e .g. mounting the landing gear, completing the cockpit and adding exhaust stubs - cut individually from HO scale model railroad roof tiles and inserted into the four fuselage fairings.
The canopy was fixed into place with white glue, which also helped closing some small gaps.
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Painting and markings:
While the I-2M107 looks odd, to say the least, I wanted to keep the paint scheme rather simple and quasi-authentic. I went for a pale grey/green camouflage, used e. g. on late war Yakovlev Yak-3 fighters.
Basic colors are Humbrol 31 (Slate Grey, it has a very greenish, even teal, hue), ModelMaster 1740 (Dark Gull Grey, FS 36231) and Humbrol 167 (Barley Grey) for the lower sides with a wavy waterline. Since only marginal surface details were left over, I decided to fake panels and panel lines with paint.
Panels were simulated with lighter shades of the basic tones (RLM 62 from ModelMaster, Humbrol 140 and 127 below), panel lines were painted with highly thinned grey acrylic paint and a special brush - in German it's called a 'Schlepppinsel', it's got very long hairs and is also used to paint scallops on car models, and similar things are used for real car tuning/custom paintwork, too.
Sure, the painted panel lines are a bit rough, but I did not want to risk any damage through manual engraving on the rather delicate mixed-media surface of the kitbashed model. For an overall look or first impression it's very good, though.
As 'highlights' I added a white spinner and half of the fin was painted white, too.
The decals were puzzled together. The flashes and the tactical code number come from a Hobby Boss La-7, the Red Stars, IIRC, belong to a vintage MiG-21F from Hasegawa. The "Rodinu" slogan actually belongs to a 1:35 Soviet Tank decals set.
Finally, after some additional dry painting with light grey, some oil stains around the engines and coolers and soot stains at the exhaust stubs and guns (painted, plus some grinded graphite, as it yields a nice, metallic shimmer that looks like oil or burnt metal), everything was sealed under a coat of matt acrylic varnish.
If it had been built, the Suchoj I-2M107 must have been an impressive aircraft - it was bigger than a P-47 Thunderbolt or an A-1 Skyraider, and one can only wonder how its field performance would have been?
Similar concepts had been underway in UK, too, e. g. for a heavy naval attack aircraft, but the I-2M107 with its asymmetrical cockpit and engine arrangement were unique. A worthy whif, even if some details like the landing gear or the borrowed nose section are not 100% 'correct'.
Deutschland / Nordrhein-Westfalen - Tagebau Hambach
seen from Viewpoint Berrendorf / Forum terra nova
gesehen vom Aussichtspunkt Berrendorf / Forum terra nova
The Tagebau Hambach is a large open-pit coal mine (German: Tagebau) in Niederzier and Elsdorf, North Rhine–Westphalia, Germany. It is operated by RWE and used for mining lignite.
The mine is on the site of the ancient Hambach Forest which was purchased by RWE in 1978. They then cut most of it down and cleared it to mine. Only 10% of the forest area remains. RWE plans to clear half of the remaining area of the forest between around 2018 and 2020; this plan was met with massive protests in autumn 2018, and was temporarily stopped in October 2018 by the supreme administrative court of North Rhine–Westphalia (Oberverwaltungsgericht für das Land Nordrhein-Westfalen).
Begun in 1978, the mine's operation area currently (as of end of 2017) has a size of 43,8 km2, with the total area designated for mining having a size of 85 km2. It is the deepest open pit mine with respect to sea level: the bottom of the pit with up to 500 metres (1,640 ft) from the surface is 299 metres (981 ft) below sea level, the deepest artificially made point in North Rhine–Westphalia.
The open pit operator RWE, then known as Rheinbraun, initiated the permitting process for open pit mining in 1974 and was able to commence operations in 1978. The first excavator began its work on 15 October 1978. This was accompanied by the resettlement of local villages and towns and the largest forest area in the region, the Hambach Forest, was largely cleared. On 17 January 1984, the first brown coal was mined.
Hambach is the largest open pit mine in Germany with an area of 3,389 hectares (as of 2007) with an approved maximum size of 8500 hectares. About 40 million tons of lignite are produced annually in this mine. It has recently been estimated that 1772 million tons of lignite are still available for mining. The lignite was created from extensive forests and bogs, which developed in the Lower Rhine Bay between 30 and 5 million years ago. The geology of the Lower Rhine Bay is characterized by long-lasting subsidence movements in the last 30 million years, which led to the deposition of up to 1300 m thick sediment layers through the North Sea and many rivers, which today consist of lignite seams up to 100 m thick.
At 299 m below sea level, the deepest point of the Hambach open-pit mine forms the deepest artificial depression in North-Rhine Westphalia.
Since 1995, the giant bucket-wheel excavator Bagger 293 is used to remove the overburden. It hold several Guinness records for terrestrial vehicles.
The opencast mine annually produces a spoil amount of 250 to 300 million m³. The ratio of overburden to coal is 6.2:1. The extracted lignite is transported via the Hambach industrial spur to Bergheim - Auenheim and from there transported via the North–South industrial spur to the power stations Niederaussem, Neurath, Frimmersdorf and Goldenberg near Hürth-Knapsack. The overburden was until 16 April 2009 partially transported by conveyor belt to the Bergheim mine, which has run out of coal and therefore been refilled and recultivated. The visible mark of the open pit is the Sophienhöhe spoil tip, which is considered to be the largest man-made hill, towering over the flat landscape by 200 metres.
From 2013, the open pit area is to be extended southeast. For this, the villages Morschenich and Manheim must be relocated. The A4 motorway and the Hambach industrial spur, via which the lignite is transported to the power stations, were laid around three kilometres to the south parallel to the Cologne-Aachen railway line. In addition, a small piece of the federal highway 477 was moved east.
The open pit mine was put into operation in 1978. Every year about 0.3 cubic kilometres are moved, so that coal and soil with a volume of about 18.6 km³ will be mined by the time the coal runs out in 2040. By April 2009, the overburden, which was hitherto incurred in Hambach is now transported by conveyor belt in the now exhausted Bergheim mine to fill this in again. Now it is tilted exclusively on the western edge of the opencast mine and on the Sophienhöhe. Due to the accumulation of about 1 km³ of material at the Sophienhöhe and the extracted coal, a residual hole is created, which is to be filled up with water after completion of the mining activities.
A lake with an area of 4 ha and a depth of up to 400 m is planned. Size and volume depend on whether the west-located open pit Inden after its decarburization as well as the mine Bergheim filled with material from the open pit Hambach or left open. Lake Hambach would then be the deepest and (in terms of volume) after Lake Constance the second largest lake in Germany. How to fill the opencast mine is still controversial. Some voices suggest taking water from the Rur and / or the Erft or even filling the open pit with a pipeline of Rhine water. However this happens, the filling of the open pit mine is expected to take several decades. Thus, a completion of this artificial water is not expected before the year 2100.
In addition to the complete flooding is also possible to build a pumped storage power plant. A patent from 1995 states that such a pumped storage plant in the Hambach opencast mine can be realized and can provide a multiple of the pumped storage capacity currently available in Germany. The increased use of renewable energy makes this option more important and is being followed with interest by the Mining Authority.
On May 6, 2020, Meyer Burger, a manufacturer of solar cell production machinery, presented its idea for a huge solar park in the Hambach open-cast mine.[9] This would generate electricity with a capacity of around ten gigawatts, which would roughly correspond to the capacity of the Weisweiler, Neurath, Niederaussem and Frimmersdorf coal-fired power plants, which are currently dependent on the open-cast mines. Considerations for a later use of the area of 50 square kilometres include flooding to form a lake landscape. According to Meyer Burger CEO Gunter Erfurt, it would be conceivable to cover Lake Hambach with solar modules. Up to 50 million solar modules with a capacity of 10 gigawatts could be installed - as a floating solar park, as has already been realised in other parts of the world.
According to Meyer Burger CEO Gunter Erfurt, the construction of a state-of-the-art plant for cell and module production is currently being evaluated. In an interview with Radio Rur, Uwe Rau replied that such an idea was feasible, as a major advantage of the Hambach opencast mine was the power transmission lines already in place due to the power plants, which could thus continue to be used.
RWE Power AG announced in May 2020 that photovoltaic projects for the Sophienhöhe are conceivable.
Andreas Pinkwart, Minister for Economic Affairs, Innovation, Digitisation and Energy of North Rhine-Westphalia, also expressed his support for the project.
Since around 2012, an area within the remaining part of the Hambach Forest has been occupied by environmentalists to prevent its planned destruction by RWE.
The occupation involves a settlement with around two dozen tree houses and numerous road barricades. The barricades were erected to prevent mining company and police vehicles from entering.
In November 2017, environmentalists entered the mine and temporarily halted operations. They were met with police using horses and pepper spray.
In 2004, Greenpeace activists demonstrated against climate damage in the Hambach mine due to power generation using lignite. They flew over the open pit with a hot air balloon, occupied an excavator for several days and painted it partly pink. On 13 May 2009, the joint action of the local action group of citizens' initiatives against the relocation of the A4 and Friends of the Earth Germany (BUND) failed before the Federal Administrative Court. The plaintiffs tried to stop the relocation of the A4, which was deemed necessary for the planned extension of the open pit mine and justified this, inter alia, with feared noise pollution as well as the possible threat to the protected Bechstein bat and other species. In 2009, the construction of the new section of motorway began, in September 2014, it was opened to traffic.
Since 2008, there have increasing complaints about possible damage to the hill in the Elsdorf-Heppendorf area; since the burden of proof lies with the complainants, it is difficult to prove the mining operator guilty. The newly formed brown coal committee therefore decided on 16 April 2010, to set up the Bergschaden Braunkohle NRW reclamation service for damage victims in the Rhenish lignite mining area. The former chairman of the Higher Regional Court Hamm Gero Debusmann was appointed chairman of the recourse office. He is already chairman of the conciliation body mining damage in the coal industry. He can be contacted if attempts at reconciliation with RWE Power remain unsatisfactory. The procedure is free of charge for the applicant.
In November 2012 and March 2013, the police cleared tent and hut camps of mining opponents in the remaining Hambacher Forst. In 2012, a squatter had to be fetched from a six-metre deep tunnel and the following year two activists were roped off a tree platform. Later, a new camp was built at another location in the Hambacher forest.
In September 2018, a journalist died after falling from the tree structures built by activists.
(Wikipedia)
Der Tagebau Hambach ist der größte von der RWE Power AG betriebene Tagebau im Rheinischen Braunkohlerevier. Er betrifft die Gemeinden Niederzier, Kreis Düren, und Elsdorf, Rhein-Erft-Kreis. Der Tagebau Hambach ist aufgrund der mit ihm einhergehenden Abgase der Kohleverbrennung und weiterer Umweltzerstörung, unter anderem der Rodung des Hambacher Forsts, umstritten. Über 1000 Jahre alte Ortschaften wie Manheim müssen dem Tagebau weichen.
Der damals noch unter dem Namen Rheinbraun firmierende Tagebaubetreiber leitete 1974 das Genehmigungsverfahren für den Tagebau ein und konnte 1978 mit dem Aufschluss beginnen. Der erste Bagger begann seine Arbeit am 16. Oktober 1978. Damit ging die Umsiedlung von Ortschaften einher und das größte Waldgebiet in der Jülicher Börde, der Bürgewald – bekannter als Hambacher Forst –, wurde weitgehend gerodet. Am 17. Januar 1984 wurde die erste Braunkohle gefördert.
Hambach ist mit einer Betriebsfläche von 4.380 Hektar (2017) bei einer genehmigten Maximalgröße des Abbaufeldes von 8.500 Hektar der größte in Betrieb befindliche Braunkohletagebau in Deutschland. Laut RWE lagerten im Geschäftsjahr 1973/74 geschätzte 4.500 Mio. Tonnen Braunkohle in einer Tiefe bis zu 500 Metern. Gegen 2011 standen noch geschätzte 1.772 Mio. Tonnen Braunkohle zum Abbau zur Verfügung und es wurden auf dieser Fläche jährlich etwa 40 Mio. Tonnen Braunkohle gefördert. Die Braunkohle entstand aus weitflächigen Wäldern und Mooren, die sich in der Niederrheinischen Bucht vor 30 bis vor 5 Mio. Jahren entwickelten. Die Geologie der Niederrheinischen Bucht ist gekennzeichnet durch langanhaltende Senkungsbewegungen in den letzten 30 Mio. Jahren, die zur Ablagerung eines bis zu 1300 m mächtigen Sedimentpaketes durch die Nordsee und durch viele Flüsse geführt haben, in dem sich heute bis zu 100 m mächtige Braunkohleflöze befinden.
Mit 299 m unter NHN bildet der tiefste Punkt des Tagebaus Hambach die tiefste künstliche Senke Nordrhein-Westfalens.
Der Tagebau fördert jährlich eine Abraummenge von 250 bis 300 Mio. m³. Das Verhältnis von Abraum zu Kohle beträgt 6,2 : 1. Die geförderte Braunkohle wird über die Hambachbahn nach Bergheim-Auenheim und von dort aus weiter über die Nord-Süd-Bahn zu den Kraftwerken Niederaußem, in die Kraftwerke Neurath und Frimmersdorf in Grevenbroich sowie nach Goldenberg bei Hürth-Knapsack transportiert. Der Abraum wurde bis zum 16. April 2009 zum Teil per Band zum Tagebau Bergheim befördert, der bereits ausgekohlt ist und deshalb verkippt und rekultiviert wurde. Weithin sichtbares Markenzeichen des Tagebaus ist die Hochkippe Sophienhöhe im Nordwesten des Tagebaus, sie gilt als größter künstlich angelegter Berg, der die ebene Bördenlandschaft um 200 Meter überragt.
Seit Oktober 2014 leitet der Bergbauingenieur Thomas Körber den Tagebau.
Seit 2013 wird die Tagebaufläche südöstlich erweitert. Dazu werden die Ortschaften Morschenich und Manheim umgesiedelt. Die Autobahn A 4 und die Hambachbahn, über die der Transport der Braunkohle zu den Kraftwerken geschieht, wurden um rund drei Kilometer nach Süden parallel zur Eisenbahnstrecke Köln–Aachen verlegt. Außerdem wurde ein kleines Stück der Bundesstraße 477 Richtung Osten verlegt.
Im August 2020 wurde bekanntgegeben, dass an der Abbruchkante ein Brunnen aus dem 2. Jahrhundert ausgegraben werden konnte.
Die CO2-Emissionen aus der Verbrennung der 2019 noch verbliebenen Braunkohle würden rechnerisch für eine Erhöhung des natürlichen CO2-Gehalts der Atmosphäre um ca. 0,7 Promille weltweit ausreichen, oder zusammengezogen eine CO2-Verdoppelung auf der Gesamtfläche Deutschlands bewirken, gerechnet mit 4 kg CO2 je m2 und einer Tonne CO2-Emissionen je Tonne Braunkohle. Das entspricht einer Gesamtmenge von 2,4 % des CO2-Budgets (9,9 Mrd. t CO2), welches sich Deutschland bis 2050 gesteckt hat.
Der Tagebau Hambach ist an Feinstaub-Emissionen in seinem näheren Umfeld beteiligt. Der Anteil des vom Tagebau herrührenden Feinstaubs wird vom Landesamt für Natur, Umwelt und Verbraucherschutz Nordrhein-Westfalen (LANUV NRW) mit 25 % angegeben.
Für das Jahr 2004 wird vom LANUV NRW für Überschreitungen des Feinstaub-Grenzwertes von 50 µg/m³ kein vollständiges Messjahr aufgelistet, der erlaubte Jahresmittelwert von 40 µg/m³ wird jedoch mit 30 µg/m³, der an der Messstation Niederzier festgestellt wird, deutlich unterschritten.
Seit Anfang 2005 gelten EU-weit neue Grenzwerte für Feinstaub-Emissionen. Unter Federführung der Bezirksregierung Köln wurde ein Aktionsplan zur Feinstaubminderung in der Umgebung des Tagebaus Hambach erarbeitet, der am 29. September 2005 in Kraft trat. Der Tagebaubetreiber hatte bereits vorlaufend mit der Umsetzung von Maßnahmen zur Feinstaub-Reduzierung begonnen. Im Jahr 2006 wurden in Niederzier 35 Überschreitungen des Grenzwertes verzeichnet, was genau den erlaubten Überschreitungstagen entsprach. Der Jahresmittelwert sank für diesen Zeitraum auf 29 µg/m³.
Nach der EU-Richtlinie 1999/30/EG sind ab dem 1. Januar 2005 maximal 35 Überschreitungen des PM10-Tagesmittelwertes von 50 µg/m³ pro Jahr zulässig. Seit dem 1. Januar 2010 darf der einzuhaltende Tagesmittelwert für PM10 weiterhin 50 µg/m³ betragen. Seit dem Jahr 2010 sollte der Jahresmittelwert für PM10 nur noch 20 µg/m³ betragen. Dies ist durch die Richtlinie 2008/50/EG vom 21. Mai 2008 (Anhang XI) wieder entschärft worden, so dass ab 2010 weiter der Jahresmittelwert für PM10 40 µg/m³ gilt.
Folgende Maßnahmen zur Bekämpfung von Feinstaub werden laut RWE im Tagebau umgesetzt:
Anpflanzen von Bäumen auf der Abraumseite
Grasbewuchs auf brachliegenden Flächen
Straßen werden befestigt und Bandanlagen auf festen Untergrund gestellt, was Staub vermindert
Berieseln der oberen Sohle auf der Baggerseite
Berieseln der Nordwand
Berieseln von Kohlebunker und Kohlebändern
beim Baggern wird Wasser auf den Abraum gesprüht.
In Betrieb genommen wurde der Tagebau 1978. Jährlich werden etwa 0,3 Kubikkilometer bewegt, sodass gegen Ende der Auskohlung im Jahr 2040 Kohle und Erdreich mit einem Volumen von etwa 18,6 km³ abgebaut sein werden. Bis April 2009 wurde der Abraum, der bis dahin in Hambach anfiel, zum Teil durch Bandanlagen in den ausgekohlten Tagebau Bergheim geschafft, um diesen wieder zu füllen. Nun wird ausschließlich am westlichen Rand des Tagebaus und auf der Sophienhöhe verkippt. Durch die Anhäufung von rund 1 km³ Material an der Sophienhöhe und durch die entnommene Kohle entsteht ein Restloch, das nach Abschluss der Abbautätigkeiten mit Wasser aufgefüllt werden soll.
Als Bergbaufolgelandschaft ist ein Tagebausee mit einer Fläche von 4200 ha, einer Tiefe bis 400 m und einem Volumen von 3,6 Mrd. m³ geplant. Größe und Volumen hängen davon ab, ob der westlich gelegene Tagebau Inden nach dessen Auskohlung ebenso wie der Tagebau Bergheim durch Material aus dem Tagebau Hambach verfüllt oder offen gelassen wird. Der See Hambach wäre dann der tiefste und (nach Volumen) nach dem Bodensee der zweitgrößte See Deutschlands. Wie der Tagebau befüllt werden soll, ist noch umstritten. Einige Stimmen schlagen vor, Wasser aus der Rur und/oder der Erft zu entnehmen oder gar den Tagebau über eine Pipeline mit Rheinwasser zu füllen. Wie dies auch geschieht, die Füllung des Tagebaus wird voraussichtlich einige Jahrzehnte in Anspruch nehmen. Somit ist mit einer Fertigstellung dieses künstlichen Gewässers nicht vor dem Jahr 2100 zu rechnen.
Am 6. Mai 2020 stellte zudem Meyer Burger, ein Hersteller von Solarzellen-Produktionsmaschinen, seine Idee für einen Solarpark vor. Dadurch würde Strom mit der Leistung von etwa zehn Gigawatt erzeugt, was in etwa der Leistung der heute von den Tagebauen abhängigen Kohlekraftwerke Weisweiler, Neurath, Niederaußem und Frimmersdorf entspreche. Überlegungen für eine spätere Nutzung des Gebietes mit einer Fläche von 50 Quadratkilometern sehen die Flutung zur Seenlandschaft vor. Gemäß Meyer Burger CEO ist es denkbar, den Hambacher See mit Solarmodulen zu bedecken. Bis zu 50 Millionen Solarmodule mit einer Leistung von 10 Gigawatt könnten installiert werden – als schwimmender Solarpark, wie er in anderen Teilen der Welt bereits realisiert wurde.[14] Gemäß Uwe Rau ist ein wesentlicher Vorteil des Braunkohletagebau Hambach, dass Stromübertragungsleitungen aufgrund der Kraftwerke bereits vorhanden seien und genutzt werden könnten.
Gemäß RWE Power AG ist ein Photovoltaik-Projekte für die Sophienhöhe vorstellbar.
Unterstützend äußerte sich auch der Minister für Wirtschaft, Innovation, Digitalisierung und Energie von Nordrhein-Westfalen, Andreas Pinkwart.
Neben der vollständigen Flutung des Tagebaurestloches besteht auch die Möglichkeit, ein Pumpspeicherkraftwerk zu errichten. Ein Patent von 1995 führt aus, dass ein solches Pumpspeicherwerk im Tagebau Hambach realisierbar ist und ein Vielfaches der aktuell in Deutschland verfügbaren Pumpspeicherkapazität zur Verfügung stellen kann.[18] Durch die zunehmende Nutzung erneuerbarer Energien gewinnt diese Option an Bedeutung und wird vom Bergamt mit Interesse verfolgt.
Die RWE Power AG gab im Mai 2020 bekannt, dass ein Pumpspeicherwerk zumindest für die Sophienhöhe keine Lösung sei, da dort die Anlage eines Obersees nicht möglich sei. Hingegen seien Photovoltaik-Projekte vorstellbar.
Es gibt ein weiteres Konzept zur Speicherung von elektrischer Energie. Dabei soll aus dem Restloch des Tagebaus Wasser nach oben gepumpt werden und bei Strombedarf wieder an Turbinen vorbei nach unten gelassen werden. Abhängig von der Größe der realisierten Anlagen sind dort gemäß Konzept Speicherkapazitäten von einigen 100 bis einigen 1000 GWh möglich, die Speicherkosten sollen bei 1 bis 2 ct/kWh liegen.
An Pfingsten 2004 demonstrierten Greenpeace-Aktivisten im Tagebau Hambach gegen die Klimaschädigung durch die Braunkohleverstromung. Sie überflogen den Tagebau mit einem Heißluftballon, hielten mehrere Tage einen Bagger besetzt und strichen diesen zum Teil rosa an. Am 13. Mai 2009 scheiterte die gemeinsame Klage der lokalen Aktionsgemeinschaft der Bürgerinitiativen gegen die Verlegung der A 4 und des BUND vor dem Bundesverwaltungsgericht. Die Kläger versuchten, die zur geplanten Erweiterung des Tagebaus notwendige Verlegung der A 4 zu stoppen, und begründeten dies u. a. mit befürchteten Lärmbelastungen sowie der möglichen Bedrohung der unter Naturschutz stehenden Bechsteinfledermaus und andere Arten. 2009 wurde mit dem Bau des neuen Autobahnteilstücks begonnen, im September 2014 wurde es dem Verkehr übergeben.
Seit 2008 werden vermehrt Beschwerden wegen möglicher Bergschäden im Bereich Elsdorf-Heppendorf laut; da die Beweislast bei den Beschwerdeführern liegt, ist der Nachweis gegenüber dem Bergbautreibenden schwierig. Der neugebildete Braunkohlenausschuss beschloss deshalb am 16. April 2010 die Einrichtung der Anrufungsstelle Bergschaden Braunkohle NRW für Betroffene von Bergschäden im rheinischen Braunkohlenrevier. Zum Vorsitzenden der Anrufungsstelle wurde der ehemalige Präsident des Oberlandesgerichts Hamm, Gero Debusmann, berufen. Er ist bereits Vorsitzer der Schlichtungsstelle Bergschäden im Steinkohlenbergbau. Er kann angerufen werden, wenn Einigungsversuche mit RWE Power unbefriedigend geblieben sind. Das Verfahren ist für den Antragsteller kostenfrei.
Im November 2012 und März 2013 räumte die Polizei Zelt- und Hüttenlager von Tagebaugegnern im verbliebenen Hambacher Forst. 2012 musste ein Platzbesetzer aus einem sechs Meter tiefen Erdversteck geholt und im Folgejahr zwei Aktivisten von einer Baumplattform abgeseilt werden. Später entstand ein neues Camp an einer anderen Stelle im Hambacher Forst.
Am 23. Oktober 2016 fand eine Demonstration im Hambacher Forst statt, um das letzte Stück des Waldes zu schützen. Es nahmen laut Polizeiangaben über 1000 Personen teil, die sich in Rot kleideten, um eine rote Linie auf der alten A4 bei Buir zu bilden. Sie wollten mit der Aktion ein Zeichen gegen die Abholzung des letzten Stückes des Hambacher Forstes setzen.
Am 5. November 2017, einen Tag vor Beginn des Weltklimagipfels in Bonn, besetzten rund 3.000 Aktivisten Teile des Tagebaus, um darauf aufmerksam zu machen, dass wenige Kilometer vom Konferenzort entfernt mit dem rheinischen Braunkohlerevier die ihren Angaben zufolge größte CO2-Quelle Europas liegt.
Die Hambach-Gruppe war eine 1977 gegründete Initiative von jungen Wissenschaftlern der RWTH Aachen, die sich kritisch mit Braunkohleabbau und dessen Folgen beschäftigte; beispielsweise dem Aufkauf und Abriss von Ortschaften durch den Tagebau und somit der Vertreibung der dort ansässigen Bewohner. Von 1984 bis 1985 war der spätere Politiker Rüdiger Sagel Geschäftsführer dieser Bürgerinitiative in Aachen. Ihre Aktivitäten endeten vor 1990.
Die Aktionsgemeinschaft der Bürgerinitiativen gegen die Verlegung der Autobahn A4 war ein von 1992 bis 2013 aktiver Zusammenschluss von sechs örtlichen Bürgerinitiativen der Ortschaften Arnoldsweiler, Buir, Manheim, Merzenich und Morschenich gegen den Tagebau Hambach und die Verlegung der Bundesautobahn 4. Der Aktionsgemeinschaft gelang es erstmals, die enormen und irreversiblen Umweltschäden des Tagebaus Hambach in groß angelegten Aktionen darzulegen und so den betroffenen Bürgern vor Augen zu führen, dass Widerstand möglich ist. Die Aktionsgemeinschaft hat viele Widerstandsformen – wie z. B. regelmäßige Waldspaziergänge – erfunden, um auf das Abbaggern des Hambacher Forstes aufmerksam zu machen.
(Wikipedia)
So what can you expect to see from this years 365 Days project? It's hard to tell yet, you might get a well thought out strobist shot, you might get a little "day in the life", or you might get an iPhone photo... This year will be challenging because I've got quite a bit going on and let's face it... having a baby in the house... who has also taken up your old "studio" tends to complicate things a little bit. So let's all go on this adventure together shall we.
Zoe update: she does not have H1N1, just a continuation of her ear infection.
Strobist info: Vivitar 283 bounced against the front wall for key and a Canon 430ex and a Vivitar 285hv at the rear for lensflare and rimlight. All triggered with Pocket Wizards.
Apenas um expectador, que presencia apenas, não vivencia. Um expectador dos que observam mais um sábado que se finda, que conversam, que namoram, que brincam, que descansam, enfim, que vivem... e eu... um mero expectador.
The roll of SFX turned out far better than I expected. While a little dark due to being used under a lot of canopy cover, but nothing I couldn't fix in post-processing. But even without a filter you can see SFX working its magic with the blue skies.
You can read the full review online!
www.alexluyckx.com/blog/index.php/2020/08/10/film-review-...
Rolleiflex 2.8F - Carl Zeiss Planar 80mm 1:2.8 - Ilford SFX 200 @ ASA-200
Kodak HC-110 Dil. H 18:00 @ 20C
Scanner: Epson V700
Editor: Adobe Photoshop CC
Wasn't expecting to post a checkup on the former Southaven Hancock Fabrics location today, but whaddya know, here I go! l_dawg2000 first alerted me to some paper covering the windows of the shuttered store a couple of months ago, and on a subsequent drive-by I noticed nothing other than a construction company sign and some Sharpied letters behind the bars of the double door: BAM. Books-a-Million briefly came to mind, but I dismissed the thought quickly, since they already have a location in the next-door Southaven Towne Center. (cont.)
Hancock Fabrics (now closed) // 75 Goodman Road W, Southaven, MS 38671
(c) 2017 Retail Retell
These places are public so these photos are too, but just as I tell where they came from, I'd appreciate if you'd say who :)
They were expecting 10 foot surf at Poipu that day and some of the big sets of waves did not disappoint. Notice the 2 boogie boarders going under this monster.
Was taking solo pictures of Michelle when I saw Roy walking towards her from behind.
Just in time :D
Leica MP
Leica Summilux 35mm f/1.4 II
Fuji Superia X-Tra 400
Tetenal Colortec C-41
Scan from negative film
As I fully expected, the original Southaven Wendy's is now reopen, and *everything* about it was remodeled. They even tore the whole building down just so the foundation could be redone :P Despite the window reflections in the top part of the photo, I was fairly pleased with how it turned out.
____________________________________
Wendy's, 1979-80 built demolished July 2019, reopened December 2019, Main St. at Southview St., Southaven MS
It had just started to rain slightly - a typical Irish Summer shower - when I took this. Judging by the way this lady had her sunglasses I guess she thought that it might not last and I had to conclude that she was half expecting sunshine!
We can regularly expect to see two of our four US Sapsuckers up here. The other one that is regular (if not common) is the Williamson's. The Red-breasted is primarily a West Coast bird, and the Yellow-bellied is mainly an Eastern bird... although vagrants may show up anywhere in North America. This one offered many poses as he stopped by our pond to drink.
IMG_3274; Red-naped Sapsucker
German Panzerkampfwagen V "Panther" Ausf.D production line at the Maschinenfabrik Augsburg-Nürnberg (MAN) in Bavaria. (Nuremberg, Germany, Feb 1943).
The newly-designed Panzer V's entered production in late 1942 with 250 expected to be delivered to Panzer-Regiment 51 and 52 by May 1943 for the planned 'Operation Zitadelle' offensive (Battle of Kursk). However, by May only 65 out of 200 of the new Panthers passed the acceptance tests with problems ranging from the gearbox to radio static noise and gunner sight issues. Maschinenfabrik Augsburg-Nürnberg(MAN), Maschinenfabrik Niedersachsen-Hannover(MNH) and Daimler-Benz were the main manufactures with a production target of 600 per month but, due to Allied bombing disruptions, only 148 Panthers were completed per month on average. By July, Operation Zitadelle was ready to be launched with only 200 Panthers delivered with many technical issues still not resolved.
On the 14th of July 1943, 9 days after the beginning of Operation Zitadelle, Oberleutnant Georg Ernst von Grundherr of the OKH (High Command of the Army) wrote a letter in regards to the performance of the Panther. A translated excerpt: "One day the Panther situation was like this: 27 total losses, 46 under repair, 91 in the process of repair, 17 operational. In the meantime, this has at least improved with regard to the operational ones, today there are 36. Every day tanks leave the workshops and are delivered to the troops, but I still don't understand why someone can't find all the technical defects at home."
The Panther's main components such as the '7,5cm KwK 42' cannon were manufactured by Rheinmetall-Borsig, the 'V-12 HL210 P30' 650Hp engine by Maybach, the transmission by Zahnradfabrik Friedrichshafen and the hulls and turrets by Krupp-Gruson, Eisenwerke Oberdonau and Ruhrstahl to name a few. These components were brought together in final assembly factory's: MAN, MNH, Daimler-Benz and Henschel & Sohn where final machining and fitment of components was made. Throughout this assembly process, the chassis was painted in a rust protective red-oxide or white zinc phosphate coating as it passed through the assembly halls. The final step after completion was to apply the RAL 7028 'dunkelgelb' coating before it was handed over to the 'Heereswaffenamt' (Army Weapons Office) for acceptance testing.
Original Image Source: (unkown)
Bundesarchiv, (Creative Commons-BY-SA 3.0)
Crop, repair, colorize: RyanN81
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[The World War 2 colorized photos are apolitical, and are simply for historical interest and research purposes only. Any comments relating to politics, racism or other inappropriate/offensive subjects will be removed].
With the expected arrival of a fleet of new ADL electric buses for Stagecoach in Oxford in 2023/4, here are some photos of the fleet before the electric invasion begins!
All photos were taken in Oxford during 2023.
Expect this from me. Posing and doing very little else.
Well okay, I do do other stuff.
I post crap snaps of what I see and of my surrounds. I post snaps of other stuff that interests me, what I see of half-interest wherever I go but next-to-nobody cares about such trivial crap. If they did, they would be doing the same.
To make friends, means to share and that entails much more than 'this is me' So I post glimpses of my abode, my neighbourhood and further a'field because all this, goes to make up whom I am.
I am not about to change or give up.
I will from time to time bore you all to death with crap.
The clock by the door signifies that the resident was a watchmaker.
There is no subject of greater interest than the study of how the early settlers managed to build their houses and fit them with chimneys, windows, glass, locks and other furniture so difficult of acquisition in those days. The pioneers, however, appear to have laughed at difficulties; for none of them thought it a matter worth recording. Their trials, struggles and disappointments have been buried in oblivion. There is no record of their heroism.
It was to be expected that immigrants coming from a country where stone was the chief building material, should have built clumsily and defectively with wood. The first houses were draughty, cold and uncomfortable. No sheathing paper or matched board was used in the early days, and as a result, the high winter winds forced themselves through the chinks and made the houses ice boxes. The early settlers did not seem to realise the great amount of cold that can enter a house from beneath the floor. None of them seem to have adopted the modern system of excluding draughts from underneath the floors. Beneath the floors the goats rested from the mid-day sun in summer and the homeless dogs found there some shelter in winter nights. The continuous rush of cold air beneath the floor drew away the heat from the rooms above. The open fireplaces and wide chimneys also allowed the heat to escape. Floors were single. The single uncanvassed floor was another factor in allowing heat to escape. Storm sashes were unknown. One guard against cold they adopted; they screened their beds with canopies. In building, there was no attempt to place the posts on bedrock. The result was that the houses were continually heaving with the winter frosts. Often, at night, the occupants were aroused suddenly from their sleep by the noise of nails bending or breaking in boards forced from their usual places by the heaving of the house. This alternate heaving and falling of the house had the effect of rendering it more draughty from year to year.
It was fortunate that plenty of wood could be procured; for with open fire places enormous quantities of wood were consumed in heating and cooking. Cod-oil and candles were the illuminants till the introduction of the kerosene lamp in the year 1870. Stoves, floor-canvas and lucifer matches came into use about the same time. The comfort and conveniences introduced by these three domestic improvements were marvellous The old wide chimneys were closed up, the back of the chimney whitewashed, and the large irregular flags of the hearth replaced by bricks which were reddened every Saturday afternoon with powdered brick and water. The sand was swept off the floor and the gayly-flowered canvas put down. The evil-smelling cod-oil lamp was thrown on the garbage heap and the glass kerosene lamp with its bit of red flame in the bottom to add colour, was hung by the wall. The tinder box followed the cod-oil lamp.
Friendly intercourse from house to house was more common than it is to-day. Winter brought with it certain brief periods of leisure during which the men assembled in knots and discussed the events of the day. Visiting neighbours was a relief from the monotony of outport life. No one thought of knocking before entering; you simply lifted the latch and went in. If you were not welcome you soon found this out; the silent greeting warned you that your presence was not desirable. The election year was always an inexhaustible source of discussion and the prospective weddings a delightful theme for the women and girls at the quilting and matting parties.
Besides the frequent dances there were raffles for some poor widow or other charitable object. There was a great variety of indoor games to fill in the long nights such as, Forfeits, Hide the-button, Hunt-the-slipper, Ride-the-gray-Mare, Start-the-cask-out-of-the-Cargo, and My-man-John.
Christmastide was anticipated keenly by young and old. It was mummering time. Long before Christmas, considerable time was spent on designing costumes and fantastic rigs. Christmas Eve ushered in the mummering period, and for a whole fortnight, the night air was tortured by the inarticulate cries peculiar to "jannies". The mummers went around in groups of various numbers touring the village from one end to the other. There was a heroic folk-play brought by the Irish immigrants from the "Old Country" that used to be performed by the young men during the Christmas holidays. The actors personated of the great heroes of history, Napoleon Bonaparte, Alexander, Doctors Faustus, Sir Isaac Newton, St. George, St. Patrick. But times have changed. To-day, the tidy housewife will not admit nine or ten roughly shod boys on her red-and-white chequered canvas. In the olden days, the sanded floor could stand consid goat-skin head. The cymbals were two pot covers. The triangle was a pair of tongs, and the tambourine was a tinpan or a metal tray. One Christmas Eve night, Stephen Ryan of Broad Cove played the tambourine. The night being chilly, and his hands exposed, they lost their sensitiveness, and when the parade was over, his knuckles were a mass of mangled flesh and blood. The incident is trivial; but it shows the hilarious fervor of the amusements of the olden days.
This violin band made itself prominent on other occasions. When Bishop Carfagnini of Harbour Grace made his first episcopal visit to King Cove in May 1873 the violin band greeted him on his approach from Trinity. The band accompanied by the whole populace, went out three miles on the Trinity road expecting to meet His Lordship at that point; but there was a delay and they proceeded two miles further. At the signal of the Bishop's arrival, there was a deafening salvo from dozens of sealing guns, and when the report died away, the Violin band sent forth the lively strains of "The White Cockade" and the "Rakes of Mallow." The latter air was hardly appropriate to greet two dignitaries of the church; but it must be remembered that in these early days the band's repertoire of music suitable for triumphal processions was undoubtedly limited. Tradition has remembered only four of the musicians who took part in that demonstration, namely: P. Murphy, R Lawton, M. Lawton and Jim Costello. It formed the orchestra at the theatrical performances and some of its members accompanied the Choir at Benediction at Sunday evening Service.
The chief dances of the old days were the cotillion, eight-handed red, single step and kissing dance. After the cotillion was finished, it was an unwritten law that each couple should dance a single step. The reel was an intricate and laborious dance and necessitated some preliminary practice in order to master its involutions. It was long and sweat producing and the male performers uniformly sought the outside air after each performance, while the female performers fanned themselves in a cool corner. The generation now passing were youngsters then; but they can recall the glamour which the dances at the "Big House" (as Big Allie's house was called) used to throw around them on a fine summer night when the gay dancers came out on the long front gallery to cool off, and we saw them through the trees saunter back and forth across the lighted windows. Looking back one is reminded of Byron's lines on the festivities at Belgium's capital. For Mrs. Murphy was indeed a chieftain, and the end of all the gay dancing in the "Big House" was as tragic as the end of Bunswicks's fated chieftain.
If the habitues of the modern dance halls were compelled to go through a cotillion or a reel of the olden days, they would be prostrated for weeks thereafter. The dancers disdained ballroom etiquette when choosing a partner for a dance. They simply walked over to the damsel and without speaking, took her hand She, silently acquiesced and took her place on the floor. When the dance was finished, her partner dropped her like a hot potato, without a word of thanks or any other ceremony, and left her to find a seat as best she could.
The cotillion was less laborous than the reel; and also less interesting. It was an inartistic dance. Its chief characteristics were an alternate time-beating by the men and their partner in the centre of the ring, followed by a violent swinging and a grand chain. This was repeated ad infinitum or as long as the participants could hold out. In the single-step dancing every dancer danced to his own favorite air; and the fiddler was expected to respond to the individual demands made upon his musical repertoire. The most frequent calls were for "The Wind That Shaked the Barley", and "The Rakes of Kildare."
Dancing was followed by singing. Those who could sing had to sing; no excuses were admissible. The songs were mostly of the sentimental type, and depicted the woes of the rejected lover.
There was usually some incident to add spice and variety to a ball of the olden days. As the ceilings were low,-not much over six feet-and the second floor beams were exposed, a tall man had to do most of his dancing between the beams, and had to maintain a stooping position during the "grand chain." As one of the rules of the cotillion was that the final beat of the last bar of the music should be accompanied by the dancers bringing down both feet together with as loud a "whelt" as possible, it was not unusual for one or more dancers to break through the single floor. An incident of this kind compelled the suspension of the dance till a new piece of board was procured; but instead of being considered an annoyance, it enhanced the terpsichorean notoriety of the dancer. Occasionally, those who were not invited to the dance, vented their displeasure by throwing one or more dead cats down the open chimney.
Occasionally, too, a good-looking girl was the source of an amorous jealousy which in the early hours of the morning disrupted the whole proceedings, and sent the jealous wooers out in the road to argue or fight the matter out. The most spectacular of these love comedies happened in the winter of 1872 at a dance held by the dramatic troupe in Pat Dwyer's old house. A certain young lady who was openly catering to the dalliances of an amorous swain, declined the offer of a dance from another ardent admirer. This aroused a violent jealousy in the latter. Sparks began to fly and as the adversaries glared at each other, the worst was feared. There was an ominous rush towards the door; for notwithstanding the comparative primitiveness of these days, there was an instinctive respect for the sanctity of their patron's house. Moreover it was considered that the open air was the proper place for the settlement of disputes of this kind. So there in front of Tom Brown's old house. in shirt sleeves and bare heads in the raw humid dawning of a March Sunday morning, the two adversaries argued till the onlookers, standing around on the snowBankss became bored and wearied by the incessant repetition of childish recrimination, quitted the scene to go home to breakfast. The drizzly atmosphere had a cooling effect on the protagonists who soon sought their homes also.
In McBraire's time horse-racing in winter on the harbor-ice was a favourite sport. The course was from Western Point to Sampson's Rock. Mr. Hartery, McBraire's, book-keeper was usually the winner. He was the champion so often that he was nicknamed "Chiffeney"-from the famous English jockey of that period.
There were times when provisions ran short, and the spectre of starvation was staring people in the face. The winter following the failure of Munn & Carroll was a gloomy one. Munn's vessels had taken away the summer's catch and no provisions had come back in return. No flour was obtainable in King's Cove that winter and one was lucky to get Indian meal. In our own day of plenty one looks back with sadness to these old days when five or six men had to tramp eighteen miles to Trinity for a barrel of yellow corn meal, and haul it through snow-Bankss with ropes over their shoulders. It was a pioneer's life,-stern, hard and reletent less. It is presumed that there was some good flour in these days, but we in the outports saw none of it. The most of the flour was yellow and bitter; accidentally one may happen to get a barrd that was palatable. The necessity of testing the flour before buying was acknowledged by the manufacturers; for they provided a small wooden stopper or "tester" about an inch and a half in diameter in the head of every barrel. It was an interesting sight to see crowds of fishermen getting their winter's supply of flour, each smoothing out a spoonful of flour on the palm of his hand with his pocket knife and testing it frequently. If the flour did not satisfy the intending purchaser, he replaced the "trier" and began to test another barrel.
On one occasion the ice remained in late in the Spring and provisions ran short especially in Broad Cove. The Broad Cove men heard there were some provisions in Catalina. They marched to Catalina in a body,-a distance of twenty-five miles-and asked the owner to give them some provisions till they would catch fish to repay him. He refused. The men then took a large boom and broke in the door. Every man took a half bag of hard bread on his back and walked back to Broad Cove, covering a distance of fifty miles in the one day. The Government later compensated the storekeeper for the goods taken.
Broad Cove-three miles from King's Cove-was in the early days inhabited solely by Irishmen. It was a picturesque sight to see them riding on horseback to Mass at King's Cove on Sunday mornings. Arriving at King's Cove, they threw their bridles over the chapel fence palings and greeted the King's Cove Irishmen with many a "Cead Mille Failtha"-a hundred thousand welcomes. The Wexford men spoke in English; but the Cork and Kerry men used Irish
Whilst the fisheries were good, times were prosperous. But towards the "sixties" symptoms of widespread depression began to show themselves. The old-time seal fishery had gone out and the cod fishery was gradually failing. Population was increasing, and the economic resources of the country were not developing proportionally. Bad times were looming ahead; something had to be done. In the Legislative Session of 1860 Governor Bannerman urged the Government "that no pains be spared to give encouragement to the development of Agriculture in order to prevent as far as possible the labouring classes resorting to pauper relief."
From this time on, the people were exhorted to go in for land cultivation and take in arable land wherever available. The slogan in King's Cove and other near-by settlements was "You can't starve on potatoes and herring."
Meanwhile, the Government, fearful of the continuation of these lean years of meal and molasses, sent a delegation to Ottawa to discuss with the Canadian Government the question of confederating with the Dominion. The Newfoundland people however, rejected the idea in the 1869 election as noted elsewhere.
The effect of the depressed times was that the young men were getting restless. One by one they were leaving for Boston and British Columbia where better opportunities awaited them. The young women began to follow their example and the once thriving village of King's Cove became only a shadow of its former self. The old King's Cove is gone; the best we can do is to give a picture of it in its balmy days.
Like most other settlements in Newfoundland. King's Cove has had its tragedies. The earliest recorded was the loss of the sealing schooner "John" with all hands,-a crew of forty-two. She was never heard from; how and where she went down remains a mystery.
An event which cast a gloom for many years over King's Cove was the loss of the schooner "Edward" in 1876. She was owned by Michael Murphy and Sons and had the following crew: Michael McGrath (father of the late Bernard McGrath); his son Jim; Jimmy Flynn (father of the late M. T. Flynn of Marystown); his son Dan; William Doyle (father of the late Capt. Tom Doyle) and a boy named Skeffington. The schooner left St. John's on the afternoon of December 16th, 1876 with a load of provisions for King's Cove and has never been heard from since.
In April 1869 John and Richard Kennifick and John Sullivan of Broad Cove were drowned at St. Croix near Keels, and the following day Larry Walsh was drowned at Knight's Cove Point. All of them were on the ice seal-hunting and went down through the broken ice.
An event which cast a gloom over the village was the drowning of Richard Handcock of Knight's Cove on the 15th of August (Lady Day) 1877. It is customary for parishioners to donate their catch of fish on the 15th of August (the Feast of the Assumption) to the Church. Handcock and Billy Ricketts were in the same boat and were returning with a good catch when a sudden squall overturned the boat and Handcock was drowned; Ricketts kept himself afloat till he was rescued by his brother who was not far off at the time of the accident. Father Veitch felt the tragedy keenly and on the following Sunday referred to it in regretful terms.
In the Fall of 1829 the "Agnes" was chartered at St. John's to load fish at King's Cove for a foreign market. Thomas McGrath who was at St. John's at the time, was engaged as pilot to take her to King's Cove. Between Western Point and Southern Head something gave out aloft and the mainsail had to be lowered. It was near nightfall and before repairs could be effected, night came on bringing with it a blinding snow storm and a north-west hurricane which lasted several days. The vessel never reached King's Cove. During the winter a vessel reached Trinity and reported having encountered the "Agnes" in mid-ocean with her spars cut away and no crew on board. There was no further news of her till the following May when Thomas McGrath arrived in King's Cove. He then told the story of his adventure. As they were nearing King's Cove, the north-west gale drove them outside the Grand Bankss. The ballast shifted and the "Agnes" was thrown on her beam ends. The spars were cut away and she righted. The ballast was replaced but she began to leak badly, and for 17 days they laboured night and day to keep her free. At the end of that time they sighted a vessel from Miramichi lumber-laden and bound for Liverpool, England. The shipwrecked crew were taken on board this vessel and landed at Liverpool. McGrath went to Waterford, Ireland in which port he was fortunate in finding a vessel ready to sail for King's Cove.
The following year-1830-Thomas McGrath commanded the sealer "John" at the icefields and a crew of nineteen. The "John" never returned. It is presumed that she went down in the heavy storm which occurred on April 15th of that Spring. Her loss was a terrible tragedy for a small hamlet like King's Cove. Long into the sunny days of May and even June the anxious eyes of distraught wives scanned the horizon from Western Point for a glimpse of the overdue sealer; but in vain. No doubt some of them hoped that a passing ship may have picked up the missing crew; but even that hope died out when with the superstitious credulity of these early days they listened to old Mrs. Barrett of 'Longshore' tell how she saw the crew of the "John" one night walk down the harbor in single file and disappear in the sea below her house. And Thomas McGrath who had left the green hills of Clonmel to fight the battle of Life, found his resting place in the turbulent waters of the North Atlantic.
Another marine tragedy connected with the history of King's Cove was the loss of the "King's Cove" in the early part of the 19th century. She left King's Cove with a cargo of fish in drums for Brazil. She never reached her destination. It was reported at one time that she had been captured by pirates and the crew murdered; but there was never any confirmation of this report.
An event which brought sorrow to the Murphy family was the tragic death of Bernard Murphy on a beautiful January Sunday morning in 1872. There was no priest in King's Cove at this time, and the chapel bell was ringing for the reciting of the Rosary by the school teacher, when the news spread that Bernard Murphy's house was on fire. A large crowd soon collected and buckets of water rushed along; but the building soon became a mass of flame. An attempt was made to pull down the house by putting a rope around it; but this proved ineffectual. Meanwhile anxiety as to the safety of the owner became general; for he was nowhere to be seen. It was known that he had gone on the attic with a bucket of water but whether he came down seemed to be uncertain. This uncertainty was however allayed for a time by a rumour that he had been seen running up the harbor in his shirt sleeves shortly after the alarm of fire was given. All doubt was set at rest a few hours later when his charred body was found in the burning debris. He was a brother of Pat Murphy for many years postmaster at King's Cove.
Tragedy seemed to dog the steps of Bernard Murphy's widow. She was Miss Elizabeth Gould, daughter of Michael Gould of Carbonear. She had been married previously to Arthur Thomey of Harbour Grace. Her first sorrow came to her when after a few brief months of married life, she had to hear the news of her husband's death by drowning at the ice-fields. The following summer, she happened to become acquainted with Mrs. Murphy-"Big Allie"-who invited her to spend the summer at King's Cove. There she met and married Bernard. After the latter's death she removed to Harbor Grace. Her daughter, Alice, died of consumption and her two grandchildren, Ron and Tom McGrath met untimely deaths-the former being killed in the Great War and the latter, who was a marine engineer, fell in the hold of his ship and was killed. Her third husband, John Thomey of the Harbor Grace Customs died suddenly on the Custom House steps not withstanding all her troubles she lived to the good round age of eighty-three years.
Her name deserves to be recorded in the annals of King's Cove. She was the leader of the first Catholic choir established by Father Veitch. In these early days, hymn books had not yet reached King's Cove, and the choir leader found it difficult to obtain music for the few hymns that were found necessary for the church services. The difficulty was surmounted by adopting well-known airs such as the "Meeting of the Waters", "Tara's Hall" and others to the hymns.
There are certain spots in and around King's Cove that will always fill a part of the King Covian exiles' dreams. Though nothing big or momentous happened at these spots, the thoughts and feelings that centered around them in boyhood will hallow them for ever in their memories. What King's Covian will ever forget Sampson's Rock? It was the village "Swimmin' Hole". To the young King's Covian in his untravelled days it seemed of immense breadth and depth. Today there seems to be scarcely enough of water in it to wash one's feet. But we can recall with what a thrill of pleasure and even heroism we ventured for the first time to dive off the "Rock" and swim across to the opposite Banks, a distance of seven or eight feet.
And who will forget "Gully Pond"? During the summer holidays we went there at least once a day. It was a mile or so outside the village. Those who had mastered the difficulties of Sampson's Rock had to be initiated into the hazards of Gully Pond. There was a small boulder about thirty feet from the shore. You passed your second degree in swimming when you could swim to that rock without faltering. You were given your third degree when you showed courage enough to dive off the lower rail of a stage head. You received your unwritten diploma when with a swaggering nonchalance you stepped on the top rail and buried yourself in the sparkling water below.
The "Oak Gulch" held a mystery for the boys of King's Cove into a cleft in the cliff at the water's edge had been driven a piece of oak scantling twenty-five or thirty feet long. It fitted the cleft so snugly that it was inconceivable how it had been driven there It had evidently been there for generations and a few superstitious tales grew up around it. Recently Austin Lawton braved the superstitious fears connected with the stick, crawled into the cleft and with chisel and saw removed the piece of scantling bit by bit.
The Pond-a small lake separating the north side of King's Cove from the south side-at times, especially at night-adds to the picturesqueness of the village by its various changes of mood. These changes are described by the local poetess-Miss Bertille Tobin in another chapter.
Sarah Brien's Hill will always be the landmark for which the homecomer will eagerly scan the horizon. It is an irregular plateau overlooking the village and sheltering it from the south-west gales. Before the fire of 1892 it was a beautiful hill thickly clothed to the summit with spruce, birch and fir. To-day, its granitic sides are bare of vegetation.
But still the exiled Kingscovian's pulses beat fast when he catches the first glimpse of Sarah Brien's Hill which looms up as the harbor is approached. For it has sheltered King's Cove from the south-west storms during the ages. And no wonder some sympathetic local poet has adapted the following lines to its memory:
"Oh Sarah Brien, loved Sarah Brien, how oft I dream of thee;
And of the days when by your side I wondered young and free;
Full many a land I've seen since then
Through Pleasure's flowery maze;
But never could find the bliss again
I felt in those sweet days."
An interesting event was the annual haul of wood for the priest and parson. On the appointed days, gangs of men started off to the woods-some with axes and others with dog-slides. All day long the woods resounded with the jingle of axes, the barking of dogs and the shouting of youngsters who had seized the opportunity to make a gala day of it. Several loads were brought out during the day. This hard days work of tramping and hauling through the woods was done in no niggardly or bargaining manner; for the day was to end up in an outburst of music and jubilation, as befitted the occasion. Was not the clergy man the light of the village-not only spiritually, but to many, a helper in their mundane affairs.
As the last loads came out, the slides were decorated with flags, and all the available violinists were ordered to take their places on the tops of the loads. As the long stream of dogs and horses passed in to the clergyman's backyard, he stood at the gate and greeted with radiant smiles the bustling haulers with oft repeated "Well done my brave fellows, well done."
There are only two religious denominations in King's Cove- the Church of England and the Roman Catholic. From the earliest history of the place, the greatest harmony and co-operation have existed between these two denominations. Both parties have contributed mutually to the erection of their school and church buildings. An example of this liberality of spirit was evidenced when the late Bishop Carfagnini made his first episcopal visit to King's Cove in 1873. Mr. J. C. Sheares-a prominent Church of England business man of the town, erected an arch at his own expense opposite his place of business.
An earlier instance of this friendly feeling is evident from the bantering way in which old William Brown (whose business career we have already noted) and Father Scanlan-the parish priest accosted each other. Here is a sample of their frequent encounter:
William Brown: Ha, you got your pockets full of dues now, I suppose, from the poor people."
Father Scanlan: "Ha, you old rascal, you never sent me the punt you promised me to paint the church."
"Well then" agreed William. "by the livin'man, you'll have it fo-morrow."
"By the livin'man" was his familiar expletive.
Within recent history, King's Cove was threatened by fire three times. On June 16th, 1828, a forest fire broke out on Plate Cove Road-west of the settlement-and fanned by a smart breeze. soon swept down towards "Steady Water" valley about half a mile west of the harbor. As night set in, immense volumes of smoke and fire shrouded the sky, and as the night advanced, a wall of fire illuminated the village. Nobody went to bed that night. All household goods and fishing gear were removed to the water's edge. But about half past one o'clock that night, the wind veered to the South-west, carrying the fire away from Steady Water on to Broad Cove-three miles to the north of King's Cove The houses on the north side of King's Cove barely escaped. The change of wind was so sudden that King's Cove escape seemed miraculous.
The fire struck the houses at Broad Cove and destroyed all of them except one-that of Thomas Carew. By 8 p.m. that evening, everything was in ashes stores, stages and flakes. John Skeffington lost a store full of Bummer fishery supplies. A heavy rain followed the fire next day and the residents were enabled to begin again the rebuilding of their homes.
How the Broad Cove people managed to survive this tragedy, with all their belongings reduced to ashes at the commencement of the fishing season, no one seems to have left a record. But such misfortunes were the constant lot of the early settlers, and we must come to the conclusion that our forefathers were men of grit and indomitable courage.
Since that time, King's Cove has had two narrow escapes from destruction by forest fires. In 1869, a huge fire swept down towards the village from the south-west; but fortunately only reached the outskirts. In 1892-the year of the St John's fire- the village was threatened again. Sarah Brien's hill which had from time immemorial been covered from its summit to its base with spruce and fir, became a prey to the devouring monster, which blackened its granitic sides and it has never since fully recovered its pristine beauty.
Previous to 1871 no photographer had visited King's Cove and there are no extant photographs of the residents who died before that date. In that year a photographer named Campbell spent several months in the village. He had his "dark room" in a corner of the "oilstore" of Michael Murphy & Sons. All his photos were of the "tintype" process. Mr. Campbell afterwards became a clerk in the General Post Office, St. John's. A few years later a Mr. Chisholm from Nova Scotia came to King's Cove and spent some time photographing. His work was of the modern "dryplate" type.
This was not the outcome I had expected. Firstly, I anticipated the Class 86 would be leading, and secondly I didn't expect the train to recover so much time that I arrived on the platform seconds before it did. The location is Cannock station on The Chase Line, the train is the Northern Belle 1Z70 0628 Coventry - Carlisle that was, the last time I had checked, running 15 minutes late at Tame Bridge Parkway. Passing Cannock, with Class 47 No. 47815 'Great Western' leading Class 86 No. 86401 'Mons Meg' dit it had regained all but one minute of the late running. The ECS from Rugby had been delayed, and I did wonder if it was due to an issue with 86401, which had headed the previous day's ECS from Carnforth. Thankfully, the good old Z6 got it just about right! Copyright (grab) photograph John Whitehouse - all rights reserved
A place we never expected to visit....we returned home from China two days ago...talked into going by good friends, and enticed by an extremely reasonable all-inclusive price tag, and a direct flight from Toronto ( 14 + hours to Beijing, and return flight from Hong Kong, a little longer...) , I'll have many pictures to show you of this amazing land over the next while.
However I have a major problem with the photo capacity of my computer...and until I get it solved, I cannot say that I will be able to post for a while. This first photo was edited in Picnik.... as presently I cannot even edit the photos which have found their way into my Apple computer.
If any of you you have an Apple, with Aperture...and have advice for me, I'll be VERY happy to read it...thank you !