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NH State Park is painting one of their benches in their rotunda but, with the minimal lighting and viewing it during my night shift, it looks more like a recently installed art piece. Like, I can totally imagine a group of bougie people standing around and being like, "This piece really speaks to the solitude and hardships of winter in the White Mountains. You can almost see the breath of the exhausted hiker that's idling on this wintry perch and the silence of the winter air surrounding them as rime ice envelopes them with an it's cool, angry hug..."
Today, 21 January 2022, our temperature is 1°C (windchill -1°C) just after 12:00 noon. Sunrise is at 8:27 am and sunset is at 5:08 pm. A bright, sunny day.
Having spent quite a few hours today trying to sort out a computer 'virus', I am tired out and will have to add descriptions tomorrow. Is anyone else getting endless McAfee pop-ups, that say you have viruses found on your computer? I don't even have McAfee installed on my computer. Ran a full Norton scan of my computer and no viruses were found. Also did a Malwarebytes scan and all was well. Google says don't click on any of the pop-ups. I don't know how to stop the wretched things.
A few more odds and ends from my archives tonight. I am adding the description that I wrote under a different image taken on the same outing.
"On 2 May 2016, I was incredibly fortunate to be able to witness about 30 (?) of these Grouse, mainly male with just a handful of females, displaying at their "lek" or communal dancing ground. On this particular day, five of us went to see this. There had been a couple of possible chances for me to get out there, but these had fallen through. Then, out of the blue, friend Dorothy phoned me, asking if I had been able to get to the lek yet. She said that if I hadn't been, her husband Stephen would be willing to drive me there! This was such a wonderful surprise, though anyone who really knows this couple already knows what amazingly kind and generous people they are. I was so happy to get this unexpected chance and the three of us had a great morning, in good weather and in good company. Two young men also went, making their own way there. Delightful guys, highly respectful of not only the Grouse, but also of us, constantly moving form their seats to allow us to get our turn, and vice versa. They could so easily have left the 'hide/blind ahead of us when the Grouse had all left, but instead they waited till we were all packed up and then made sure that we were all able to safely get over the very awkward stile at the fence line. Having been out there last year, on 13 April 2015, I knew of this problem and had bought a three-step step ladder a few weeks ago, just in case I was able to go sometime this spring. This made so much difference, thank goodness, especially as I was really tired after staying up all night in order to leave at a very unearthly hour of the morning.
So glad we had a nice, sunny day - the day I went a year ago, the weather was overcast and not good for photos. This year, I got to see the Grouse in beautiful sunrise light, too. Of course, the 'problem' of clumps of tall grass was exactly the same this year, lol, keeping the birds somewhat hidden, but every once in a while, a bird would come out into the open. Most of the time, they were quite distant, but we were very lucky that several did give us a closer view. Such magnificent birds, with their yellow 'eyebrows', purple patch below the side of the neck on the males, and glorious feather pattern. Their dance display to attract the females is so fascinating to watch.
Just after we got back to our cars, another car came along the road and stopped to talk with us. It turned out that this gentleman was indirectly connected to the lek. He voiced his huge concern at how many people had been out there this spring, feeling that this was not good for the Grouse. He said that hopefully no more people would be going, so that the Grouse would be undisturbed in their mating. We agreed with him and thought that maybe people should not be allowed to visit every year, but perhaps every two or three years. I will pass on his words and great concern to our Naturalist leader who organizes these visits. (Note added on 13 November 2021: they are still being allowed to continue.)
After we left the lek, we travelled a few nearby backroads, hoping to see a Western Meadowlark. We saw 10! It had been so funny, while we sat in the blind at the lek, a Meadowlark was somewhere nearby and sang for us for about four hours! When we at last emerged into the sunlight, there was no sign of it anywhere. We did manage to get a few distant shots of two or three of them.
Thank you so much, Stephen and Dorothy, for offering to take me - so very kind and thoughtful of you, as always! The stop for having our sandwiches was great and the muffins you brought along with you ended the morning very nicely.
If you have time, the following 2:30 minute YouTube video by the Alberta Conservation Association is very good for showing the action of these birds. There are several still shots first and then the video starts. Pretty amazing! The birds remind me of a child's wind-up toy : )
I came across an excellent brochure (pdf file) about Sharp-tailed Grouse on the Internet and will use some of the information from it, instead of using my own words to describe what goes on at a lek. I had seen females of this species before, on Christmas Bird Counts, but not a male and not at breeding time.
www.ab-conservation.com/downloads/educational_materials/b...
"Sharp-tailed grouse perform spring courtship displays on communal “dancing grounds” called leks. Here, males compete for breeding opportunities by displaying their "dancing” ability to females. Most activity on the lek occurs in the early morning just before sunrise and for a few hours afterwards. The males’ energetic display includes fluttering wings, rapid foot stomping and spinning in tight circles - reminiscent of wind-up toys. The most dominant males court females with low cooing sounds and by strutting around them with inflated air sacs on their neck and fanned tail feathers. It is nearly a winner-take-all form of competition, as only a few of the males are selected as mates by the females.
Leks are found in areas with dry open ground, where dancing activity keeps the vegetation well-trampled. Leks are used over several weeks beginning in late March and are often used for years, even decades. They are an important part of sharp-tailed grouse life, and the loss of suitable lek habitat can be a limiting factor for sharp-tailed grouse in Alberta.
Male sharp-tailed grouse gather on the lek in late March. In April the females arrive, sparking increased displaying by the males. Peak attendance by females on the lek occurs between mid to late April in much of Alberta. Once they have selected a male, hens breed once and then seek out a place to nest, usually in late April to early May.
Leks are an integral part of the lifecycle of prairie grouse. Active leks should never be approached, as any disturbance to the birds may disrupt breeding activities and result in the abandonment of the lek. The locations of active and historical leks are of great interest to grouse biologists.
Native North Americans called the sharp-tailed grouse “Fire Bird” because of their reliance on fires to keep their habitat open in wooded areas. Suppression of natural fire in parkland and boreal areas reduces the amount of open grassland available to sharp-tailed grouse.
Sharp-tailed grouse were an important food source for native North Americans and they continue to be a popular game bird for hunters today.
In Alberta, the sharp-tailed grouse is listed as “Sensitive.”
While exact population numbers are not known, there is a feeling that sharp-tailed grouse have decreased significantly in numbers over the past 40 years. This trend is supported by lek counts, hunter surveys, aerial counts and Breeding Bird Survey data. Declining numbers are the result of a reduction in the quality and quantity of sharp-tailed grouse habitat, particularly the loss of quality nesting and brood-rearing habitat." From www.ab-conservation.com.
www.ab-conservation.com/downloads/report_series/Use-Habit...
I haven't been at the workbench much lately but I did manage to get the handrails installed on one of the slugs. And once I get some drill bits to replace the ones I broke I can start on the other one and hopefully the S-13s that will be mated to them.
Heigh-ho, heigh-ho, it is off to work the microbes go.
ESA astronaut Luca Parmitano slides the smallest miners in the universe into the Kubik experiment container on the International Space Station.
For the next three weeks, three different species of bacteria will unleash themselves on basalt slides in the Kubik centrifuge that simulates Earth and martian gravity as well as in microgravity.
Run by a research team from the University of Edinburgh in the UK, the BioRock experiment is testing how altered states of gravity affect biofilm formation – or the growth of microbes on rocks.
Microbes are able to weather down a rock from which they can extract ions. This natural process enables biomining, where useful metals are extracted from rock ores.
Already a common practice on Earth, biomining will eventually take place on the Moon, Mars and asteroids as we expand our understanding and exploration of the Solar System.
The bacteria arrived at the Space Station on the latest Dragon resupply mission in a dehydrated, dormant state.
The organisms are given ‘food’ to restore cell growth and left to grow on basalt at 20°C.
After three weeks, the samples will be preserved and stored at 4°C while they await their return to Earth.
Researchers will map out how altered states of gravity affect the rock and microbes as a whole, as well as which microbe is the best candidate for mining in space. It is hoped these results will shine light on extraterrestial biomining technologies and life-support systems involving microbes for longer duration spaceflight.
Biomining in space can also increase the efficiency of the process on Earth and could even reduce our reliance on precious Earth resources.
In addition to installing the little creatures, Luca is busy with a host of other experiments during his six-month mission, called Beyond.
Listen to the latest episode of the ESA Explores podcast for more science on the Space Station.
Follow Luca and his #MissionBeyond on social media and the blog.
Credits: ESA
El Castillo Templario-Pontificio de Peñíscola comparte con el Vaticano y el Palacio de los Papas de Aviñón el privilegio de haber sido Sede Pontificia; una de las tres que ha habido a lo largo de la historia. Esta imponente fortaleza se comenzó a construir en 1294 y fue terminada doce años después en 1307. Quienes poseían recursos y poder para emprender una obra de esta magnitud no eran otros que los enigmáticos caballeros Templarios. Edificaron el castillo a imagen y semejanza de los que antes habían construido en Tierra Santa.
Tras la disolución de la Orden del Temple en el año 1312 pasa a manos de Jaime II, rey de Aragón.
Pero su importancia histórica radica en haber sido la residencia del Papa Benedicto XIII, Don Pedro de Luna (obispo de Tortosa), quien fue acogido en la villa y el castillo de manos de la Orden de Montesa e instaló su residencia y la Santa Sede, haciéndose efectiva de pleno derecho en el año 1411. A partir de entonces y hasta 1423, año de su muerte, se realizan reformas para su nuevo uso, centradas en la torre-residencia del pontífice.
The Papal-Templar Castle in Peñíscola shares the privilege of having been the seat of the Pope with the Vatican and the Papal Palace in Avignon and is one of only three throughout history. Building started on this imposing fortress in 1294 and it was finished twelve years later in 1307. Those who had the resources and power to undertake a work of this magnitude were none other than the enigmatic Knights Templars. They built the castle in the same style as those they had built in the Holy Land.
Following dissolution of the Order of the Temple in 1312 the castle passed into the hands of James II, king of Aragón.
But its historic importance stems from having been the residence of Pope Benedict XIII, Don Pedro de Luna (bishop of Tortosa), who was welcomed to the villa and castle in the hands of the Order of Montesa and installed his residence and the Holy See, declaring himself effective by right in 1411. From then until 1423, the year of his death, renovations were carried out for its new use, centred on the tower-residence of the pontificate.
Peñíscola (Castellón/ Spain).
ESA astronaut Alexander Gerst : "Fascinating: Canadarm & Dextre installed the RapidScat Experiment on Columbus!"
Credit: ESA/NASA
A newly installed Panda climbing a pillar of Sheffield's new Chinatown development in New Era Square, Sheffield.
Sea Installer loads up on 3 MHI Vestas V164 8.0MW turbines bound for Burbo Bank extension offshore windfarm.
Belfast, Northern Ireland
Oilbar, charcoal and dried flowers on bond paper by street artist ELBOW-TOE.
The piece is installed in a new part of Brooklyn that I have never been to before. I was drawn to the spot because of the barbed wire and the wooden gate to the left of the image, as well as the fact that the white silouhette almost gets lost on the cinderblocks.
See a studio shot of it here www.flickr.com/photos/guy_on_the_streets/61780259/
The Ribblehead Viaduct or Batty Moss Viaduct carries the Settle–Carlisle railway across Batty Moss in the Ribble Valley at Ribblehead, in North Yorkshire, England. The viaduct, built by the Midland Railway, is 28 miles (45 km) north-west of Skipton and 26 miles (42 km) south-east of Kendal. It is a Grade II* listed structure. Ribblehead Viaduct is the longest and the third tallest structure on the Settle–Carlisle line.
The viaduct was designed by John Sydney Crossley, chief engineer of the Midland Railway, who was responsible for the design and construction of all major structures along the line. The viaduct was necessitated by the challenging terrain of the route. Construction began in late 1869. It necessitated a large workforce, up to 2,300 men, most of whom lived in shanty towns set up near its base. Over 100 men lost their lives during its construction. The Settle to Carlisle line was the last main railway in Britain to be constructed primarily with manual labour.
By the end of 1874, the last stone of the structure had been laid; on 1 May 1876, the Settle–Carlisle line was opened for passenger services. During the 1980s, British Rail proposed closing the line. In 1989, after lobbying by the public against closure, it was announced that the line would be retained. Since the 1980s, the viaduct has had multiple repairs and restorations and the lines relaid as a single track. The land underneath and around the viaduct is a scheduled ancient monument; the remains of the construction camp and navvy settlements (Batty Wife Hole, Sebastopol, and Belgravia) are located there.
In the 1860s, the Midland Railway, keen to capitalise on the growth in rail traffic between England and Scotland, proposed building a line between Settle and Carlisle. The line was intended to join the Midland line between Skipton and Carnforth to the city of Carlisle. On 16 July 1866, the Midland Railway (Settle to Carlisle) Act was passed by Parliament, authorising the company "to construct Railways from Settle to Hawes, Appleby, and Carlisle; and for other Purposes".
After the Act passed, the Midland Railway came to an agreement with the London & North Western Railway, to run services on the LNWR line via Shap. The company applied for a bill of abandonment for its original plan but Parliament rejected the bill on 16 April 1869 and the Midland Railway was compelled to build the Settle to Carlisle line.
The line passed through difficult terrain that necessitated building several substantial structures. The company's chief engineer, John Sydney Crossley and its general manager, James Joseph Allport, surveyed the line. Crossley was responsible for the design and construction of the major works, including Ribblehead Viaduct.
On 6 November 1869, a contract to construct the Settle Junction (SD813606) to Dent Head Viaduct section including Ribblehead Viaduct was awarded to contractor John Ashwell. The estimated cost was £343,318 and completion was expected by May 1873. Work commenced at the southern end of the 72-mile (116 km) line.
By July 1870, work had started on the foundations for Ribblehead Viaduct. On 12 October 1870, contractor's agent William Henry Ashwell laid the first stone. Financial difficulties came to greatly trouble John Ashwell; on 26 October 1871, his contract was cancelled by mutual agreement. From this date, the viaduct was constructed by the Midland Railway who worked on a semi-contractual basis overseen by William Ashwell.
The viaduct was built by a workforce of up to 2,300 men. They lived, often with their families, in temporary camps, named Batty Wife Hole, Sebastopol, and Belgravia on adjacent land. More than a hundred workers lost their lives in construction-related accidents, fighting, or from outbreaks of smallpox. According to Church of England records, there are around 200 burials of men, women, and children in the graveyard at Chapel-le-Dale and the church has a memorial to the railway workers.
In December 1872, the design for Ribblehead Viaduct was changed from 18 arches to 24, each spanning 45 feet (13.7 m). By August 1874, the arches had been keyed and the last stone was laid by the end of the year. A single track was laid over the viaduct and on 6 September 1874 the first train carrying passengers was hauled across by the locomotive Diamond. On 3 August 1875, the viaduct was opened for freight traffic and on 1 May 1876, the whole line opened for passenger services, following approval by Colonel F. H. Rich from the Board of Trade.
Ribblehead Viaduct is 440 yards (400 m) long, and 104 feet (32 m) above the valley floor at its highest point, it was designed to carry a pair of tracks aligned over the sleeper walls. The viaduct has 24 arches of 45 feet (14 m) span, the foundations of which are 25 feet (7.6 m) deep. The piers are tapered, roughly 13 feet (4 m) across at the base and 5 feet 11 inches (1.8 m) thick near the arches and have loosely-packed rubble-filled cores. Every sixth pier is 50 per cent thicker, a mitigating measure against collapse should any of the piers fail. The north end is 13 feet (4 m) higher in elevation than the south, a gradient of 1:100.
The viaduct is faced with limestone masonry set in hydraulic lime mortar and the near-semicircular arches are red brick, constructed in five separate rings, with stone voussoirs. Sleeper walls rise from the arches to support the stone slabs of the viaduct's deck and hollow spandrels support plain solid parapet walls. In total, 1.5 million bricks were used; some of the limestone blocks weigh eight tons.
Ribblehead Viaduct is 980 feet (300 m) above sea level on moorland exposed to the prevailing westerly wind. Its height, from foundation to rails is 55 yards (50.3 m). It is 442.7 yards (404.8 m) long on a lateral curve with a radius of 0.85 miles (1.37 km).
The viaduct is the longest structure on the Settle–Carlisle Railway which has two taller viaducts, Smardale Viaduct at 131 feet (40 m) near Crosby Garrett, and Arten Gill at 117 feet (36 m). Ribblehead railway station is less than half a mile to the south and to the north is Blea Moor Tunnel, the longest on the line, near the foot of Whernside.
During 1964, several Humber cars were blown off their wagons while being carried over the viaduct on a freight train.
By 1980, the viaduct was in disrepair and many of its piers had been weakened by water ingress. Between 1981 and 1984, repairs were undertaken as a cost of roughly £100,000. Repairs included strengthening the piers by the addition of steel rails and concrete cladding. For safety reasons, the line was reduced to single track across the viaduct to avoid the simultaneous loading from two trains crossing and a 20mph speed limit was imposed. During 1988, minor repairs were carried out and trial bores were made into several piers. In 1989, a waterproof membrane was installed.
In the 1980s, British Rail proposed closing the line, citing the high cost of repairs to its major structures. Vigorous campaigning by the Friends of the Settle-Carlisle Line, formed during 1981, garnered and mobilised public support against the plan. In 1989, the line was saved from closure. According to Michael Portillo, who took the decision in his capacity as Minister of State for Transport, the economic arguments for closing it had been weakened by a spike in passenger numbers, and further studies by engineers had determined that restoration work would not be nearly as costly as estimated.
In November 1988, Ribblehead Viaduct was Grade II* listed. The surrounding land where the remains of its construction camps are located has been recognised as a scheduled monument.
Between 1990 and 1992, Ribblehead Viaduct underwent major restoration. Between September 1999 and March 2001, a programme of improvements was implemented involving renewal of track, replacement of ballast and the installation of new drainage. Restoration has allowed for increased levels of freight traffic assuring the line's viability.
The Settle–Carlisle Line is one of three north–south main lines, along with the West Coast Main Line through Penrith and the East Coast Main Line via Newcastle. During 2016, the line carried seven passenger trains from Leeds to Carlisle per day in each direction, and long-distance excursions, many hauled by preserved steam locomotives.
Regular heavy freight trains use the route avoiding congestion on the West Coast Main Line. Timber trains, and stone from Ingleton quarry, pass over the viaduct when they depart from the yard opposite Ribblehead railway station. The stone from Ingleton is ferried to the terminal at Ribblehead by road. Limestone aggregate trains from Arcow quarry sidings (near Horton-in-Ribblesdale) run to various stone terminals in the Leeds and Manchester areas on different days – these trains reverse in the goods loop at Blea Moor signal box because the connection from the quarry sidings faces north.
Major restoration work started in November 2020 as a £2.1 million project to re-point mortar joints and replace broken stones got underway. Network Rail released a timelapse video of the works in June 2021.
Building the viaduct was the inspiration behind the ITV period drama series Jericho. The viaduct appears in the 1970 film No Blade of Grass and also in the 2012 film Sightseers. A number of other films and television programmes have also included the viaduct.
North Yorkshire is a ceremonial county in the Yorkshire and the Humber and North East regions of England. It borders County Durham to the north, the North Sea to the east, the East Riding of Yorkshire to the south-east, South Yorkshire to the south, West Yorkshire to the south-west, and Cumbria and Lancashire to the west. Northallerton is the county town.
The county is the largest in England by land area, at 9,020 km2 (3,480 sq mi), and has a population of 1,158,816. The largest settlements are Middlesbrough (174,700) in the north-east and the city of York (152,841) in the south. Middlesbrough is part of the Teesside built-up area, which extends into County Durham and has a total population of 376,663. The remainder of the county is rural, and the largest towns are Harrogate (73,576) and Scarborough (61,749). For local government purposes the county comprises four unitary authority areas — York, Middlesbrough, Redcar and Cleveland, and North Yorkshire — and part of a fifth, Stockton-on-Tees.
The centre of the county contains a wide plain, called the Vale of Mowbray in the north and Vale of York in the south. The North York Moors lie to the east, and south of them the Vale of Pickering is separated from the main plain by the Howardian Hills. The west of the county contains the Yorkshire Dales, an extensive upland area which contains the source of the River Ouse/Ure and many of its tributaries, which together drain most of the county. The Dales also contain the county's highest point, Whernside, at 2,415 feet (736 m).
North Yorkshire non-metropolitan and ceremonial county was formed on 1 April 1974 as a result of the Local Government Act 1972. It covered most of the North Riding of Yorkshire, as well as northern parts of the West Riding of Yorkshire, northern and eastern East Riding of Yorkshire and the former county borough of York. Northallerton, as the former county town for the North Riding, became North Yorkshire's county town. In 1993 the county was placed wholly within the Yorkshire and the Humber region.
Some areas which were part of the former North Riding were in the county of Cleveland for twenty-two years (from 1974 to 1996) and were placed in the North East region from 1993. On 1 April 1996, these areas (Middlesbrough, Redcar and Cleveland and Stockton borough south of the River Tees) became part of the ceremonial county as separate unitary authorities. These areas remain within the North East England region.
Also on 1 April 1996, the City of York non-metropolitan district and parts of the non-metropolitan county (Haxby and nearby rural areas) became the City of York unitary authority.
On 1 April 2023, the non-metropolitan county became a unitary authority. This abolished eight councils and extended the powers of the county council to act as a district council.
The York and North Yorkshire Combined Authority held its first meeting on 22 January 2024, assumed its powers on 1 February 2024 and the first mayor is to be elected in May 2024.
The geology of North Yorkshire is closely reflected in its landscape. Within the county are the North York Moors and most of the Yorkshire Dales, two of eleven areas in England and Wales to be designated national parks. Between the North York Moors in the east and the Pennine Hills. The highest point is Whernside, on the Cumbrian border, at 2,415 feet (736 m). A distinctive hill to the far north east of the county is Roseberry Topping.
North Yorkshire contains several major rivers. The River Tees is the most northerly, forming part of the border between North Yorkshire and County Durham in its lower reaches and flowing east through Teesdale before reaching the North Sea near Redcar. The Yorkshire Dales are the source of many of the county's major rivers, including the Aire, Lune, Ribble, Swale, Ure, and Wharfe.[10] The Aire, Swale, and Wharfe are tributaries of the Ure/Ouse, which at 208 km (129 mi) long is the sixth-longest river in the United Kingdom. The river is called the Ure until it meets Ouse Gill beck just below the village of Great Ouseburn, where it becomes the Ouse and flows south before exiting the county near Goole and entering the Humber estuary. The North York Moors are the catchment for a number of rivers: the Leven which flows north into the Tees between Yarm and Ingleby Barwick; the Esk flows east directly into the North Sea at Whitby as well as the Rye (which later becomes the Derwent at Malton) flows south into the River Ouse at Goole.
North Yorkshire contains a small section of green belt in the south of the county, which surrounds the neighbouring metropolitan area of Leeds along the North and West Yorkshire borders. It extends to the east to cover small communities such as Huby, Kirkby Overblow, and Follifoot before covering the gap between the towns of Harrogate and Knaresborough, helping to keep those towns separate.
The belt adjoins the southernmost part of the Yorkshire Dales National Park, and the Nidderdale AONB. It extends into the western area of Selby district, reaching as far as Tadcaster and Balne. The belt was first drawn up from the 1950s.
The city of York has an independent surrounding belt area affording protections to several outlying settlements such as Haxby and Dunnington, and it too extends into the surrounding districts.
North Yorkshire has a temperate oceanic climate, like most of the UK. There are large climate variations within the county. The upper Pennines border on a Subarctic climate. The Vale of Mowbray has an almost Semi-arid climate. Overall, with the county being situated in the east, it receives below-average rainfall for the UK. Inside North Yorkshire, the upper Dales of the Pennines are one of the wettest parts of England, where in contrast the driest parts of the Vale of Mowbray are some of the driest areas in the UK.
Summer temperatures are above average, at 22 °C. Highs can regularly reach up to 28 °C, with over 30 °C reached in heat waves. Winter temperatures are below average, with average lows of 1 °C. Snow and Fog can be expected depending on location. The North York Moors and Pennines have snow lying for an average of between 45 and 75 days per year. Sunshine is most plentiful on the coast, receiving an average of 1,650 hours a year. It reduces further west in the county, with the Pennines receiving 1,250 hours a year.
The county borders multiple counties and districts:
County Durham's County Durham, Darlington, Stockton (north Tees) and Hartlepool;
East Riding of Yorkshire's East Riding of Yorkshire;
South Yorkshire's City of Doncaster;
West Yorkshire's City of Wakefield, City of Leeds and City of Bradford;
Lancashire's City of Lancaster, Ribble Valley and Pendle
Cumbria's Westmorland and Furness.
The City of York Council and North Yorkshire Council formed the York and North Yorkshire Combined Authority in February 2024. The elections for the first directly-elected mayor will take place in May 2024. Both North Yorkshire Council and the combined authority are governed from County Hall, Northallerton.
The Tees Valley Combined Authority was formed in 2016 by five unitary authorities; Middlesbrough, Redcar and Cleveland Borough both of North Yorkshire, Stockton-on-Tees Borough (Uniquely for England, split between North Yorkshire and County Durham), Hartlepool Borough and Darlington Borough of County Durham.
In large areas of North Yorkshire, agriculture is the primary source of employment. Approximately 85% of the county is considered to be "rural or super sparse".
Other sectors in 2019 included some manufacturing, the provision of accommodation and meals (primarily for tourists) which accounted for 19 per cent of all jobs. Food manufacturing employed 11 per cent of workers. A few people are involved in forestry and fishing in 2019. The average weekly earnings in 2018 were £531. Some 15% of workers declared themselves as self-employed. One report in late 2020 stated that "North Yorkshire has a relatively healthy and diverse economy which largely mirrors the national picture in terms of productivity and jobs.
Mineral extraction and power generation are also sectors of the economy, as is high technology.
Tourism is a significant contributor to the economy. A study of visitors between 2013 and 2015 indicated that the Borough of Scarborough, including Filey, Whitby and parts of the North York Moors National Park, received 1.4m trips per year on average. A 2016 report by the National Park, states the park area gets 7.93 million visitors annually, generating £647 million and supporting 10,900 full-time equivalent jobs.
The Yorkshire Dales have also attracted many visitors. In 2016, there were 3.8 million visits to the National Park including 0.48 million who stayed at least one night. The parks service estimates that this contributed £252 million to the economy and provided 3,583 full-time equivalent jobs. The wider Yorkshire Dales area received 9.7 million visitors who contributed £644 million to the economy. The North York Moors and Yorkshire Dales are among England's best known destinations.
York is a popular tourist destination. A 2014 report, based on 2012 data, stated that York alone receives 6.9 million visitors annually; they contribute £564 million to the economy and support over 19,000 jobs. In the 2017 Condé Nast Traveller survey of readers, York rated 12th among The 15 Best Cities in the UK for visitors. In a 2020 Condé Nast Traveller report, York rated as the sixth best among ten "urban destinations [in the UK] that scored the highest marks when it comes to ... nightlife, restaurants and friendliness".
During February 2020 to January 2021, the average property in North Yorkshire county sold for £240,000, up by £8100 over the previous 12 months. By comparison, the average for England and Wales was £314,000. In certain communities of North Yorkshire, however, house prices were higher than average for the county, as of early 2021: Harrogate (average value: £376,195), Knaresborough (£375,625), Tadcaster (£314,278), Leyburn (£309,165) and Ripon (£299,998), for example.
This is a chart of trend of regional gross value added for North Yorkshire at current basic prices with figures in millions of British pounds sterling.
Unemployment in the county was traditionally low in recent years, but the lockdowns and travel restrictions necessitated by the COVID-19 pandemic had a negative effect on the economy during much of 2020 and into 2021. The UK government said in early February 2021 that it was planning "unprecedented levels of support to help businesses [in the UK] survive the crisis". A report published on 1 March 2021 stated that the unemployment rate in North Yorkshire had "risen to the highest level in nearly 5 years – with under 25s often bearing the worst of job losses".
York experienced high unemployment during lockdown periods. One analysis (by the York and North Yorkshire Local Enterprise Partnership) predicted in August 2020 that "as many as 13,835 jobs in York will be lost in the scenario considered most likely, taking the city's unemployment rate to 14.5%". Some critics claimed that part of the problem was caused by "over-reliance on the booming tourism industry at the expense of a long-term economic plan". A report in mid June 2020 stated that unemployment had risen 114 per cent over the previous year because of restrictions imposed as a result of the pandemic.
Tourism in the county was expected to increase after the restrictions imposed due the pandemic are relaxed. One reason for the expected increase is the airing of All Creatures Great and Small, a TV series about the vet James Herriot, based on a successful series of books; it was largely filmed within the Yorkshire Dales National Park. The show aired in the UK in September 2020 and in the US in early 2021. One source stated that visits to Yorkshire websites had increased significantly by late September 2020.
The East Coast Main Line (ECML) bisects the county stopping at Northallerton,Thirsk and York. Passenger service companies in the area are London North Eastern Railway, Northern Rail, TransPennine Express and Grand Central.
LNER and Grand Central operate services to the capital on the ECML, Leeds Branch Line and the Northallerton–Eaglescliffe Line. LNER stop at York, Northallerton and on to County Durham or spur over to the Tees Valley Line for Thornaby and Middlesbrough. The operator also branch before the county for Leeds and run to Harrogate and Skipton. Grand Central stop at York, Thirsk Northallerton and Eaglescliffe then over to the Durham Coast Line in County Durham.
Northern operates the remaining lines in the county, including commuter services on the Harrogate Line, Airedale Line and York & Selby Lines, of which the former two are covered by the Metro ticketing area. Remaining branch lines operated by Northern include the Yorkshire Coast Line from Scarborough to Hull, York–Scarborough line via Malton, the Hull to York Line via Selby, the Tees Valley Line from Darlington to Saltburn via Middlesbrough and the Esk Valley Line from Middlesbrough to Whitby. Last but certainly not least, the Settle-Carlisle Line runs through the west of the county, with services again operated by Northern.
The county suffered badly under the Beeching cuts of the 1960s. Places such as Richmond, Ripon, Tadcaster, Helmsley, Pickering and the Wensleydale communities lost their passenger services. Notable lines closed were the Scarborough and Whitby Railway, Malton and Driffield Railway and the secondary main line between Northallerton and Harrogate via Ripon.
Heritage railways within North Yorkshire include: the North Yorkshire Moors Railway, between Pickering and Grosmont, which opened in 1973; the Derwent Valley Light Railway near York; and the Embsay and Bolton Abbey Steam Railway. The Wensleydale Railway, which started operating in 2003, runs services between Leeming Bar and Redmire along a former freight-only line. The medium-term aim is to operate into Northallerton station on the ECML, once an agreement can be reached with Network Rail. In the longer term, the aim is to reinstate the full line west via Hawes to Garsdale on the Settle-Carlisle line.
York railway station is the largest station in the county, with 11 platforms and is a major tourist attraction in its own right. The station is immediately adjacent to the National Railway Museum.
The main road through the county is the north–south A1(M), which has gradually been upgraded in sections to motorway status since the early 1990s. The only other motorways within the county are the short A66(M) near Darlington and a small stretch of the M62 motorway close to Eggborough. The other nationally maintained trunk routes are the A168/A19, A64, A66 and A174.
Long-distance coach services are operated by National Express and Megabus. Local bus service operators include Arriva Yorkshire, Stagecoach, Harrogate Bus Company, The Keighley Bus Company, Scarborough & District (East Yorkshire), Yorkshire Coastliner, First York and the local Dales & District.
There are no major airports in the county itself, but nearby airports include Teesside International (Darlington), Newcastle and Leeds Bradford.
The main campus of Teesside University is in Middlesbrough, while York contains the main campuses of the University of York and York St John University. There are also two secondary campuses in the county: CU Scarborough, a campus of Coventry University, and Queen's Campus, Durham University in Thornaby-on-Tees.
Colleges
Middlesbrough College's sixth-form
Askham Bryan College of agriculture, Askham Bryan and Middlesbrough
Craven College, Skipton
Middlesbrough College
The Northern School of Art, Middlesbrough
Prior Pursglove College
Redcar & Cleveland College
Scarborough Sixth Form College
Scarborough TEC
Selby College
Stockton Riverside College, Thornaby
York College
Places of interest
Ampleforth College
Beningbrough Hall –
Black Sheep Brewery
Bolton Castle –
Brimham Rocks –
Castle Howard and the Howardian Hills –
Catterick Garrison
Cleveland Hills
Drax Power Station
Duncombe Park – stately home
Eden Camp Museum –
Embsay & Bolton Abbey Steam Railway –
Eston Nab
Flamingo Land Theme Park and Zoo –
Helmsley Castle –
Ingleborough Cave – show cave
John Smith's Brewery
Jorvik Viking Centre –
Lightwater Valley –
Lund's Tower
Malham Cove
Middleham Castle –
Mother Shipton's Cave –
National Railway Museum –
North Yorkshire Moors Railway –
Ormesby Hall – Palladian Mansion
Richmond Castle –
Ripley Castle – Stately home and historic village
Riverside Stadium
Samuel Smith's Brewery
Shandy Hall – stately home
Skipton Castle –
Stanwick Iron Age Fortifications –
Studley Royal Park –
Stump Cross Caverns – show cave
Tees Transporter Bridge
Theakston Brewery
Thornborough Henges
Wainman's Pinnacle
Wharram Percy
York Castle Museum –
Yorkshire Air Museum –
The Yorkshire Arboretum
Fascinating: Canadarm & Dextre installed the RapidScat Experiment on Columbus!
Faszinierend: heute mit Canardarm und Dextre das RapidScat-Experiment am Columbus-Labor installiert.
Credits: ESA/NASA
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The Man and Matter Series:
The Man and Matter series consist of 12 steel sculptures installed along the Kangaroo Point Cliffs Boardwalk. Originally, these sculptures were commissioned for the riverside promenade of Brisbane’s World Expo '88.
Referencing the World Expo '88 theme of ‘Leisure in the Age of Technology’, Cole considers the relationships between humans and technology through simple visual symbology and the redressing of traditional limitations of sculpture.
The iconic red figures are a lasting homage to World Expo '88, and a recognition of Brisbane’s advancement into the 21st century.
This artwork has recently been restored, as part of Council’s artwork restoration and relocations works for the 30th anniversary.
The Kangaroo Point Cliffs:
The Kangaroo Point Cliffs below Main Street, River Terrace, and Lower River Terrace, Kangaroo Point, are the remnant evidence of extensive non-indigenous quarrying over 150 years (1826 - 1976). They have played a significant role in the development of the city and port of Brisbane, the capital of Queensland, since the 1820s. They are a distinctive landscape feature which, along with the Story Bridge and the Brisbane City Hall, has acquired iconoclastic status in the Brisbane townscape. The cliffs contain the best known outcrop of Brisbane Tuff, the distinctive pink and green building stone used in some of Brisbane's earliest (1820s and 1830s) public buildings; in base courses, retaining walls, side walls, and cellars of 19th century free settlement buildings; and in later municipal and government works such as roadmaking, kerbing, wharves, and marine walls.
The Kangaroo Point 'Cliffs' which Aborigines knew prior to European settlement, were steep rocky slopes with boulder outcrops and vegetation. The earliest identified historical reference to the Kangaroo Point Cliffs was made by New South Wales Surveyor-General John Oxley, during his exploration of the Brisbane River in early December 1823, when he noted in his field book a "high, rocky bank" below what is now River Terrace, Kangaroo Point. An 1844 survey plans prepared by surveyor James Warner, the high ground of Kangaroo Point was described as a "bold rocky ridge", much of which is still evident in late 19th century photographs of Kangaroo Point.
Following the removal of the Moreton Bay Penal Settlement from Red Cliff Point to the Brisbane River (North Brisbane) around May 1825, the river flats at the northern end of Kangaroo Point were cleared and planted with wheat and maize to supply food for the new settlement, and 1826 Commandant Logan opened a quarry at the base of the Kangaroo Point Cliffs, to supply stone for his building works at North Brisbane. According to Allan Cunningham's August 1829 survey of Brisbane Town, this early quarry was located opposite the Botanical Gardens, at the "highest point of a wooded ridge", in the vicinity of the later Naval Stores. The rock was punted across the river to Stone Wharf, about 150 metres upstream from the present Edward Street ferry landing.
The stone quarried from the Kangaroo Point Cliffs was known as 'porphyry (later Brisbane Tuff), a consolidated volcanic ash or rhyolitic ignimbrite deposited during the late Triassic age following a Nuee Ardent (glowing cloud) eruption. These eruptions are generally violent and voluminous and the erupted body moves with great speed for long distances, up to 100km if the relief is sufficient. The Kangaroo Point Cliffs are made up of such a flow or of two almost consecutive flows. These volcanic rocks are of the same age and chemical composition as the more coarsely crystallized Enoggera Granite and other granite bodies north-west of Brisbane. All may have originated from the same parent meltrock and magma in the final stages of consolidation of the eastern Australian mountain belt, 230 - 220 million years ago.
During the 1820s and 1830s stone from the Kangaroo Point quarry was used to construct a number of government buildings at the Moreton Bay Penal Settlement, including the Commissariat Store (1828-1829) and its William Street retaining wall.
Following the closure of the penal colony and the opening of Moreton Bay to free settlement in February 1842, Brisbane's earliest suburb, Kangaroo Point, was surveyed into suburban allotments, auctioned in December 1843. The lower areas of the Point, which had been cleared during the convict era for cropping purposes, and which had easy access to the river, attracted various early industries, including a boiling down works, a soap and candle factory, ship building, foundries, and sawmills. By the 1850s, there were some 80 to 90 houses on the peninsula, including several fine residences along Main Street.
From 1842 the Kangaroo Point Quarry was rented to private builders, including John Petrie, until placed under the control of the newly established (September 1859) Brisbane Municipal Council in 1860. By this date, however, only two small quarry faces had been opened - one below Saint Mary's Church and the other below the later TAFE college (now demolished). The Municipal Council continued to sub-lease the quarry to private builders, under whom the quarry mainly supplied stone ballast to ships. This wasteful use of the stone and the manner in which it was quarried was of particular concern to the Rector of Saint Mary's Church located on the cliff above, resulting in the Colonial Government resuming control of the quarry in 1864. By the mid-1880s the quarry face extended a little over 100 metres, or about one-eighth the length of the present worked-out quarry face.
In 1880 the entire length of the Kangaroo Point Cliffs below River Terrace from Leopard Street to Saint Mary's Church was placed under control of the Brisbane Municipal Council as a Temporary Reserve for Public Purposes subject to the right of the Government to use it for works in progress and to resume any land it might require for wharfage, railway and quarrying purposes (QGG 26 June 1880). This heralded Government construction in the early 1880s of new coal wharves at the foot of the southern end of the Kangaroo Point Cliffs, adjacent to the South Brisbane Dry Dock. The new wharves were serviced by a branch rail line and siding, which necessitated the cutting back of the Kangaroo Point Cliffs below Lower River Terrace.
Until the mid-1880s the export of coal from the West Moreton district was frustrated by a lack of direct access to deep water wharves for bunkering of coal onto ships for export from Brisbane. Coal came into Brisbane and was loaded onto drays for transport to the wharves. To facilitate the more efficient handling of coal for export, various extensions to the railway system were proposed and in 1880 an extension to the Ipswich-Brisbane lin,e branching off at South Brisbane Junction (later known as Corinda) between Sherwood and Oxley, and coming around to Woolloongabba and South Brisbane via Yeerongpilly, was approved. The project included a sidings branch to new coal wharves adjacent to the Dry Dock at South Brisbane. The contract for the wharves and sidings branch was awarded to Acheson Overend & Co. After a number of delays, the line was finally opened in 1884.
After construction of the wharf, it was found necessary to remove a bar of rock in the river which prevented the proper use of the two 4.5 tonne (10-ton) steam cranes installed on the wharf. Overend & Co. undertook the removal of the rock bar and constructed an additional 18mx12m (60ft x 40ft) jetty with a 6.8 tonne (15-ton) steam crane for coaling large ocean vessels. Coal traffic from the wharf at South Brisbane flourished and in 1900 additional siding accommodation was constructed and a travelling crane installed replacing crane number 4. This travelling crane dominated the South Brisbane vista along the river for many years. By the mid-20th century oil fuel was replacing coal and the bunkering of coal declined. In 1960 the rails were removed from the wharf and the wharf was demolished in 1974.
In 1886 - 1888, as part of Queensland's marine defence strategy, the Colonial Government constructed a depot for the Queensland Marine Defence Force at the foot of the northern end of the Kangaroo Point Cliffs, on the floor of the earlier Kangaroo Point Quarry. Established to provide storage, repair, and training facilities for the colony's modest but growing fleet of marine defence vessels and newly established Naval Brigade, the Depot originally comprised two two-storeyed timber buildings roofed with galvanized corrugated iron and resting on stone foundation walls with concrete footings. These buildings contained lecture rooms; a gun battery for training; store rooms; carpenters' shops; workshops for ship repairs; and a torpedo storeroom/workshop. A wharf was erected in 1887 - 1888, and a flight of timber stairs was constructed 1890 to provide access up the cliff to Amesbury Street and Saint Mary's Church, which served as the Naval Chapel for many years. A concrete boatslip was constructed 1900.
The Depot remained the operational base of the Queensland Marine Defence Force until the formation of the Royal Australian Navy (RAN) after Federation in 1901. The Kangaroo Point Depot remained the principal training facility for Queensland naval reservists until the construction of a depot at Alice Street in the 1920s. On the 31st of October 1959 the RAN handed over the Kangaroo Point Depot to the Australian Army, which used it to accommodate its 32nd Small Ships Squadron. In 1984 the Army removed its Small Ships Squadron to Bulimba, and the Kangaroo Point Depot was vacated. In 1986/87 the site was transferred to the Brisbane City Council.
Only one of the former Naval Depot buildings (No.2 Store) survives. The former Naval Brigade Depot was entered permanently in the Queensland Heritage Register in October 1992.
In 1898 the Marine Department opened a new quarry south of the Naval Depot, about halfway along River Terrace, to supply rock for river walls at Hamilton. This was the start of the scheme of dredging and training walls devised by EA Cullen, appointed Engineer of Harbours and Rivers in 1902, to complete the development of the river port of Brisbane. The Department of Harbours and Rivers (later the Department of Harbours and Marine) used the Kangaroo Point Cliffs quarry for marine work until 1976. In the period 1898 to 1919, this work included: the training walls or revetments which contain the dredgings of the reclamation of the tidal flats for industry at Hamilton (1898 - 1900), Doughboy (1900), Coxen Point, and Lytton; the training walls which regulate tidal flow and link Parker, Bulwer, Gibson, and other estuarine islands with the mainland; and the stone pitching of the river banks at the City Botanic Gardens. By 1919, more than half a million tones of stone for these walls had been removed from the Kangaroo Point Quarry. In 1928, stone from the Kangaroo Point Quarry was used to double the height of the Lytton training wall and to shape and maintain other early 20th century training walls. Other Harbours and Marine projects utilising stone from Kangaroo Point included the Manly Boat Harbour and the new port at Fisherman Islands in the 1970s.
The rock for these projects was loaded onto punts at the quarry and towed to the work sites. Extensive quarrying by the Marine Department opened the rock face of the Kangaroo Point Cliffs between the Naval Stores at the northern end of the site and the coal wharves at the southern end, creating the dramatic length of perpendicular drop that distinguishes the Kangaroo Point Cliffs today. By 1976, when control of the Brisbane River passed to the Port of Brisbane Authority, most of the available Kangaroo Point rock had been exploited and the quarry was closed.
Brisbane Tuff is now exposed along the cliff face, providing an important source of geological information. The quarry floors and ridge of the cliffs are now important public park reserves and enjoyed as places of informal recreation. The cliffs are popular for abseiling and rock climbing, and are valued as a riverside walkway, picnic area, and vantage point - especially for Brisbane River and Southbank festivities.
Scout Place, the lookout on the top of the cliffs adjacent to River Terrace, between Llewellyn and Bell Streets, was erected in 1982 to designs prepared by the Brisbane City Council's Landscape Architecture Section, to commemorate seventy-five years of scouting in Queensland.
Source: Brisbane City Council World Expo '88 Public Art Trail & Queensland Heritage Register.
I rather like this view of the Cathedral .....
or rather, a very small slice of it, which stands up above the mass of surrounding buildings.
The new tower works wonders for it . . . because you cannot miss it, from across the market square.
Beyond the nave, you can see a chunky tower . . . all that is left of the ancient Abbey Church.
It is in good weather-proof shape, which is so fortunate . . . because the bells have been installed within it, leaving the new tower "empty" ~ so that the hollow space inside becomes a 'lantern' tower . . to flood the nave with daylight !
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background
The history of Focke Wulf's Fw 190 in Japan started with a rejection: in 1943 a single FW 190 A-5 had been supplied to Japan for evaluation, but at first, the type was not put into production by the Japanese. Anyway, the results of the study by Japanese engineers were incorporated in the design of the Ki-61 fighter. This evaluation did not go unnoticed, since the type received the Allied code-name 'Fred'.
By that time, the teething development problems of Mitubishi's J2M ‘Raiden’ (Thunderbolt) 'Jack' led to a slowdown in production. Biggest issues were the Kasei engine, an unreliable propeller pitch change mechanism and the main undercarriage members. Another drawback of the type was that its design put emphasis on performance and pilot protection rather than maneuverability. By the time the Fw 190 was tested, only fourteen J2M had been completed.
To make matters even worse, the Mitsubishi A7M 'Reppu' fighter was also behind schedule, so that replacements for the A6M 'Zero', backbone of the IJN’s air force, were overdue.
This situation left the Imperial Japanese Navy without a land-based interceptor. The first few produced J2M2 were delivered to the development units in December 1942 but further trials and improvements took almost a year, and it took until June 1944 that the ‘Raiden’ could make its combat debut, during the Battle of the Philippine Sea.
While the Raiden was to be developed further for the high-altitude interceptor role, the IJN decided in January 1944 to adopt the highly effective Fw 190 as a supplementary interceptor for medium heights - only as a stop-gap at first, but the type quickly evolved into various sub-variants, much like in Germany.
License production of the adopted Fw 190 started at Hitachi in May 1944. The original airframe was modified to cater to Japanese needs and customs, and the most obvious difference of the J10F1, how the plane was officially called, was the use of the Mitsubishi MK4R Kasei 23c radial engine instead of the original BMW 801. It was a modified version of the engine in the J2M, but simplified and made more reliable. The engine produced 1.820hp and drove a four-bladed propeller. Another distinctive feature was a small fin fillet, which compensated directional instability due to the longer forward fuselage.
By its pilots, the J10F quickly became called “hueruge” (フエルゲル), a transcription of the Fw 190's German nickname "Würger" (=Shrike).
Variants:
J10F1
The original main variant with the MK4R Kasei 23e and armed with 2× 13.2 mm Type 3 machine guns and 4× 20 mm two Type 99 Model 2 cannons, 354 aircraft produced.
While no official sub-variant was developed or designated, single machines differed considerably in equipment. This included field-modifications like reduced armament for better performance or ground-attack equipment, e .g. racks for a total of four unguided 60kg air-to-air missiles under the outer wings.
J10F1-G
In late 1945 a few J10F1 were modified for the anti-ship role and night attacks, and they received the "-G" suffix for their new land-based bomber role. These planes had a reduced gun armament, flame dampers and an IR sight, similar to the German “Spanner” device.
Most of these planes were to carry special weapons, like a single indigenous Ke-Go 110 heat-seeking guided bomb under the belly, or, alternatively, a copy of the German Bv 246 "Hagelkorn" gliding bomb, which had been delivered to Japan in 1944 for tests and adopted for production. To allow more space under the fuselage while carrying these bombs on the ground, some of these aircraft had a longer tail wheel strut fitted. Additionally, tests were made with a torpedo on the centerline hardpoint. It is uncertain if these weapons were actually used in combat, though.
J10F2
The only variant that was developed so far that it entered service, incorporating many detail modifications and improvements. These included thicker armored glass in the cabin's windshield (from 5.5 cm/2.2” to 7.6cm/3”) and extra armor plating behind the pilot's seat. The wing skinning was thickened in localized areas to allow for a further increase in dive speed. A water-methanol engine boost was added, which allowed an engine output of 2.050 hp for short periods, which boosted the top speed to 695 km/h. 52 were produced.
J10F3
High altitude project with a pressurized cabin, a larger wing span of 11.96 m (39 ft 2 in) and a turbo-supercharged MK4R-C Kasei 23c engine, with the turbo-supercharger mounted behind the cockpit (itself made wider). This doubled the altitude at which the engine could produce its rated power, from 15,750ft up to 30,185ft. The J10F3 only carried two 20mm cannons in the wing roots, but had two extra oblique-firing 20mm cannon installed aft of the cockpit for use against high flying American B-29 bombers (much like the German "Schräge Musik" installments). Two prototypes were completed in June 1945, but the turbo-supercharger proved troublesome, and no further aircraft of this type were produced.
From late 1944 on, the J10F1 was quickly thrown into service and became a nasty surprise for Allied aircraft. The modified Focke Wulf design proved to be agile, fast and much tougher than earlier Japanese fighters, coupled with a relatively heavy armament. Beyond interception duties, the J10F1 was frequently employed in close support and anti-shipping tasks, since its low level handling and ordnance load was excellent.
Its only drawback was - as with the original Fw 190 - that performance dropped at heights above 6.000m. This should not have posed a problem with the J2M, but that type's delay left the Allied high-altitude bomber attacks relatively unharmed, so that the J10F3 version was hastily developed, but failed to realize. In Germany, the similar situation resulted in the Fw 190 D-9 variant and finally in the superb Ta-152.
J10F1General characteristics:
Crew: 1
Length: 9.29 m (30 ft 6¾ in)
Wingspan:10.51 m (34 ft 5 in)
Height: 3.95 m (12 ft 12 in)
Wing area:18.30 m² (196.99 ft²)
Empty weight: 3,490 kg (7,694 lb)
Max. take-off weight: 4,840 kg (10,670 lb)
Performance:
Maximum speed: 656 km/h (408 mph) at 19,420 ft (5,920 m)
Rate of climb:17 m/s (3,300 ft/min)
Range: 800 km (500 mi)
Service ceiling: 12,000 m (39,370 ft)
Engine: 1 Mitsubishi MK4R Kasei 23e radial engine with 1.820hp
Armament:
2 × 13.2 mm Type 3 machine guns, 300 rpg, in the nose
4 × 20 mm two Type 99 Model 2 cannons, 200 rpg, two in the wing roots, two outside of the landing gear.
Three hardpoints, one under the fuselage (max. 500 kg/1.102 lb) and one under each wing for 250 kg/550 lb each for bombs or fuel tanks. Total external ordnance load of 1.000kg (2.205 lb).
The kit and its assembly
The 'Japanese Fw 190' is a popular what-if topic, so I wanted to add my interpretation to the plethora of whifs and replicas of the real test machine. Actually, a clean Fw 190 looks pretty Japanese with its radial engine and sleek lines. When I recently came across a similar build at britmodelers.com, I thought that painting a Fw 190 green/grey and putting some Hinomarus on is logical and simple, but there's more in the subject than just cosmetics. I wanted a bit more... And while the concept remained simple, I had enough ideas and spare parts for a twin combo! In the end, the J10F was built as a pure interceptor and as a 'special purpose' night strike aircraft.
Basically, my limiting design idea for the J10F's design was the idea that Japan would not have received the Fw 190’s original BMW 801 radial engine, so that an alternative powerplant had to be fitted. I had hoped that this would have set the 'new' plane outwardly a bit apart from its German ancestor, and also make you look twice because the result would not be a 1:1 "Japanized" Fw 190 A/F. I tried, but I suppose that the effect is not as 'powerful' as intended – but judge for yourself?
The basic kits for both conversions come from Hobby Boss. It is a simple and clean kit, but with very good fit and engraved details. In an attempt to change the plane's look a little, I tried to transplant other engines - radials, too. Donation parts for both kits come from an Italeri Ju 188, which features two pairs of engines. The radials I used are actually BMW 801’s, too, but they lack the typical cooling fan and the cowlings are 3-4mm longer because they'd carry the engine mountings on the Ju 188's wings. Actually, the fuselage is minimal longer now, maybe 4-5mm, but the shape is still very close to the original Fw 190, so I think that this mod hardly is recognizable at all?
The change was a bit tricky, due to the massive fuselage of the Hobby Boss kit, but it worked. The new cowlings received new cooling louvres and exhaust pipes. New, four-bladed propellers were added, scratch-built from leftover Mosquito NF.30 propellers from the Airfix kit and drop tank front halves.
Otherwise, though, not much was changed, the two kits just differ in equipment details and received Matchbox pilot figures in order to cover up the bleak and very deep cockpit.
The interceptor:
As an interceptor I left the plane clean, without external ordnance. I wanted to emphasize its elegant look, which makes it look like a Ki-43 on casual glance, or even an A6M. The plane carries the normal gun armament (from a Fw 190 A-8), this is supposed to be the original/standard J10F mentioned above.
The night attacker:
The J10F1-G variant saw more modifications, including a new exhaust system with flame dampers built from scratch. Other special equipment comprises an IR sight in front of the canopy, flare protectors, the fuselage hardpoint and the scratch-built Ke-Go 110 bomb. In order to cover the deleted gun access panels under the wings, I added streamlined bomb shackles for two Japanese 60kg bombs each, donated from a Matchbox Ju 87 kit.
About the Ke-Go bomb
This bomb, which looks like a penguin, is a fantasy derivate of a real Japanese development series until summer 1945. In a nutshell, the Ke-Go bomb actually was one of the first “fire and forget” weapons I have heard of. With the guidance of a bolometer seeker and a self-correcting steering mechanism, the bomb would (only) be useable against strong and clear heat sources – a ship’s kettle at night, when surrounding heat level was low, would qualify, and the bomb would be guided by deviation and correction from that heat source - if it locked on correctly, though! My Ke-Go 110 is a smaller version of the original Ke-Go bombs, suitable for lighter planes.
Painting
Being an IJN plane, paint scheme choices for the J10F were rather limited - and since it is a whif plane I stuck to my policy that I rather use a simple/subtle paint scheme.
The interceptor:
For the clean and rather conservative interceptor I settled for a simple IJN Green/Gray livery (N. 2 ‘Aomidori-iro’, a bluish, very dark green and N.10 ‘Hairyokushoku’, respectively), with Testors 2116 and 2117 as basic tones. Yellow wing leading edges were added, cut from an aftermarket decal sheet. As a design twist I painted the engine cowling black, A6M-style. The propeller spinner was painted in red brown (typical Japanese WWII primer color), with an orange tip, matching the arrow symbol decal on the tail fin. The propeller blades were painted with Testor’s ‘Rubber’, #1183.
A slightly worn look was achieved through a light wash with black ink and some dry painting with paler shades of Green (Humbrol 91 and 185) and Aluminum, plus light exhaust marks and gun smoke residues with flat black. Some bare metal spots were added, which also highlight some details and add to the worn look.
All decals for the green fighter come from a Hobby Boss A6M, only the arrows come from the Hobby Boss He 162. Finally, everything was sealed under a semi-matte varnish, for a light shine to the surface – typical IJN machines appear to be rather shiny?
The night attacker:
This variant received a more fantastic and stealthy paint scheme - I wanted to set the plane apart from the clean and shiny interceptor: a grunty, desperate strike aircraft against overwhelming sea forces.
AFAIK, there had not been specific nocturnal cammo schemes at the IJNAS, except for all-green aircraft? A bit boring, I thought, esp. with a typical green/gray sister plane.
So I made up a personal variant: In a first step, upper surfaces were painted in a brownish-grey basic tone, AFAIK called ‘Ameiro’ – it is the color which was used on early Zeroes which were based on carriers, and the tone faded quickly to a light gray. This color is very similar to RAL 7014 ‘Fenstergrau’ and reminds of B.S. ‘Hemp’. I improvised it with a mix of Humbrol 141 (60%), 83 (35%) and a bit of 155 (5%). On top of that a dense array of dark green blotches (Humbrol 185, Chrome Green, at first, and later also with Humbrol 116 for more contrast) was applied, breaking up the plane’s lines and covering the light gray tone almost completely.
Undersides originally sported ‘Ameiro’, too, but they were painted as if they had been covered with a very dark gray tone in the field (Humbrol 67), even leaving out the hinomarus and flaking off everywhere. The black engine cowling was retained.
Hinomaru and squadron emblems come from the same Mitsubishi A6M from Hobby Boss as mentioned above, featuring even less markings. As a side note: I have never seen Hinomaru with a black(!) rim before? I am not certain if this is correct or an authentic modification - it matches the night fighter role perfectly, though. This time I chose a matte varnish, except for the cowling which received some streaks with more shiny semi-matte varnish.
In both cases, cockpit interior surfaces and landing gear wells were painted in ‘Aodake Iro’, simulated with a base of Aluminium (Humbrol 56) and a coat of translucent blue lacquer on top.
All in all, these pair of rather simple model kit was built in a couple of days, taking the pictures and waiting for good light took almost the same time! I am not 100% happy, because the engine mod is not as obvious as I expected, even though the four-bladed prop and the slightly elongated fuselage give the J10F a menacing and fast look, like a “Baby Tempest”.
Commissioned with Seattle Public Utilities 1% for Art Funds, and Administered by the Seattle Office of Arts & Cultural Affairs
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Installé dans l'ancien palais Como (XVe siècle), le musée abrite les collections que Gaetano Filangieri, prince de Satriano (1824-1892), après l'achat et la restructuration du palais, légua à la ville.
Here is the proof that UAD313H had something unusual in the engine department. Stapleford's of Markfield installed a Commer TS3 engine. I was assured that, provided you kept the revs up, it worked!!
Taken yesterday down in Santa Clara County not all that far from Levi’s Stadium. The city of San Jose blocked off San Pedro Street, installed artificial turf, and hosted a street party. It was a great place to be with a camera.
When you walk along the Thames you never now what you will find.
At the Hays Galleria you will find this steampunk boat called The Navigators created by David Kemp.
The Hays Galleria was called Hay's Wharf before it was converted from Warehouses to shops and restaurants.
The wharf began in 1651 by Alexander Hay. In the 1860's it pioneered the use of cold storage, enabling it to store food including New Zealand butter and cheese. It also had tea from India and China.
To show its shipping history the boat by Cornish artist David Kemp was installed in 1987.
Outremont, Pavillon Claire-McNicoll, 2900, boul. Édouard-Montpetit, Montréal, QC H3T 1J4.
Type : Sculpture.
Matériaux : Béton.
Technique(s) : Coulé.
Description de l’œuvre :
Cette sculpture monumentale se voit de loin. Les trois colonnes en béton, dont la plus haute mesure huit mètres, sont posées sur un socle cannelé. Des rainures sur ces cylindres donnent l’impression de rondelles déposées les unes sur les autres. Les seuls ornements sont les flèches qui, reliées aux trois colonnes, forment des arches équilibrant ainsi la structure. D’autres pointent vers les points cardinaux démontrant le lien de l’œuvre avec son emplacement à un carrefour. L’artiste, qui aime travailler avec la matière brute, démontre ici sa maîtrise pour la sculpture de grandes dimensions. Roussil se qualifie de créateur généreux : il réalise de nombreuses maquettes préalablement à l’exécution de ses œuvres. Pour élaborer ses grands projets, il cherche à partir de médiums tels la gravure, la céramique, le dessin et la sculpture sur bois. Quelques années avant, l’artiste a réalisé de grandes sculptures modulaires en bois, un matériau qu’il maîtrise. Dans le cas de cette œuvre, il veut transposer cette approche en utilisant du béton. Il cherche à l’alléger en tenant compte de ses qualités intrinsèques et veut trouver un équilibre entre la densité du béton et la souplesse des lignes. Sans titre amorce une série qui se poursuit avec l’Hommage à René Lévesque dans le parc du même nom à Lachine (1988). Cette œuvre est constituée de neuf flambeaux jaillissants de socles cylindriques éclairés de l’intérieur. En 1990, Ville Saint-Laurent organise un symposium au cours duquel Roussil réalise un autre ensemble non titré dont la forme tient à la fois d’Hommage à René Lévesque par ses couronnes, et de l’ensemble de l’Université de Montréal par son réseau d’attaches et sa configuration au sol.
Biographie :
1925 - 2013
Robert Roussil a fait mille et un métiers avant de s’enrôler dans l’armée canadienne de 1942 à 1944. Démobilisé, il profite de la bourse d’études offerte par le gouvernement et s’inscrit à l’École du Musée des beaux-arts. Arthur Lismer, professeur et directeur, l’encourage à poursuivre une carrière de sculpteur et l’engage pour enseigner la sculpture sur pierre. En 1949, la sculpture en bois, La famille, présentant un homme et une femme nus, est mise sous séquestre par la police. Ces événements amèneront Roussil à démissionner.
Son franc-parler, son discours social, ses relations avec les militants du parti communiste canadien et la liberté de sa production artistique font qu’il se bute souvent à la censure. Roussil se définit comme un artisan entrepreneur : relation directe avec le client sans passer par les galeries, refus des institutions. Pour lui, l’essentiel est de vivre de l’art et de faire de l’art une manière de vivre. L’art doit être dans la rue et l’artiste doit être anarchiste. Ses sculptures de bois, sphères habitables et structures monumentales à conception modulaire remettent en question, parfois de manière controversée, la fonction des espaces publics et privés.
En 1952, alors qu’il participe au Congrès des peuples pour la paix, il est séduit par l’idée de créer des symposiums internationaux pour permettre aux sculpteurs de travailler à des œuvres de grandes dimensions. Il sera à l’origine du Symposium international de sculpture de Montréal de 1964. Sa participation active à la création d’un atelier et de la Place des arts (1947-1954) démontre son intérêt pour l’action, les échanges d’idées sans censure.
En 1956, Roussil quitte Montréal et s’installe dans un moulin abandonné de Tourettes-sur-Loup, lieu qu’il transforme en jardin de sculptures. Ses œuvres, souvent monumentales, sont exposées sur la place publique, aussi bien au Québec qu’en France. On en trouve quelques-unes dans la ville de Montréal et dans les environs. Roussil a aussi réalisé un ensemble monumental de sculptures sur le toit d’une usine d’épuration d’eau à Saint-Laurent-Du-Var en France.
This huge, multi-coloured stencil decorated the gallery walls for the charity exhibition by c215, focusing on CARF's kids.
installed! 11-18-2013 at 10pm (iphone shot)
for art craw l/ el rincon social / ratio photography exhibition
now.deborasmail.com/post/67447218228/iphone-shot-of-the-f...
Just a few distant shots taken towards the end of my drive the other day. By the time I reached the lake, the light was not good and it had been very hazy all afternoon. I was just happy to actually see a few birds - can't wait for the chance to get out and hopefully get a few better photos.
Friday, 23 April 2021: winter is back - again. The night before last, we had a bit more snow and very strong wind. The latter played havoc on the repairs to the building, tugging at several loose pieces of whatever the material is, that is used to cover the outside walls before the new siding is installed. Also, a long piece of probably guttering was dangling from the roof, being blown like crazy against the building. I was concerned about my windows! Nothing I could do physically, but I did let someone know, who then contacted the repair company.
Two days ago, on 21 April 2021, I really wanted to get out for a few hours, knowing that snow was forecast for the next day and the coming weekend. I finally made myself drive somewhere that I hadn't been to for a few years, nervous though I was. The last time I went, we were carpooling. I drove various new roads in the whole area. Later, I decided to drive SE of the city to see if Frank Lake was as crowded as it was when I called in for a few minutes days ago. Luckily, there were far fewer people and I got a chance to actually see birds and take a few photos.
I was happy to see my first Yellow-headed Blackbird of this year. It moved in such a funny way, taking a couple of steps and then running a couple of steps, repeated over and over again. I wonder if they always do this. Maybe it was just the joy of being back, but it didn't seem to know which direction to dash to next.
I looked for American White Pelicans in the usual place, but none were to be seen. Then one suddenly flew from somewhere and landed almost out of sight across the lake. A short while later, it flew back, almost over my head and disappeared.
As usual, there were more than enough gulls of various species, noisy as ever. A few of them were flying and then either landing or swooping down to catch a Carp. Sometimes, a few people have been catching as many of these fish as possible, to remove them from the lake, as they are not a native species. I guess the gulls aren't fussy.
Needless to say, a few barns made my day complete. I was also thankful that no side effects from my second COVID jab showed up, other than a painful arm for two or three days.
Installing linux (small Linux):
486 Processor
4 MB RAM memory
120 MB hard disc
Black/white monitor
- Small Linux, is a live-Diskette distribution (2 diskettes)
La Tarjeta PCMCIA con la disketera es CASi mas grande que el mismo portatil.
more artworks from the series 'Islands and Other Experiments' by Darlene Charneco
mixed media, 25 pieces. installed at artsites art+ architecture. mouse over to see titles and whether each is sold/available.
view set here
Zwischen 1894 und 1896 entstand das neugotisches Bauwerk, das die alte Holzbrücke ersetzte und auf der oberen Ebene die 1902 in Betrieb genommenen Hochbahngleise der ersten Berliner U-Bahn-Linie (heute: Linie U1) über die Spree führt. Der mittlere Brückenbogen wird von zwei je 34 Meter hohen Türmen geschmückt, die dem Mitteltorturm der Stadtmauer in Prenzlau nachempfunden sind. Beide Türme und andere Elemente der Brücke sind am 23. April 1945 schwer beschädigt worden, als deutsche Truppen während der Schlacht um Berlin den Mittelbogen sprengten. Die Brücke wurde notdürftig repariert. Nach dem Mauerbau 1961 wurde auch der U-Bahn-Verkehr eingestellt, da die Spree hier die Grenze zwischen Ost und West bildete. Auf der Brücke befand sich danach ein nur von Fußgängern nutzbarer Grenzübergang. Nach der Wiedervereinigung wurde die Brücke bis 1995 restauriert.
This neo-Gothic bridge was built from 1894 to 1896 substituting an old wood bridge. On the upper level, the first Berlin subway inaugurated in 1902 (today line U1) crosses the river Spree on an elevated track. The central bridge arch is accentuated by two tower 34 metres high, inspired by the Central Gate Tower of the town wall of Prenzlau, a town in Northern Brandenburg. Both towers and other elements of the bridge were severely damaged when German troops blasted the central arch on April 23, 1945, during the battle of Berlin. The bridge was provisionally repaired and the subway resumed operation. But after the Berlin Wall was built in 1961, the subway ceased operation over the bridge as the river Spree was the border between East and West at this site. Later on, a border crossing point for pedestrians only was installed on the bridge. Following German reunification, the bridge was restored until 1995.