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ORTAHISAR AND ORTAHISAR CASTLE
Ortahisar is picturesque stone houses, narrow streets and lovely churches as well as the castle-like rock formation after which the town is named. This 90m high natural fortress, a prominent landmark in the region – honeycombed with caves and tunnels, camouflaged by nature without the slightest indication of human presence inside – has partly crumbled away revealing some of its interior. Today it has been restored and the peak is accessible by a staircase. The Ortahisar Castle offers a magnificent panorama over the fairy chimneys of Hallacdere and the snowy peak of Mt. Erciyes.
Cappadocia World Heritage List;
whc.unesco.org/en/list/357
In a spectacular landscape, entirely sculpted by erosion, the Göreme valley and its surroundings contain rock-hewn sanctuaries that provide unique evidence of Byzantine art in the post-Iconoclastic period. Dwellings, troglodyte villages and underground towns – the remains of a traditional human habitat dating back to the 4th century – can also be seen there.
Brief synthesis
Located on the central Anatolia plateau within a volcanic landscape sculpted by erosion to form a succession of mountain ridges, valleys and pinnacles known as “fairy chimneys” or hoodoos, Göreme National Park and the Rock Sites of Cappadocia cover the region between the cities of Nevşehir, Ürgüp and Avanos, the sites of Karain, Karlık, Yeşilöz, Soğanlı and the subterranean cities of Kaymaklı and Derinkuyu. The area is bounded on the south and east by ranges of extinct volcanoes with Erciyes Dağ (3916 m) at one end and Hasan Dağ (3253 m) at the other. The density of its rock-hewn cells, churches, troglodyte villages and subterranean cities within the rock formations make it one of the world's most striking and largest cave-dwelling complexes. Though interesting from a geological and ethnological point of view, the incomparable beauty of the decor of the Christian sanctuaries makes Cappadocia one of the leading examples of the post-iconoclastic Byzantine art period.
It is believed that the first signs of monastic activity in Cappadocia date back to the 4th century at which time small anchorite communities, acting on the teachings of Basileios the Great, Bishop of Kayseri, began inhabiting cells hewn in the rock. In later periods, in order to resist Arab invasions, they began banding together into troglodyte villages or subterranean towns such as Kaymakli or Derinkuyu which served as places of refuge.
Cappadocian monasticism was already well established in the iconoclastic period (725-842) as illustrated by the decoration of many sanctuaries which kept a strict minimum of symbols (most often sculpted or tempera painted crosses). However, after 842 many rupestral churches were dug in Cappadocia and richly decorated with brightly coloured figurative painting. Those in the Göreme Valley include Tokalı Kilise and El Nazar Kilise (10th century), St. Barbara Kilise and Saklı Kilise (11th century) and Elmalı Kilise and Karanlık Kilise (end of the 12th – beginning of the 13th century).
Criterion (i): Owing to their quality and density, the rupestral sanctuaries of Cappadocia constitute a unique artistic achievement offering irreplaceable testimony to the post-iconoclastic Byzantine art period.
Criterion (iii): The rupestral dwellings, villages, convents and churches retain the fossilized image of a province of the Byzantine Empire between the 4th century and the arrival of the Seljuk Turks (1071). Thus, they are the essential vestiges of a civilization which has disappeared.
Criterion (v): Cappadocia is an outstanding example of a traditional human settlement which has become vulnerable under the combined effects of natural erosion and, more recently, tourism.
Criterion (vii): In a spectacular landscape dramatically demonstrating erosional forces, the Göreme Valley and its surroundings provide a globally renowned and accessible display of hoodoo landforms and other erosional features, which are of great beauty, and which interact with the cultural elements of the landscape.
Integrity
Göreme National Park and the Rock Sites of Cappadocia, having been extensively used and modified by man for centuries, is a landscape of harmony combining human interaction and settlement with dramatic natural landforms. There has been some earthquake damage to some of the cones and the pillars, but this is seen as a naturally occurring phenomenon. Overuse by tourists and some vandalism have been reported and some incompatible structures have been introduced.
The erosional processes that formed the distinctive conical rock structures will continue to create new fairy chimneys and rock pillars, however due to the rate of this process, the natural values of the property may still be threatened by unsustainable use. The cultural features, including rock-hewn churches and related cultural structures, mainly at risk of being undermined by erosion and other negative natural processes coupled with mass tourism and development pressures, can never be replaced. threats Some of the churches mentioned by early scholars such as C. Texier, H.G. Rott and Guillaume de Jerphanion are no longer extant.
Authenticity
The property meets the conditions of authenticity as its values and their attributes, including its historical setting, form, design, material and workmanship adequately reflect the cultural and natural values recognized in the inscription criteria.
Given the technical difficulties of building in this region, where it is a matter of hewing out structures within the natural rock, creating architecture by the removal of material rather than by putting it together to form the elements of a building, the underlying morphological structure and the difficulties inherent in the handling of the material inhibited the creative impulses of the builders. This conditioning of human effort by natural conditions persisted almost unchanged through successive periods and civilizations, influencing the cultural attitudes and technical skills of each succeeding generation.
Protection and management requirements
The World Heritage property Göreme National Park and the Rock Sites of Cappadocia is subject to legal protection in accordance with both the Protection of Cultural and Natural Resources Act No. 2863 and the National Parks Act No. 2873. The entire territory between the cities of Nevşehir, Ürgüp and Avanos is designated as a National Park under the Act No. 2873. In addition, natural, archaeological, urban, and mixed archaeological and natural conservation areas, two underground towns, five troglodyte villages, and more than 200 individual rock-hewn churches, some of which contain numerous frescoes, have been entered into the register of immovable monuments and sites according to the Act No. 2863.
Legal protection, management and monitoring of the Göreme National Park and the Rock Sites of Cappadocia fall within the scope of national and regional governmental administrations. The Nevşehir and Kayseri Regional Conservation Councils are responsible for keeping the register of monuments and sites, including carrying out all tasks related to the legal protection of monuments and listed buildings and the approval to carry out any restoration-related works. They also evaluate regional and conservation area plans prepared by the responsible national and/or local (i.e. municipal) authorities.
Studies for revision and updating of the existing land use and conservation plan (Göreme National Park Long-term Development Plan) of 1981 were completed in 2003. The major planning decisions proposed were that natural conservation areas are to be protected as they were declared in 1976. Minor adjustments in the peripheral areas of settlements and spatial developments of towns located in the natural conservation sites including Göreme, Ortahisar, Çavuşin, Ürgüp and Mustafapaşa will be strictly controlled. In other words, the Plan proposes to confine the physical growth of these towns to recently established zones. Hotel developments will take into account the set limits for room capacities. Furthermore, the plan also suggested that local authorities should be advised to review land use decisions for areas that have been reserved for tourism developments in the town plans.
Preparation of conservation area plans for the urban and/or mixed urban-archaeological conservation sites within the historic sections of Göreme are in place and provide zoning criteria and the rules and guidelines to be used in the maintenance and restoration of listed buildings and other buildings which are not registered, but which are located within the historic zones. Similar planning studies for the towns of Ortahisar and Uçhisar are in place. Once finalised, a conservation area plan for the urban conservation area in Ürgüp will be in place. All relevant plans are kept up to date on a continuing basis.
Appropriate facilities aimed at improving the understanding of the World Heritage property have been completed for the subterranean towns of Kaymaklı and Derinkuyu, and are required for Göreme and Paşabağı.
Monuments in danger due to erosion, including the El Nazar, Elmalı, and Meryemana (Virgin Mary) churches, have been listed as monuments requiring priority action. Specific measures for their protection, restoration and maintenance are required at the site level.
While conservation plans and protection measures are in place for individual sites, it is recognised by the principal parties responsible for site management that an integrated Regional Plan for the Cappadocia Cultural and Tourism Conservation and Development Area is required to protect the World Heritage values of the property. Adequate financial, political and technical support is also required to secure the management of the property.
whc.unesco.org/en/list/357
www.nationalgeographic.com/travel/world-heritage/cappadocia/
Baltit Fort or Balti Fort is an ancient fort in the Hunza valley in Gilgit-Baltistan, Pakistan.
In the past, the survival of the feudal regime of Hunza was ensured by the impressive Baltit fort, which overlooks Karimabad. The foundations of the fort date back to 700 years ago, with rebuilds and alterations over the centuries. In the 16th century the local prince married a princess from Baltistan who brought master Balti craftsmen to renovate the building as part of her dowry. The architectural style is a clear indication of buddhist Tibetan influence in Baltistan at the time.
The Mirs of Hunza abandoned the fort in 1945, and moved to a new palace down the hill. The fort started to decay which caused concern that it might possibly fall into ruin. Following a survey by the Royal Geographical Society of London a restoration programme was initiated and supported by the Aga Khan Trust for Culture Historic Cities Support Programme. The programme was completed in 1996 and the fort is now a museum run by the Baltit Heritage Trust.
Remodel, Week 1
Headed outside for our last indication of the beginning stages of a remodel, which actually first appeared several weeks ago: the brown canopy of the fuel center, seen on the left in February, sometime late May/early June lost some (but not all) of its brown color to the undercoat of white and, in one stretch, a mysterious blue color. l_dawg2000 has seen this, and posits Walmart tried to turn the fuel center blue, only to meet resistance from the city of Hernando's government (building codes are in place here, which is why the Walmart is all brick and likely won't be seeing the new gray/blue color scheme). No progress has occurred since that initial stripping/recoating.
Also... adding the dates to my pics is new to me; I'll certainly decrease the size of those annoying boxes in the future!
Murphy USA // 2580 McIngvale Road, Hernando, MS 38632
Walmart Supercenter // 2600 McIngvale Road, Hernando, MS 38632
(c) 2016 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 :)
Carved from white Italian Carrara marble, the "Maiden with a Lute" sits picturesquely amid a well established tree Rhododendron. There is no indication as to which studio or artist carved her, but she is very elegant and beautiful in an almost melancholic way. She has obviously paused to gain some inspiration before taking up the lute to play again. How could she not find inspiration amid the beautiful Forest Glade Gardens in Mount Macedon where she resides?
The Forest Glade Gardens are well established European inspired landscaped gardens of six hectares that are to be found on the Mount Macedon Road in the hill station town of Mount Macedon.
The Forest Glade Gardens are just shy of one hundred years old. The gardens were originally two adjoining properties that comprised orchards and lush grazing paddocks. In 1941 local family the Newtons purchased and extended the property and set about creating one of Mount Macedon's most stunning gardens.
In 1971 the Forest Glade Gardens were acquired by Melbourne property developer Mr. Cyril Stokes who together with his partner Trevor Neil Bell, developed the gardens even further. Cyril was a great collector of European antiques, and his love of European antiquity is reflected in the gardens, particularly in the many classical marble and bronze statues dotted about the grounds.
Unfortunately the Forest Glade Gardens were partly destroyed by the tragic Ash Wednesday bushfires of 1983. However, after many years of hard labour put in by Cyril and Trevor, The Forest Glade Gardens were reborn from the ashes. The gardens are built on a sloping block and consist of a range of terraces all of which offer wonderful vistas. A garden designed to give pleasure all year round, the Forest Glad Gardens contain several heritage listed trees and are made up of smaller themed gardens including; the Italian Garden, the Japanese Garden, the Daffodil Meadow, the Peony Walk, Hydrangea Hill, the Topiary Gardens, the Bluebell Meadow, the Fern Gully and the Laburnum Arch.
In 2011 the property was gifted to a registered charity - The Stokes Collection Limited - with the intention of keeping the Forest Glade Gardens maintained and open to the public.
I spent a delightful Saturday with the Famous Flickr Five+ Group in Mount Macedon, where I have never been before. Now I have, I would very much like to go back to such a picturesque place again.
The Mount Macedon township is located east of the Mount Macedon summit, which is approximately 60 km north-west of Melbourne.
The name of Mount Macedon is apparently derived from Philip II, who ruled Macedon between 359 and 336BC. The mountain was named by Thomas Mitchell, the New South Wales Surveyor General.
Settled in the 1850s by gold miners and timber cutters, the railway arrived at the Mount Macedon township in 1861, providing a vital connection to Melbourne, and sealing the town's future as a 'hill station' resort for wealthy Melburnians escaping the summer heat in the 1870s. With the land deforested, large blocks were sold and beautiful and extensive gardens were planted around the newly built homes. The rich soil and good rainfall also made the area suitable for large orchards and plant nurseries who could send fruit and flowers back to Melbourne. Newspaper owner, David Syme, built a house, "Rosenheim" in 1869. It was acquired in 1886 for Victorian Governors to use as a country retreat, making Mount Macedon an attractive destination for the well heeled of Melbourne society. A primary school was built in Mount Macedon in 1874, and as the decades progressed, hotels, guest houses, shops, a Presbyterian Church and Church of England were built. In 1983, Mount Macedon was devastated by the Ash Wednesday Bush Fires. A large portion of the town was raised, and a number of lives were lost. However, like a phoenix from the ashes, Mount Macedon has risen and rebuilt. Today it is still a popular holiday destination, particularly during spring time when the well established gardens flourish with flowers and in autumn when the exotic trees explode in a riot of reds and yellows.
I think these girls give a good indication of the scale of these doors on the sides of one of the minor temples in the Grand Palace complex.
Being my second visit the the Grand Palace in Bangkok, rather than just take the obvious shots I took quite a few shots of tourists enjoying posing at statues, taking selfies etc.
Click here to see photos from this and a previous trip to Thailand : www.flickr.com/photos/darrellg/albums/72157600177340620
From Wikipedia : "The Grand Palace is a complex of buildings at the heart of Bangkok, Thailand. The palace has been the official residence of the Kings of Siam (and later Thailand) since 1782. The king, his court and his royal government were based on the grounds of the palace until 1925. King Bhumibol Adulyadej (Rama IX), resided at Chitralada Royal Villa and his successor Vajiralongkorn at Amphorn Sathan Residential Hall, both in the Dusit Palace, but the Grand Palace is still used for official events. Several royal ceremonies and state functions are held within the walls of the palace every year. The palace is one of the most popular tourist attractions in Thailand.
Construction of the palace began on May 6, 1782, at the order of King Phutthayotfa Chulalok (Rama I), the founder of the Chakri Dynasty, when he moved the capital city from Thonburi to Bangkok. Throughout successive reigns, many new buildings and structures were added, especially during the reign of King Chulalongkorn (Rama V). By 1925, the king, the Royal Family and the government were no longer permanently settled at the palace, and had moved to other residences. After the abolition of absolute monarchy in 1932, all government agencies completely moved out of the palace.
In shape, the palace complex is roughly rectangular and has a combined area of 218,400 square metres (2,351,000 sq ft), surrounded by four walls. It is situated on the banks of the Chao Phraya River at the heart of the Rattanakosin Island, today in the Phra Nakhon District. The Grand Palace is bordered by Sanam Luang and Na Phra Lan Road to the north, Maharaj Road to the west, Sanamchai Road to the east and Thai Wang Road to the south.
Rather than being a single structure, the Grand Palace is made up of numerous buildings, halls, pavilions set around open lawns, gardens and courtyards. Its asymmetry and eclectic styles are due to its organic development, with additions and rebuilding being made by successive reigning kings over 200 years of history. It is divided into several quarters: the Temple of the Emerald Buddha; the Outer Court, with many public buildings; the Middle Court, including the Phra Maha Monthien Buildings, the Phra Maha Prasat Buildings and the Chakri Maha Prasat Buildings; the Inner Court and the Siwalai Gardens quarter. The Grand Palace is currently partially open to the public as a museum, but it remains a working palace, with several royal offices still situated inside."
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From Perfection Captured. A very playful and provocative woman, if this photo is any indication of her personality. ;-)
Give a good clear indication to the driver that you wish the Bus to stop by extending your arm out and moving towards the edge of the kerb.
Perfectly done by this lady at Horsham Railway Station bus stop.
Metrobus 6763, an Alexander Dennis Envriro 200, YX63ZWW prepares to stop. The bus was new in December 2013 but still looks immaculate. Note how smart and professional looking the driver is also!
Working Route 98 to Southwater.
During the early 1970's there were indications that Leyland was planning another radical shake-up of its product range. By 1975 the B15 project was in full swing, an integral vehicle with sophisticated, high specification parts resulting in a totally new vehicle. Of course we all know this was the new look Leyland Titan TN series, which was unfortunately destined to become a London Double Decker bus.
Dennis who were also looking into a new rear engine vehicle with its Dominator model, with some valued assistance from the South Yorkshire PTE, the Dennis Dominator was successful in taking some orders away from Leyland. Just as the MCW/Scania Metropolitan double decker did from 1973 until 1977, with some 650 plus buses built. MCW turning to the integral route with their Metrobus chassis from 1977 until 1989.
Foden of Sandbach who were also involved with some bus chassis during the 1940' & 1950's were looking to re-enter the bus industry. By 1975 Leyland had announced the intention to stop Fleetline production by 1978, which left a gap in some operators fleets. Leyland knew that the VR was still available for purchase.
Foden joined together with Northern Counties of Wigan to produce seven prototype chassis, with semi integral frames. Using the tried and trusted Gardner 6LXB engine and the Alison MT.640 5 speed gearbox, this was long before Optare made the Alison gearbox its standard option. Truck chassis were built with Alison gearboxes at the time of the Foden NC. Four PTEs were also interested in the new venture, with Greater Manchester (2), South Yorkshire (1 East Lancs body), West Midlands PTE (1) and West Yorkshire PTE (1). Along with one for Derby City Transport and the National Bus Company, who also took one. The NBC were at the time conducting fuel efficiency trails at Potteries Motor Traction (PMT) Newcastle under Lyme depot, with a Bristol VRT and a Dennis Dominator.
West Yorkshire PTE had there example delivered in early March 1977, as 7250 TUB250R with low height Northern Counties bodywork. 7250 was used as part of a display of PTE vehicles at the official opening of the Bradford Interchange in March 1977. Then the Foden was used by Calderdale and Kirklees drivers and staff for trials and evaluation. In October 1977, 7250 entered passenger service. The bus was used initially used on the 43 Huddersfield to Halifax via Elland service, with 3480 LUG480P the Volvo Alisa B55-10 with Alexander bodywork ( which was withdrawn in 1981 and sold to Derby City Transport). However it was clear that the Foden was not fitting in at the PTE, with very few PSV duties, 7250 was withdrawn from service in May 1984. 7250 was sold to Weymouth dealer Green in December 1985, staying there until July 1988.
This is when Bootle based Anitree Coaches purchased the Foden for continued service in Merseyside. 7250 even ventured back to Yorkshire on occasions to the 'Heart of the Pennines' rally. John Cherry, who owns Anitree Coaches, really like the Foden NC he even purchased the West Midlands PTE vehicle 6300 ROC300R. WMPTE 6300 is currently based in Kirkby and is awaiting an MOT and some finishing touches before going into WMPTE livery.
By 2012, 7250 was re-painted into the original WYPTE 'roads & pavements' livery and appeared at the 2012 Wirral Transport show.
The North West Vehicle Restoration Trust (NWVRT) now hold an annual open at their Kirkby premises, which a good event. In 2015 the NWVRT announced that John Cherry's WYPTE Foden 7250 was going to be at the event. This then got myself (Scott Poole) to continue researching the Foden NC as a chassis and project. On the day of the rally I managed to chat with john and gain permission to photograph the Foden, which was out of public view, with the assistance of an NWVRT volunteer, many thanks to you both gents.
Pausing at Kirkby railway station allows time for a rear view of the Foden NC.
Here is a link to my bus blog about the Foden NC t.co/shvIRNceu9
In the Domesday Book there are indications of two manors and formerly there were two churches on this site, All Saints and St. Andrews. In 1367 both churches were united under the office of the Almoner of Norwich Priory. St. Andrews was in a poor state of maintenance and was demolished soon afterwards.
Much in common with many of Norfolk’s ancient churches All Saints has architectural features, which cover several periods. There are indications of a much earlier church on the foundations and the 14th. – 15th. century work of lint and freestone that stands today was probably raised on them.
The churches most prominent feature is the square embattled five stages tower on the south side, it also serves as the main entrance porch. This is believed to be 15th. century but there are indications that the outer stone entranceway with its massive half round pillars and plain pointed archway are of 13th. century construction. On the towers upper floors are fireplaces. A massive one on the first floor and a smaller one on the second floor. Possibly they were used for baking Communion bread originally and subsequently for heating.
The church has a single bell. The bell was made by the bell founder John Taylor of Loughborough who bought the two previous old bells in 1878 for £98-12s-3d (£98.61p) and supplied the present bell for £101-1s-3d (£101.06p). The bell weighs 14 cwt.-1 qrt-2 lbs. (1,592 lb./722 kg). The total cost of all the work related to installing the new bell was £146-10s-6d. (£146.52p).
Inside the church the nave area is interesting, in that at head height there is a prominent ‘string course’ at about 6 ft. 6 in. (2 m) high and above that are highly decorative black knapped flints in layers, alternating with medieval bricks.
The church gained Grade: I listed building status on 29th. November 1959. (English Heritage Legacy ID: 226551).
An exhibition co-organized by WIPO and Turkey was held on the sidelines of the WIPO Assemblies, which met in Geneva from October 3 to 11, 2016.
The event entitled “Turkish Culture and Geographical Indications” showcased a snapshot of Turkey’s rich culture and geographical indications and was inaugurated on October 4, 2016.
It featured examples of Turkey’s protected geographic indications, including Afyon marble, Antep Kutnu cloth, Gaziantep mother-of-pearl inlaying and Safranbolu Turkish delight. The inauguration also featured a performance of traditional Turkish music.
Copyright: WIPO. Photo: Violaine Martin. This work is licensed under a Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License.
R2646. I had no idea where I was when I took this, but aided by Google Earth I deduced that was probably Chalindrey between Chaumont and Mulhouse.
Although the Paris - Basel line is not electrified, overhead cantenary can clearly be seen so it is somewhere where the non-electrified Paris - Basel line meets an electrified line from somewhere else. Both Culmont-Chalendrey and Belfort meet this criterion but, looking at Google Earth, Culmont-Chalendrey looked to be the most likely.
I later learnt that the wires at Belfort didn't go up until 1970, so It had to be Chalindrey. Also, just visible is a diesel locomotive and this is either BB69001 or BB69002. Both these were prototype diesel-hydraulics built in 1964 and shedded at Chalindrey, another indication that that is where I was when I took the picture - a snatch shot out of a passing train.
The location has also been confirmed by Niek Opdam (see comments boxes below) and Etienne de Maurepas. Thanks both.
Saturday, 26th February, 1966. Copyright © Ron Fisher.
The poles might be a good indication of where the wall may go.
My local Kmart will be shrinking starting in July. The store is one of supposedly 60 test stores to try a new strategy to increase sales by putting the entire store on sale.
Marshalls and other unannounced tenant(s) that will make for a 45,000 sq ft project. Interesting thing here is that the Kmart store will still be around 73,000 Sq ft rather than the 59,000 that would of been half the store. In other words, the store will still technically occupy more than half of the building.
The project is expected to be complete in Q2 next year. Hopefully this project will not turn around and cause this store to close completely as the Anderson, SC store did. Whatever happens, I'll be sure to send picture updates when I can.
Olean, NY. May 2017.
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If you would like to use THIS picture in any sort of media elsewhere (such as newspaper or article), please send me a Flickrmail or send me an email at natehenderson6@gmail.com
One bonus side effect of shooting into bright morning light is being able to easily get those motion-freezing high shutter speeds.
After clearing a 10 MPH restriction at LeMoyne, 470 receives the signal onto the 59th Street Branch.
Archer Ave - Chicago, IL
08/22/15
Indications seem to suggest W.B Yeats will enter service this coming week on the Dublin-Holyhead service,replacing the Ulysses which slips off to drydock.
Movement to the quayside at Hammond Lane has taken place, Holyhead in January followed by Cherbourg in March.
December 2018
During the early 1970's there were indications that Leyland was planning another radical shake-up of its product range. By 1975 the B15 project was in full swing, an integral vehicle with sophisticated, high specification parts resulting in a totally new vehicle. Of course we all know this was the new look Leyland Titan TN series, which was unfortunately destined to become a London Double Decker bus.
Dennis who were also looking into a new rear engine vehicle with its Dominator model, with some valued assistance from the South Yorkshire PTE, the Dennis Dominator was successful in taking some orders away from Leyland. Just as the MCW/Scania Metropolitan double decker did from 1973 until 1977, with some 650 plus buses built. MCW turning to the integral route with their Metrobus chassis from 1977 until 1989.
Foden of Sandbach who were also involved with some bus chassis during the 1940' & 1950's were looking to re-enter the bus industry. By 1975 Leyland had announced the intention to stop Fleetline production by 1978, which left a gap in some operators fleets. Leyland knew that the VR was still available for purchase.
Foden joined together with Northern Counties of Wigan to produce seven prototype chassis, with semi integral frames. Using the tried and trusted Gardner 6LXB engine and the Alison MT.640 5 speed gearbox, this was long before Optare made the Alison gearbox its standard option. Truck chassis were built with Alison gearboxes at the time of the Foden NC. Four PTEs were also interested in the new venture, with Greater Manchester (2), South Yorkshire (1 East Lancs body), West Midlands PTE (1) and West Yorkshire PTE (1). Along with one for Derby City Transport and the National Bus Company, who also took one. The NBC were at the time conducting fuel efficiency trails at Potteries Motor Traction (PMT) Newcastle under Lyme depot, with a Bristol VRT and a Dennis Dominator.
West Yorkshire PTE had there example delivered in early March 1977, as 7250 TUB250R with low height Northern Counties bodywork. 7250 was used as part of a display of PTE vehicles at the official opening of the Bradford Interchange in March 1977. Then the Foden was used by Calderdale and Kirklees drivers and staff for trials and evaluation. In October 1977, 7250 entered passenger service. The bus was used initially used on the 43 Huddersfield to Halifax via Elland service, with 3480 LUG480P the Volvo Alisa B55-10 with Alexander bodywork ( which was withdrawn in 1981 and sold to Derby City Transport). However it was clear that the Foden was not fitting in at the PTE, with very few PSV duties, 7250 was withdrawn from service in May 1984. 7250 was sold to Weymouth dealer Green in December 1985, staying there until July 1988.
This is when Bootle based Anitree Coaches purchased the Foden for continued service in Merseyside. 7250 even ventured back to Yorkshire on occasions to the 'Heart of the Pennines' rally. John Cherry, who owns Anitree Coaches, really like the Foden NC he even purchased the West Midlands PTE vehicle 6300 ROC300R. WMPTE 6300 is currently based in Kirkby and is awaiting an MOT and some finishing touches before going into WMPTE livery.
By 2012, 7250 was re-painted into the original WYPTE 'roads & pavements' livery and appeared at the 2012 Wirral Transport show.
The North West Vehicle Restoration Trust (NWVRT) now hold an annual open at their Kirkby premises, which a good event. In 2015 the NWVRT announced that John Cherry's WYPTE Foden 7250 was going to be at the event. This then got myself (Scott Poole) to continue researching the Foden NC as a chassis and project. On the day of the rally I managed to chat with john and gain permission to photograph the Foden, which was out of public view, with the assistance of an NWVRT volunteer, many thanks to you both gents.
Here WYPTE 7250 is posed in the yard as I took several shots both inside and out, a very tidy and well kept vehicle indeed.
Here is a link to my bus blog about the Foden NC t.co/shvIRNceu9
Hoverfly sitting on the petal of Gerbera. They are speedy little things and appear to be able to be both coming and going at the same time!
+1 in comments with a bit more indication of scale
ODC Theme "coming and going"
NS 13G with the Wabash heritage unit passes underneath the 10.8 signals at Haysville while 3 different signal indications are shown in the background for eastbounds.
Quiz time: Can you name the 3 signal indications?
Year inlay in granito floor tile as an indication of the year of the erection of the building. This achievement is proudly mentioned in the tiled floor.
Original architect unknown.
Some history about the use of year stones or indication in architecture:
English: en.wikipedia.org/wiki/Anchor_plate
Dutch: nl.wikipedia.org/wiki/Muuranker
And: nl.wikipedia.org/wiki/Jaartallen_op_gebouwen
What else happened in 1902:
English: en.wikipedia.org/wiki/1902
Deutsch: de.wikipedia.org/wiki/1902
Français: fr.wikipedia.org/wiki/1902
Nederlands: nl.wikipedia.org/wiki/1902
Türkçe: tr.wikipedia.org/wiki/1902
Bol, at the island Brač (HR), Aug. 14, 2012.
© 2012 Sander Toonen Amsterdam/Halfweg | All Rights Reserved
Silverton:
The first indication of silver–lead mineralisation in the Barrier Rangers came in late 1875 with the discovery of galena by Julius Charles Nickel and Dan McLean while they were well sinking on Thackaringa Station, near the South Australian - New South Wales border.
In 1879 John Stokie established a store at Umberumberka, 19 km north of Thackaringa. He continued prospecting and discovered silver–lead veins nearby, which he pegged with Edward Pegler in November 1881. A 100 ton parcel of ore was shipped to England for a 40% profit. The following October the Umberumberka Silver Lead Mining Company Ltd was floated with nominal capital of £20 000. Umberumberka was the second area of silver–lead mineralisation discovered in the Barrier Ranges and the new company was the first to be publicly floated. The town of Silverton soon developed close to the mine and became the main settlement of the growing silver field.
Silverton was surveyed in 1883, by which time Australia had a population of 2, 250, 194. By September that year, the population of Silverton was 250, and by December 1883 it had doubled. That year the Day Dream Mine opened and attracted an additional population of 400 - 500 people. In 1884 1,222 mineral leases, 937 business permits and 114 miners' rights were issued. That same year 6,000 tonnes of ore were extracted and the town acquired its own newspaper, the Silver Age.
By 1885 - 1886 the town's population had reached 3,000. Silverton was proclaimed a township in 1885 and a municipality the following year. In 1885 a short-lived smelter was established at Day Dream Mine, operating for only a year. In 1892 the Umberumberka Mine closed, followed by the Day Dream Mine. The Pioneer Mine at Thackaringa closed in 1897. By 1901, after miners had moved to the richer fields at Broken Hill, the town went into decline and only 286 people remained. Today the town has a population of around 50 people, most of whom work in tourism.
The Silverton Tramway Company:
The Silverton Tramway Company, a rare private railway of 50klms in length, was incorporated in New South Wales October 14, 1886 and the line was completed and opened for traffic on January 12, 1888. One of only two privately owned railways in the state, the tramway was originally founded to transport ore from local mines in the Broken Hill and Silverton region into South Australia. The company soon branched out, not only carrying ore from the mines but freighted other goods and offered a passenger service which accounted for a third of their business.
The company serviced travellers on long trips heading interstate to Semaphore (Adelaide) to the Largs Bay Holiday Camp and excursions for local community groups often conveying passengers to Silverton and McCulloch Park (at Stephens Creek) for the day and returning to Broken Hill in the afternoon. When traveling to South Australia the train would travel from Broken Hill, through Silverton and then to Burns which is on the New South Wales side of the border of Cockburn (a town divided by the NSW/SA border).
In 1927 the New South Wales government completed the railway from Sydney to Broken Hill, thus joining the Silverton Tramway and completing the link from Sydney to Adelaide. It played a strategic role in the trans-Australia network until 1970, when it was surpassed by the New South Wales Government Railways (Indian-Pacific). From 1888-1970 it was critical to the economic functioning of Broken Hill, by providing the key transport of ore to the Port Pirie smelters. It played a significant role in the politics and recreation of Broken Hill, and a crucial role at times of water shortage in Broken Hill.
Today, Silverton resides in the Unincorporated Area of New South Wales (NSW) and so does not feature a City Council. It is run by the Silverton Village Committee, who to this day hold their quarterly meetings in the Silverton Municipal Chambers.
Source: Silverton NSW (www.aussietowns.com.au/town/silverton-nsw), New South Wales Heritage Register & Discover Broken Hill (discoverbrokenhill.com.au/silverton-nsw/historic-building...), "The pathway to Broken Hill: Early discoveries in the Barrier Ranges, New South Wales, Australia" by Kenneth George McQueen, and 'Aplin, Graeme; S.G. Foster; Michael McKernan, eds. (1987). Australians: Events and Places. Broadway, New South Wales, Australia: Fairfax, Syme & Weldon Associates. p. 97'
Darek call me shortly after leaving for work and told me a guy was running down the street without any pants on. I grabbed my camera & jumped in the car. I saw no indication he didn't have on shorts.
"Deltic" 55009 "Alycidon" at rest outside Finsbury Park (FP) depot, north London - c.12/1977.
The actual date the image was made is unknown; the indication given is based on the film processing date imprinted on the original slide.
Sadly, all indications are that 2016 will be the last full year of trolleybus operation in Wellington.
Photoshopped image courtesy of Alan Wickens.
On 12 December 2015, nearly 200 countries, including New Zealand, signed an accord in Paris on climate change which focuses on nations using less fossil fuel and reducing their carbon emissions.
Yet in Wellington where they already have a perfectly good and relatively new efficient trolleybus system that is non-polluting and uses renewable energy, community leaders want to dump it in 2017 for more diesel buses.
The Greater Wellington Regional Council aspire to electric traction one day but for now see no future in what Wellington already has.
Couple that to the fact that weekends and generally evening services provided by Go Wellington, revert to motor bus operation, a half-hearted approach in Wellington “doing its bit” (little though it is) to show it is “clean and green”.
And so it is with great disappointment to announce that the GWRC met on 16 December 2015 where it was confirmed that trolleybuses will be phased out from the end of June, 2017.
The efforts of Generation Zero and their petition to Councillor Paul Swain, arguments from Councillors Sue Kedgely and Paul Bruce and many pleas from others for trolleybus retention cut no ice with the majority of the Council.
This announcement finally sounds the death sentence on Wellington trolleybuses.
"If New Zealand signed the recent Global Warming Accord to reduce greenhouse gases, why would Wellington do just the opposite in 2017 and increase greenhouse gases by replacing emission free electric trolleybuses with diesel buses?
Perhaps this question should be presented to the GWRC or better yet, the Prime Minister of New Zealand? Some one needs to knock some sense into the GWRC and their trolleybus abandonment plans", says one U.S. trolleybus enthusiast.
It has been many years since a train crew accepted a signal indication from this searchlight signal in Leavittsburg, Ohio. It stands next to the abandoned line of the former Erie Railroad.
BMW type-indication from a M5 station wagon ... maybe one of the hottest station wagons on earth :D
Like all BMW 'M' cars, it balances superb handling with power, which is delivered by a naturally aspirated 5.0 L (40-valve) V10 producing 373 kW (507 PS (500 hp/373 kW)). The car has a 0-100 km/h time of 4.7 seconds, 0-200 km/h time of 15 seconds, and an electronically governed top speed of 250 km/h (155 mph). Though given the correct tire ratings and the removal of the governor the M5 is capable of 205mph (329km/h).
This eastbound auto rack train is on Track 1 so it is not getting a signal indication from the signal bridge on the west edge of Ashtabula on the CSX Erie West Subdivision. (Scanned from a slide)
Silverton:
The first indication of silver–lead mineralisation in the Barrier Rangers came in late 1875 with the discovery of galena by Julius Charles Nickel and Dan McLean while they were well sinking on Thackaringa Station, near the South Australian - New South Wales border.
In 1879 John Stokie established a store at Umberumberka, 19 km north of Thackaringa. He continued prospecting and discovered silver–lead veins nearby, which he pegged with Edward Pegler in November 1881. A 100 ton parcel of ore was shipped to England for a 40% profit. The following October the Umberumberka Silver Lead Mining Company Ltd was floated with nominal capital of £20 000. Umberumberka was the second area of silver–lead mineralisation discovered in the Barrier Ranges and the new company was the first to be publicly floated. The town of Silverton soon developed close to the mine and became the main settlement of the growing silver field.
Silverton was surveyed in 1883, by which time Australia had a population of 2, 250, 194. By September that year, the population of Silverton was 250, and by December 1883 it had doubled. That year the Day Dream Mine opened and attracted an additional population of 400 - 500 people. In 1884 1,222 mineral leases, 937 business permits and 114 miners' rights were issued. That same year 6,000 tonnes of ore were extracted and the town acquired its own newspaper, the Silver Age.
By 1885 - 1886 the town's population had reached 3,000. Silverton was proclaimed a township in 1885 and a municipality the following year. In 1885 a short-lived smelter was established at Day Dream Mine, operating for only a year. In 1892 the Umberumberka Mine closed, followed by the Day Dream Mine. The Pioneer Mine at Thackaringa closed in 1897. By 1901, after miners had moved to the richer fields at Broken Hill, the town went into decline and only 286 people remained. Today the town has a population of around 50 people, most of whom work in tourism.
The Silverton Tramway Company:
The Silverton Tramway Company, a rare private railway of 50klms in length, was incorporated in New South Wales October 14, 1886 and the line was completed and opened for traffic on January 12, 1888. One of only two privately owned railways in the state, the tramway was originally founded to transport ore from local mines in the Broken Hill and Silverton region into South Australia. The company soon branched out, not only carrying ore from the mines but freighted other goods and offered a passenger service which accounted for a third of their business.
The company serviced travellers on long trips heading interstate to Semaphore (Adelaide) to the Largs Bay Holiday Camp and excursions for local community groups often conveying passengers to Silverton and McCulloch Park (at Stephens Creek) for the day and returning to Broken Hill in the afternoon. When traveling to South Australia the train would travel from Broken Hill, through Silverton and then to Burns which is on the New South Wales side of the border of Cockburn (a town divided by the NSW/SA border).
In 1927 the New South Wales government completed the railway from Sydney to Broken Hill, thus joining the Silverton Tramway and completing the link from Sydney to Adelaide. It played a strategic role in the trans-Australia network until 1970, when it was surpassed by the New South Wales Government Railways (Indian-Pacific). From 1888-1970 it was critical to the economic functioning of Broken Hill, by providing the key transport of ore to the Port Pirie smelters. It played a significant role in the politics and recreation of Broken Hill, and a crucial role at times of water shortage in Broken Hill.
Today, Silverton resides in the Unincorporated Area of New South Wales (NSW) and so does not feature a City Council. It is run by the Silverton Village Committee, who to this day hold their quarterly meetings in the Silverton Municipal Chambers.
Source: Discover Broken Hill: Historic Buildings of Silverton, Silverton NSW (www.aussietowns.com.au/town/silverton-nsw), New South Wales Heritage Register & Discover Broken Hill (discoverbrokenhill.com.au/silverton-nsw/historic-building...), "The pathway to Broken Hill: Early discoveries in the Barrier Ranges, New South Wales, Australia" by Kenneth George McQueen, and 'Aplin, Graeme; S.G. Foster; Michael McKernan, eds. (1987). Australians: Events and Places. Broadway, New South Wales, Australia: Fairfax, Syme & Weldon Associates. p. 97'
November 2 , 2014 - Bottlenose Dolphins
As a general rule, the hunting boats leave the port no later than 6:30 a.m., however by 7:30am, there was no sign of the hunters and the boats were still tied securely to the docks.
With the whale festival preparations under way and the beginning of a holiday weekend, there were no indications that a hunt would occur today.
While monitoring the activity in Taiji, the Cove Guardians noticed that the banger boats had decided to go hunting, found a pod and were now driving them toward the cove.
The fleet drove 20-25 Bottlenose dolphins, including many juveniles and babies, into the cove. The pod was left netted in and swimming in circles, so that the hunters could return to join the festivities.
In the coming days, the members of the pod will be assessed to decide whether they are suitable for capture or slaughter.
Bottlenose dolphins can be very profitable for the hunters/trainers due to the high demand for this species in the captivity industry.
After 63 days into the hunting season, this is the first Bottlenose pod that has been captured.
— at Taiji Harbor, Japan.
Sites for more information :
Sea Shepherd Cove Guardians Page (official)
www.facebook.com/SeaShepherdCoveGuardiansOfficialPage
Cove Guardians
www.seashepherd.org/cove-guardians
Photo: Sea Shepherd
Disclaimer:
The following Pingo images were taken in 2018.
Before my trip I was researching the Pingos and found no indication on the internet in regards to visitation rules. There also were no signs up anywhere locally or at the viewing platform once I visited.
I now see there are rules prohibiting the climbing of the Pingos from the base up, signed this March 2021 by the Parks Superintendent.
I have mixed feelings about that. On one hand I see excessive visitations by too many people [since it is marketed to mass tourism] may cause some wear or establish a trail. I was very conscience about not leaving any footprints or cause any damage and on one of the Pingos I found a large piece of plastic, the wind had likely carried up here, which I took back out.
Since it became a Canadian Landmark under Parks management, a viewing platform has been built in a location that gives a very panoramic view of the larger Pingos with no human structures visible. I’m not a friend of board walks and platforms in natural landscapes. They are in many ways eyesores to me as a photographer and aesthetically a small trail has much less impact. But in this location I found both rather well designed. To get to the boardwalk, one needs to organize a boat ride or have a watercraft to get to the Parks dock, which at that time was damaged and difficult to land on.
On the other hand I think it was [could be] an incredible experience to use these Pingos as lookout, just like generations of Inuk have done. The thing missing in these coastal regions are high points. So I can see why these Pingos had an importance for hunters to scan the ocean for game, ships, ice-conditions etc.
The lack of any high-points in Tuktoyaktuk itself, along the coast or the highway leaves something to be desired. Short of flight-seeing the coast from Inuvik, one does not get a picture of the beautiful Arctic coast.
The top of the Pingos are mostly sand with peat at some places and the sides covered by dense tundra shrubs, berry bushes, Labrador tea and some grasses on the top. I noticed some faint footprints in the sand on top, which obviously disappear with the wind/rain and annual thawing/freezing cycles these hills are constantly exposed to. The science behind these ice-cored hills is described in detail in a study paper by J. Ross Mackay:
Pingos of the Tuktoyaktuk Peninsula Area
t.ly/Xs9U
and this video by Stephen Wolfe:
Pingo Distribution, Tuktoyaktuk Peninsula Region, Western Canadian Arctic
So these photos are very special to me, as I or others may not be able to document/experience these magnificent ‘ice-hills’ again without breaking the law. Drone flying is also banned within the Landmark.
2018 Road Trip to Tuktoyaktuk, NWT via Dempster Highway and the Inuvik-Tuktoyaktuk Highway or ITH (Tuk Highway).
Original Caption: Emblem of Puerto Rico on a Car in Paterson, New Jersey, an Indication of the Growing Pride of Minorities in America of Their Heritage. The Inner City Today Is an Absolute Contradiction to the Main Stream America of Gas Stations, Expressways, Shopping Centers and Tract Houses. It Is Populated by Blacks, Latins and the White Poor 06/1974
U.S. National Archives’ Local Identifier: 412-DA-13441
Photographer: Lyon, Danny, 1942-
Subjects:
Paterson (Passaic county, New Jersey, United States) inhabited place
Environmental Protection Agency
Project DOCUMERICA
Persistent URL: catalog.archives.gov/id/555893
Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.
For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html
Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
It is arguably claimed that tattooing has existed since 12,000 years BC. The purpose of tattooing has varies from culture to culture and its place on the time line. But there are commonalties that prevail form the earliest known tattoos to those being done on college students on Telegraph Ave. in Berkeley.
Tattoos have always had an important role in ritual and tradition. In Borneo, women tattooed their symbols on their forearm indicating their particular skill. If a woman wore a symbol indicating she was a skilled weaver, her status as prime marriageable material was increased. Tattoos around the wrist and fingers were believed to ward away illness. Throughout history tattoos have signified membership in a clan or society. Even today groups like the Hells Angels tattoo their particular group symbol. TV and movies have used the idea of a tattoo indication membership in a secret society numerous times. It has been believed that the wearer of an image calls the spirit of that image. The ferocity of a tiger would belong to the tattooed person. That tradition holds true today shown by the proliferation of images of tigers, snakes, and bird of prey.
In recorded history, the earliest tattoos can be found in Egypt during the time of the construction of the great pyramids (It undoubtedly started much earlier). When the Egyptians expanded their empire, the art of tattooing spread as well. The civilizations of Crete, Greece, Persia, and Arabia picked up and expanded the art form. Around 2000 BC tattooing spread to China.
The Greeks used tattooing for communication among spies. Markings identified the spies and showed their rank. Romans marked criminals and slaves. This practice is still carried on today. The Ainu people of western Asia used tattooing to show social status. Girls coming of age were marked to announce their place in society, as were the married women. The Ainu are noted for introducing tattoos to Japan where it developed into a religious and ceremonial rite. In Borneo, women were the tattooists. It was a cultural tradition. They produced designs indicating the owners station in life and the tribe he belonged to. Kayan women had delicate arm tattoos which looked like lacy gloves. Dayak warriors who had "taken a head" had tattoos on their hands. The tattoos garnered respect and assured the owners status for life. Polynesians developed tattoos to mark tribal communities, families, and rank. They brought their art to New Zealand and developed a facial style of tattooing called Moko which is still being used today. There is evidence that the Mayan, Incas, and Aztecs used tattooing in the rituals. Even the isolated tribes in Alaska practiced tattooing, their style indicating it was learned from the Ainu.
In the west, early Britons used tattoos in ceremonies. The Danes, Norse, and Saxons tattooed family crests (a tradition still practiced today). In 787 AD, Pope Hadrian banned tattooing. It still thrived in Britain until the Norman Invasion of 1066. The Normans disdained tattooing. It disappeared from Western culture from the 12th to the 16th centuries.
While tattooing diminished in the west, it thrived in Japan. At first, tattoos were used to mark criminals. First offenses were marked with a line across the forehead. A second crime was marked by adding an arch. A third offense was marked by another line. Together these marks formed the Japanese character for "dog". It appears this was the original "Three strikes your out" law. In time, the Japanese escalated the tattoo to an aesthetic art form. The Japanese body suit originated around 1700 as a reaction to strict laws concerning conspicuous consumption. Only royalty were allowed to wear ornate clothing. As a result of this, the middle class adorned themselves with elaborate full body tattoos. A highly tattooed person wearing only a loin cloth was considered well dressed, but only in the privacy of their own home.
William Dampher is responsible for re-introducing tattooing to the west. He was a sailor and explorer who traveled the South Seas. In 1691 he brought to London a heavily tattooed Polynesian named Prince Giolo, Known as the Painted Prince. He was put on exhibition , a money making attraction, and became the rage of London. It had been 600 years since tattoos had been seen in Europe and it would be another 100 years before tattooing would make it mark in the West.
In the late 1700s, Captain Cook made several trips to the South Pacific. The people of London welcomed his stories and were anxious to see the art and artifacts he brought back. Returning form one of this trips, he brought a heavily tattooed Polynesian named Omai. He was a sensation in London. Soon, the upper- class were getting small tattoos in discreet places. For a short time tattooing became a fad.
What kept tattooing from becoming more widespread was its slow and painstaking procedure. Each puncture of the skin was done by hand the ink was applied. In 1891, Samuel O'Rtiely patented the first electric tattooing machine. It was based on Edison's electric pen which punctured paper with a needle point. The basic design with moving coils, a tube and a needle bar, are the components of today's tattoo gun. The electric tattoo machine allowed anyone to obtain a reasonably priced, and readily available tattoo. As the average person could easily get a tattoo, the upper classes turned away from it.
By the turn of the century, tattooing had lost a great deal of credibility. Tattooists worked the sleazier sections of town. Heavily tattooed people traveled with circuses and "freak Shows." Betty Brodbent traveled with Ringling Brothers Circus in the 1930s and was a star attraction for years.
The cultural view of tattooing was so poor for most of the century that tattooing went underground. Few were accepted into the secret society of artists and there were no schools to study the craft. There were no magazines or associations. Tattoo suppliers rarely advertised their products. One had to learn through the scuttlebutt where to go and who to see for quality tattoos.
The birthplace of the American style tattoo was Chatham Square in New York City. At the turn of the century it was a seaport and entertainment center attracting working-class people with money. Samuel O'Riely cam from Boston and set up shop there. He took on an apprentice named Charlie Wagner. After O'Reily's death in 1908, Wagner opened a supply business with Lew Alberts. Alberts had trained as a wallpaper designer and he transferred those skills to the design of tattoos. He is noted for redesigning a large portion of early tattoo flash art.
While tattooing was declining in popularity across the country, in Chatham Square in flourished. Husbands tattooed their wives with examples of their best work. They played the role of walking advertisements for their husbands' work. At this time, cosmetic tattooing became popular, blush for cheeks, coloured lips, and eyeliner. With world war I, the flash art images changed to those of bravery and wartime icons.
In the 1920s, with prohibition and then the depression, Chathma Square lost its appeal. The center for tattoo art moved to Coney Island. Across the country, tattooists opened shops in areas that would support them, namely cities with military bases close by, particularly naval bases. Tattoos were know as travel markers. You could tell where a person had been by their tattoos.
After world war II, tattoos became further denigrated by their associations with Marlon Brando type bikers and Juvenile delinquents. Tattooing had little respect in American culture. Then, in 1961 there was an outbreak of hepatitis and tattooing was sent reeling on its heels.
Though most tattoo shops had sterilization machines, few used them. Newspapers reported stories of blood poisoning, hepatitis, and other diseases. The general population held tattoo parlors in disrepute. At first, the New York City government gave the tattoos an opportunity to form an association and self- regulate, but tattooists are independent and they were not able to organize themselves. A health code violation went into effect and the tattoo shops at Times Square and Coney Island were shut down. For a time, it was difficult to get a tattoo in New York. It was illegal and tattoos had a terrible reputation. Few people wanted a tattoo. The better shops moved to Philadelphia and New Jersey where it was still legal.
In the late 1960s, the attitude towards tattooing changed. Much credit can be given to Lyle Tuttle. He is a handsome, charming, interesting and knows how to use the media. He tattooed celebrities, particularly women. Magazines and television went to Lyle to get information about this ancient art form.
Toady, tattooing is making a strong comeback. It is more popular and accepted than it has ever been. All classes of people seek the best tattoo artists. This rise in popularity has placed tattoists in the category of "fine artist". The tattooist has garnered a respect not seen for over 100 years. Current artists combine the tr5adition of tattooing with their personal style creating unique and phenomenal body art. With the addition of new inks, tattooing has certainly reached a new plateau.
This map provides an indication of the location of wrecks between Long Reef and Avalon, Sydney, NSW. The arrow to "Unidentified Wrecks" provides the estimated location of the wreck of the Christina Gollan that foundered in 1920.
Information modified January 2022
Details :
Name: Christina Gollan
Official number: ON 89335
Registered: Sydney 28th February 1885 (15/1885)
Type: Cutter/Steamer/Tug/Lighter
Length: 68 ft
Beam: 15.6 ft
Depth in Hold: 6.8 ft
Engine: Steam 30hp 2 cylinder 10”x18”-15” from Scotland.
Builder: Hector Gollan
Launched: Floated off the stocks in July 1884 (during a flood.)
Tonnage (1 shipping ton = 100 cu. ft or 2.83 cu. m.)
- Gross: 54.26 tons
- Net or Register: 36.9 tons (104.42 cu. m.)
She was built as a single screw steamer
Ownership
1885 - 1890 Hector Gollan - (Tinonee, Manning River, NSW)
1890 - 1901 William Villiers Brown - (Townsville)
1901 - 1903 Captain James McGeorge (mortgaged to William V. Brown).
1903 - 1905 William Villiers Brown (mortgagee in possession)
1905 - 1910 Illawarra and South Coast Steam Navigation Co. Ltd.
1911 - 1919 Gilbert Baker (Sydney)
1920 - William Leslie Dorey (Sydney)
Construction
- Keel, kelson, stem post, and rudder stock of Ironbark.
- Framing, crooks, deck beams of hardwood.
- Decking, 5”x 2 ½” Kauri pine fastened with galvanised spikes.
- Carvel planked 1 ¾” hardwood with Kauri Top Sides, galvanised dump fastened.
The Christina Gollan was built by Hector Gollan at his Tinonee ship building yard between the years of 1883 - 1884. The yard was on the part of land between the Smith & Basham sawmill and Mill creek in Tinonee NSW.
“The shipwrights had to work day and night to have the hull coppered before the rising water reached her.” (Tinonee Memories)
Launch :
The launch of the Christina Gollan was a "launch by default" as reported in The Maitland Mercury & Hunter River General Advertiser, Tuesday 15 July 1884. ”At Tinonee Mr. Gollan's vessel, the Christina Gollan, which was to have been launched this week, and which was built close to the Mill Creek, took the task off her owner's hands, and gracefully floated in her native element without human assistance, and now lies at the mouth of the creek, ready to take in her engines at the wharf on Mr Fotheringham's property”..
History
1885 :
In January 1885 there was a massive flood on the Manning but there was no report of problems for the Christina Gollan.
Accompanied by the Maggie Gollan, the Christina Gollan left the Manning for Sydney where she was registered on 28th February. 1885.
On the 25th March 1885 she departed Sydney for the Manning River where she took up her duties as a tug assisting the Harrington Pilot Station.
1886 :
On the 4th January the Sydney Evening News reported “The steamer Christina Gollan , which was chartered for a pleasure trip from the Manning to Port Macquarie for the New Year’s holiday, left on Thursday afternoon, and arrived at Port Macquarie on the following morning. It returned to-day. About fifty passengers were on board. This is the first trip of the kind ever made between these two districts, and it is considered quite a success. The steamers Rosedale and Manning ran pleasure trips to the Pilot Station, Harrington, on New Year’s Day, in aid of the Manning River Hospital. It is estimated that there were nine hundred excursionists.
1889 :
Whilst the Christina Gollan was towing the S.S. Rosedale across the Manning bar at Harrington on the 19th April, the S.S. Rosedale bumped on the south spit and was soon carried over to the south where she struck the wreck of the Murray.
The Christina Gollan transhipped salvage gear and passengers to and from the wrecked Rosedale. (TheS.S. Rosedale was successfully recovered.)
1890 :
Although ownership details are vague it is believed that around this time the Christina Gollan was sold and ownership was transferred to William Villiers Brown of Townsville Queensland.
17th July she arrived at Brisbane to pick up one of the hopper barges purchased from the Queensland Government.
On the 18th October carried a cargo from Cairns to Townsville comprising, 1 bundle of buckets, 23 bags of nuts, 1 propeller, 1 shaft, 300 bags of maize, and 348 bunches of bananas.
In December of that year, the Christina Gollan also transported 40 tons of corn from Aplin Brown & Co’s wharf at Stratford for Townsville.
1891 :
January 1891 the Christina Gollan towed the salvaged Barque Moltke from the Great Barrier Reef east of Cape Bowling Green to Cleveland Bay.
8th September departed Townsville for the Seymour River.
1893 :
Rescued crew of the wrecked schooner Foam (ex Archimedes ) off Myrmidon Reef, Qld.
1894 :
14th September arrived at Townsville with the crew of the wrecked schooner Sea Nympth.
27th September expected to arrive at Townsville towing schooner Sea Nymph after schooner successfully re-floated.
1898 :
18th May departed Port Darwin for Queensland.
7th July reported due at Cairns with Southern mails.
1899 :
7th October arrived at Cairns with the hulk Diamantina in tow.
1900 :
7th November arrived at Charters Towers from Mackay with suction dredge in tow.
1901 :
William Villers Brown of Townsville, Queensland had ownership up to February 1901, when he sold the Christina Gollan ship to Captain James McGeorge. On 6th March 1901 she arrived at Sydney from Brisbane, with Captain W. Morgan and 6 crew. Brown, however, had secured a mortgage over the ship and, when Captain McGeorge defaulted on the mortgage conditions and Brown took possession; she was advertised for sale widely in 1903.
Sydney paper:
FOR SALE.— Steam Lighter ' CHRISTINA GOLLAN,' Carries 50/60 tons on seven feet draught. C.S.C. engines 30 h.p. Light coal consumption. Recently underwent thorough overhaul. Steam Winch and all necessary Gear for Towing or Lightering. Apply by letter, B. S. BLUNDELL, Exchange- corner, 63 Pitt street, City. Daily Commercial News and Shipping List (Sydney, NSW) - Saturday 20 June 1903
Maryborough
FOR SALE, S.S. 'CHRISTINA GOLLAN,' 30 HORSE-POWER, 54 TONS REGISTER Length, 68.0; Breadth; 15.6; Depth, 6.8. FOR further. particulars and terms apply to Messrs APLIN, BROWN & CRAWSHAY, Ltd Brisbane or Townsville, and Messrs. BLUNDELL & CO., Exchange Corner, Pitt Street, Sydney.
Maryborough Chronicle - 23 July 1903
It appears that she was sold by Brown to the Illawarra and South Coast Steam Navigation Company Ltd. (ISCSNC) around 1905.
1905 :
She was slipped and docked in September 1905, presumably by the ISCSNC. "The following is a list of vessels docked and slipped at Mort's Dock from the 11th to the 16th inst. inclusive - lighter Christina Gollan". Daily Commercial News and Shipping List (Sydney) 21 September 1905.
On October 5th she was towed from Sydney to Merimbula by the S.S. Eden to be used for the coming wool season; wool was being grown on the Monaro and shipped to Sydney through Merimbula and Tathra.
1911 :
Sold in 1911 to Gilbert Baker.
1917 - 1920
The Christina Gollan was registered as a cargo lighter in Sydney over the period; she was often simply referred to as the Gollan.
ARRIVALS - May 26.
Christina Gollan, lighter, from Broken Bay.
Daily Commercial News and Shipping List (Sydney) - Monday 28 May 1917
1919 :
14th April underwent an overhaul.
1920 :
In July 1920 was sold to William Leslie Dorey for use as a winch lighter.
Advertised for sale in July.
Wm. L. DOREY & CO. Shipbrokers Sydney. cable, 'Diligence,':. Tel,: City 4984
FOR SALE. STEAM LIGHTER, 65 tons carrying capacity, | engines and boiler very good; strong mast, derrick and which to lift 3 tons — £2.000 nett. Daily Commercial News and Shipping List (Sydney) - Wednesday 28 July 1920
Foundered :
On the evening of 5th (or 6th) October 1920, while on a voyage between Broken Bay to Sydney the Christina Gollan reportedly struck an unknown object and foundered. Some of the reports of the event conflict with each; the following account appears to be the most accurate:
LIGHTER WRECKED SYDNEY. Thursday.
When off Narrabeen yesterday [6th October] - a large motor lighter, Gollan, manned by Messrs. Dorey and Pryor, struck a submerged object and foundered. The occupants got ashore in a skiff. The wreckage afterwards, came ashore.
The Newcastle Sun - Thursday 7 October 1920
Wreckage was reportedly found in the vicinity of Long Reef near Narrabeen, and identified as part of the deck house belonging to the steam lighter Christina Gollan. The Age (Melbourne) - 9 October 1920
It would seem most likely the wreckage was found a bit further north off Turimetta Head . (An approximate location of 151.35 E - 33.69 S.)
Register closed on the 25th February 1953
Image source: Shipwreck Atlas of New South Wales - Department of Urban Affairs and Planning
2nd Addition Chart 15 page 33.
Acknowledgements :
The assistance of the Tinonee Museum and the Gollan Family is greatly appreciated
The assistance of Mori Flapan (Mori Flapan boatregister) by providing access to his extensive database is also greatly appreciated.
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
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Niveau information : Nada !
Bien vue quelques exemplaires en vente, mais sans vraiment d'indications.
Juste trouvé dans un vieil article de Paul Wing dans un stereoworld visible sur le web une référence à ces « Batailles » B.K. ( VOLUME 9 N°5 Nov /Dec 1982)
Ou il décrit une publicité de B.K.
Permettant de savoir ce qui a été réalisé.
"Les "Batailles" sont avant tout un ensemble de
dessins plats avec beaucoup de feu rouge apparaissant lorsqu'ils sont
tenus à la lumière."
Court ! Il faudra faire avec!!
Sur cette publicité on peut y lire « Batailles 10 collections de 6 sujets »
Aucune attribution possible, l’équipe B.K. des Diableries et autres sont hors-jeu.
Il est vrai que cela commence à sentir le bâclé pour B.K qui nous avait habitué à beaucoup mieux, beaucoup plus travaillé ! Un premier plan de personnages modelés avec talent, et juste derrière une toile peinte plate. Pas assez éloignées des modelages la toile fausse énormément la perspective, des sujets dessinés vite faits, sont plus grands que certains personnages sculptés....
Mais il y a quand même du travail. Les stéréos sont préparées pour la couleur, même si l'ambiance colorimétrique générale des cinq stéréos paraît identique. Le papier verso blanc est, lui aussi, rehaussé brun et orange. J’étais sur le point d’abandonner cette tentative pour visualisation, le scanne me sortant les pantalons désespéramment rouge vif les vestes bleu marine, etc.
La superposition de l'image albumine très blanchie donne les vrais tons de cette production. Mauve marron... et rouge feu.
B.K fera encore plus bas de gamme avec des stéréos non prévues pour la coloration à la toute fin de sa vie professionnelle.
Mes cinq exemplaires concernent la guerre Russo-Turque de 1877-1878.
1. Le passage du Danube.
2. Bachi-Bozoucks attaquant les Redoutes.
4. Prise d'Ardahan.
5. Attaque dans les Balcans.
6. Bataille de Plevna.
Ce qui en arrondissant nous donne une réalisation datant de 1880.
Je ne connais pas les sujets des autres séries.
Infos à suivre, j'espère....
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02/09/22
Batailles Françaises et étrangères,
12 collection 6 exemplaires.
S/ Publicité
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Information level: Nada!
Good view some copies on sale, but without really indications.
Just found in an old article by Paul Wing in a stereoworld visible on the web a reference to these «Battles» B.K. ( VOLUME 9 N°5 Nov /Dec 1982)
Or he’s describing a B.K.commercial.
To know what has been achieved.
"The "Battles" are above all a set of
flat drawings with lots of red light appearing when they are
held to the light."
Short!
You’ll have to deal with it!!
On this advertisement we can read «Battles 10 collections of 6 subjects»
No attribution possible, team B.K. of Les Diableries and others are out.
It is true that it starts to feel like a sloppy one for B.K who had accustomed us to much better, much more worked!
A foreground of characters modeled with talent, and just behind a flat painted canvas.
Not far enough from the models the canvas distorts the perspective enormously, quickly drawn subjects, are larger than some sculpted characters....
But there’s still work to be done.
The stereos are prepared for color, even if the overall colorimetric atmosphere of the five stereos appears identical.
The white back paper is also highlighted in brown and orange.
I was about to give up this attempt for visualization, scanning me out the trousers desperately bright red navy blue jackets etc...
The superposition of the very bleached albumin image gives the true tones of this production. Purple brown...and red fire.
B.K will make the range even lower with stereos not intended for coloring at the very end of his professional life.
My five copies relate to the Russo-Turkish War of 1877-1878.
1. The Danube Passage.
2. Bachi-Bozoucks attacking the Redoubts.
4. Capture of Ardahan.
5. Attack in the Balcans.
6. Battle of Plevna.
This rounding gives us a realization dating from 1880.
I don’t know the subjects of the other series.
Information to follow, I hope....