reflected inner / outer view

Empresa / Company: Metbus

País / Country: Chile

Servicio / Type of Service: Transantiago - Línea 516

Bus: Caio Mondego H - Mercedes Benz O500U (FLXH86), año 2014

Número Interno / Internal Number: -

Procedencia / Procedence: Brasil - Brazil

Lugar de Foto / Photography Location: Santiago, Chile

Debido a los proyectos de nuevos corredores viales en el centro de la ciudad, las empresas de Transantiago han traído 156 buses nuevos con puertas en ambos lados, de ellos 90 buses corresponden al modelo Caio Mondego H (37 Vule, 29 Metbus, 24 STP) y 66 buses son Marcopolo Gran Viale (20 Alsacia, 46 Express). En la afición, se les apoda buses zurdos por ser los primeros en Chile que traen puerta en el lado del conductor.

Because the proposed new road corridors in the city center, Transantiago companies have brought 156 new buses with doors on both sides, of which 90 buses are Caio Mondego H (37 Vule, 29 Metbus, 24 STP) and 66 buses are Marcopolo Gran Viale (20 Alsacia, 46 Express). Into the hobby, they were nicknamed lefties buses to be first in Chile to bring door to the driver's side.

11/365. September 15, 2021.

internal wire routing for front and rear light. also light mount. also fender mount...back stop...

La Marina (Spain), 15 november 2007

L: Punica granatum

E: Pomegranate

D: Granatapfel

F: grenade

Esp: granada

It: Melagrano

pens on paper

8 x 8 inches.

Taken 27/04/23 at Ropley, Mid-Hants Railway. Looking at the Flickrsphere I found the following about S1105 on John Woolley's photo stream:

"Vehicle History

With its B5 bogies this vehicle on first glance would appear to be a late build Mark I, however it is probably one of the oldest Mark I vehicles still in existence. It was originally one of a batch of five diagram 16 Restaurant First (W301 – W305) built at Doncaster works in 1952 to lot 30013. They entered traffic in early 1953 on Western Region duties, however they were not a very satisfactory internal design and by 1960 they were only being used occasionally. Around September 1963 W301 was condemned and this was followed in 1964 by W302 and W305. On the 3rd July 1964 W302/05 arrived at York works and joined W301 (which had been in open storage since being condemned) to be converted to Griddle Cars 1103 – 1105 with 1105 being converted from W302. In the mid 1970’s all three vehicles were allocated to the Scottish Region. Again they do not appear to have been particularly successful as they had all been withdrawn by 1982. My thanks to RW Carroll for some of the detail and any further information regarding this vehicle would be gratefully received."

Brand: Xcartoys

Series: Democratic Brand 26

Livery: N/A

Scale: 1/64

Base: Black plastic - ©XCARTOYS 2018

Collector/casting number: MR1015

Country of manufacture: China

Place/date of purchase: eBay, Dec 22, 2018

Condition: Minty fresh 10/10

Remarks/comments: This came in the mail yesterday, took a little while because of the Canada Post strike right before the holidays. I discovered this brand of scale models about a month ago. They've been around for a couple of years and have released some really nicely detailed pieces. (Their FB page: www.facebook.com/pg/XCARTOYS/about/?ref=page_internal) I've been trying to find a diecast scale car of a car I've owned in 1/1 scale. I've had some pretty mundane cars in the past so it isn't easy. I owned a '92 Jetta in Seafoam Green which was affectionately named the "Teal Machine" while I had it.

I would almost compare these little guys next to Tomica Limited Vintage Neo in regards to details and weight. Though the size is bit larger than 1/64. I would say it is more around 1/59.

Two Lockheed Martin F-35B Lightning II fighter jets have successfully landed on board HMS Queen Elizabeth for the first time, laying the foundations for the next 50 years of fixed wing aviation in support of the UK’s Carrier Strike Capability.

Royal Navy Commander, Nathan Gray, 41, made history by being the first to land on board HMS Queen Elizabeth, carefully maneuvering his stealth jet onto the thermal coated deck. He was followed by Royal Navy Squadron Leader Andy Edgell, RAF, both of whom are test pilots, operating with the Integrated Test Force (ITF) based at Naval Air Station Patuxent River, Maryland.

Shortly afterwards, once a deck inspection has been conducted and the all-clear given, Cmdr Gray became the first pilot to take off using the ship’s ski-ramp.

From Wikipedia, the free encyclopedia

The Lockheed Martin F-35 Lightning II is a family of single-seat, single-engine, all-weather, stealth, fifth-generation, multirole combat aircraft, designed for ground-attack and air-superiority missions. It is built by Lockheed Martin and many subcontractors, including Northrop Grumman, Pratt & Whitney, and BAE Systems.

The F-35 has three main models: the conventional takeoff and landing F-35A (CTOL), the short take-off and vertical-landing F-35B (STOVL), and the catapult-assisted take-off but arrested recovery, carrier-based F-35C (CATOBAR). The F-35 descends from the Lockheed Martin X-35, the design that was awarded the Joint Strike Fighter (JSF) program over the competing Boeing X-32. The official Lightning II name has proven deeply unpopular and USAF pilots have nicknamed it Panther, instead.

The United States principally funds F-35 development, with additional funding from other NATO members and close U.S. allies, including the United Kingdom, Italy, Australia, Canada, Norway, Denmark, the Netherlands, and formerly Turkey. These funders generally receive subcontracts to manufacture components for the aircraft; for example, Turkey was the sole supplier of several F-35 parts until its removal from the program in July 2019. Several other countries have ordered, or are considering ordering, the aircraft.

As the largest and most expensive military program ever, the F-35 became the subject of much scrutiny and criticism in the U.S. and in other countries. In 2013 and 2014, critics argued that the plane was "plagued with design flaws", with many blaming the procurement process in which Lockheed was allowed "to design, test, and produce the F-35 all at the same time," instead of identifying and fixing "defects before firing up its production line". By 2014, the program was "$163 billion over budget [and] seven years behind schedule". Critics also contend that the program's high sunk costs and political momentum make it "too big to kill".

The F-35 first flew on 15 December 2006. In July 2015, the United States Marines declared its first squadron of F-35B fighters ready for deployment. However, the DOD-based durability testing indicated the service life of early-production F-35B aircraft is well under the expected 8,000 flight hours, and may be as low as 2,100 flight hours. Lot 9 and later aircraft include design changes but service life testing has yet to occur. The U.S. Air Force declared its first squadron of F-35As ready for deployment in August 2016. The U.S. Navy declared its first F-35Cs ready in February 2019. In 2018, the F-35 made its combat debut with the Israeli Air Force.

The U.S. stated plan is to buy 2,663 F-35s, which will provide the bulk of the crewed tactical airpower of the U.S. Air Force, Navy, and Marine Corps in coming decades. Deliveries of the F-35 for the U.S. military are scheduled until 2037 with a projected service life up to 2070.

Development

F-35 development started in 1992 with the origins of the Joint Strike Fighter (JSF) program and was to culminate in full production by 2018. The X-35 first flew on 24 October 2000 and the F-35A on 15 December 2006.

The F-35 was developed to replace most US fighter jets with the variants of a single design that would be common to all branches of the military. It was developed in co-operation with a number of foreign partners, and, unlike the F-22 Raptor, intended to be available for export. Three variants were designed: the F-35A (CTOL), the F-35B (STOVL), and the F-35C (CATOBAR). Despite being intended to share most of their parts to reduce costs and improve maintenance logistics, by 2017, the effective commonality was only 20%. The program received considerable criticism for cost overruns during development and for the total projected cost of the program over the lifetime of the jets.

By 2017, the program was expected to cost $406.5 billion over its lifetime (i.e. until 2070) for acquisition of the jets, and an additional $1.1 trillion for operations and maintenance. A number of design deficiencies were alleged, such as: carrying a small internal payload; performance inferior to the aircraft being replaced, particularly the F-16; lack of safety in relying on a single engine; and flaws such as the vulnerability of the fuel tank to fire and the propensity for transonic roll-off (wing drop). The possible obsolescence of stealth technology was also criticized.

Design

Overview

Although several experimental designs have been developed since the 1960s, such as the unsuccessful Rockwell XFV-12, the F-35B is to be the first operational supersonic STOVL stealth fighter. The single-engine F-35 resembles the larger twin-engined Lockheed Martin F-22 Raptor, drawing design elements from it. The exhaust duct design was inspired by the General Dynamics Model 200, proposed for a 1972 supersonic VTOL fighter requirement for the Sea Control Ship.

Lockheed Martin has suggested that the F-35 could replace the USAF's F-15C/D fighters in the air-superiority role and the F-15E Strike Eagle in the ground-attack role. It has also stated the F-35 is intended to have close- and long-range air-to-air capability second only to that of the F-22 Raptor, and that the F-35 has an advantage over the F-22 in basing flexibility and possesses "advanced sensors and information fusion".

Testifying before the House Appropriations Committee on 25 March 2009, acquisition deputy to the assistant secretary of the Air Force, Lt. Gen. Mark D. "Shack" Shackelford, stated that the F-35 is designed to be America's "premier surface-to-air missile killer, and is uniquely equipped for this mission with cutting-edge processing power, synthetic aperture radar integration techniques, and advanced target recognition".

Improvements

Ostensible improvements over past-generation fighter aircraft include:

Durable, low-maintenance stealth technology, using structural fiber mat instead of the high-maintenance coatings of legacy stealth platforms

Integrated avionics and sensor fusion that combine information from off- and on-board sensors to increase the pilot's situational awareness and improve target identification and weapon delivery, and to relay information quickly to other command and control (C2) nodes

High-speed data networking including IEEE 1394b and Fibre Channel (Fibre Channel is also used on Boeing's Super Hornet.

The Autonomic Logistics Global Sustainment, Autonomic Logistics Information System (ALIS), and Computerized maintenance management system to help ensure the aircraft can remain operational with minimal maintenance manpower The Pentagon has moved to open up the competitive bidding by other companies. This was after Lockheed Martin stated that instead of costing 20% less than the F-16 per flight hour, the F-35 would actually cost 12% more. Though the ALGS is intended to reduce maintenance costs, the company disagrees with including the cost of this system in the aircraft ownership calculations. The USMC has implemented a workaround for a cyber vulnerability in the system. The ALIS system currently requires a shipping-container load of servers to run, but Lockheed is working on a more portable version to support the Marines' expeditionary operations.

Electro-hydrostatic actuators run by a power-by-wire flight-control system

A modern and updated flight simulator, which may be used for a greater fraction of pilot training to reduce the costly flight hours of the actual aircraft

Lightweight, powerful lithium-ion batteries to provide power to run the control surfaces in an emergency

Structural composites in the F-35 are 35% of the airframe weight (up from 25% in the F-22). The majority of these are bismaleimide and composite epoxy materials. The F-35 will be the first mass-produced aircraft to include structural nanocomposites, namely carbon nanotube-reinforced epoxy. Experience of the F-22's problems with corrosion led to the F-35 using a gap filler that causes less galvanic corrosion to the airframe's skin, designed with fewer gaps requiring filler and implementing better drainage. The relatively short 35-foot wingspan of the A and B variants is set by the F-35B's requirement to fit inside the Navy's current amphibious assault ship parking area and elevators; the F-35C's longer wing is considered to be more fuel efficient.

Costs

A U.S. Navy study found that the F-35 will cost 30 to 40% more to maintain than current jet fighters, not accounting for inflation over the F-35's operational lifetime. A Pentagon study concluded a $1 trillion maintenance cost for the entire fleet over its lifespan, not accounting for inflation. The F-35 program office found that as of January 2014, costs for the F-35 fleet over a 53-year lifecycle was $857 billion. Costs for the fighter have been dropping and accounted for the 22 percent life cycle drop since 2010. Lockheed stated that by 2019, pricing for the fifth-generation aircraft will be less than fourth-generation fighters. An F-35A in 2019 is expected to cost $85 million per unit complete with engines and full mission systems, inflation adjusted from $75 million in December 2013.

Published on PhotoVogue

Hampton Gay Manor built 16th Century burnt out 1887 & derelict ever since

‘Drawings For A Sculptor’

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A4, 12pp Zine, Edition 20

Printed on Seawhite Cartridge — 140gsm

Individually packaged, Signed & Editioned

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my self-portraits often show playfulness and fun. those smiles are all genuine; that play is real. yet my fire is also stoked by sadness and vulnerability. before i could arrive in my own life (fully enjoy my experience), i had to make friends with my darkness. both the light and the dark stoke my fire; an internal fire that burns from my heart--happy or sad. (now you: fire)

See more here!

Telamonia dimidiata, Family: Salticidae

1cm male spider, shot with diffused internal flash.

This spider shows sexual dimorphism – the male and female do not resemble each other and could each be mistaken for a separate species.

The name two-striped jumper suits female of this species rather than the male.

Wikipedia: The two-striped jumper, or Telamonia dimidiata, is a jumping spider found in various Asian tropical rain forests, in foliage in wooded environments.

The female is light yellowish, with a very white cephalus and red rings surrounding the narrow black rings round the eyes. Two longitudinal bright red stripes are present on the opisthosoma. The male is very dark, with white markings, and red hairs around the eyes. They appear in Singapore, Indonesia, Pakistan, Iran, India, and Bhutan. Telamonia Dimidiata are non-venomous and produce no toxin significant to humans.

Internal waves (waves at the density boundary layer) are often produced by the strait. Like traffic merging on a highway, the water flow is constricted in both directions because it must pass over the Camarinal Sill. When large tidal flows enter the Strait and the high tide relaxes, internal waves are generated at the Camarinal Sill and proceed eastwards. Even though the waves may occur down to great depths, occasionally the waves are almost imperceptible at the surface, at other times they can be seen clearly in satellite imagery. These internal waves continue to flow eastward and to refract around coastal features. They can sometimes be traced for as much as 100 km (62 mi), and sometimes create interference patterns with refracted waves.

The following internal description is based on Nigel Tranter's description of the castle, written in the 1960s. Much work has been done to the castle over the last fifty years, so the description may be out of date.

The doorway mentioned under the previous photo "now only admits to the basement of the wing, which probably formerly contained the main stair to the first floor." At the time of Tranter's visit, the ground floor of the main block, which contains a large vaulted chamber, was reached by a 'modern' (non-original) doorway in the west gable. This doorway, the position of which can still be seen, has since been blocked up, so I guess there is now access from the wing through to the main block.

Missed Part I, II and III?

www.flickr.com/photos/maven_imagery/5811554298/

www.flickr.com/photos/maven_imagery/5847898012/

www.flickr.com/photos/maven_imagery/5865345917/

Scar Face, breathing heavily, drunkenly, he blurts. "Andrei," he starts in German, but realizing it is impolite to speak in foreign language, or, more likely to make sure I understand what is being talked, and gaining my trust, so he switches to English. "Dammit, Andrei! This is the fourth dog in one month. You know how difficult to find such a kind!"

Andrei whirls and stares at us, cutting off whistling the tune off and lets out a smile of warning trouble. "Well, well, this turned out to be a fine day after all, welcome gentlemen, welcome. The ceremony's about to begin." says with a trace of British accent, like those who took three months summer English classes in England, but something tells me otherwise; that the accent is not genuine; this five-eight foot tall, Clive Owens look-like face, sparse and receding hair, blue eyes are telling me this man is not what SCAR FACE came to know or not what he claims to be.

"This must stop!" Andrei says firmly, obviously not amused. "Why do it again, Andrei?

Andrei looks upward for a moment and steeples his fingers before him, as if praying, glances at the mongrel which lies next to Galina's foot, a piece of meat half chewed dangling from the corner of its mouth. Andrei looks from me to Scar Face, a tiny smile tugs at his lips." Hold your breath, Gregoire!" he says. "Do you know how bloody difficult to explain every time you ask that stupid question--"

"Let me make it easier," I say, and I take a step or two like flash and punch Andrei across the face, "This is for the poor dog, you whore-breed-heartless-fuck!" I lie.

Andrei staggers backwards, and while his feet go off the ground, his right hand engaging, gripping firmly and wrapping his non-dominant hand around the left side of the pistol's frame, aligning his two thumps pointing toward downrange for not to allow air spaces between his grip, thumbs clearing the slide of hammer, aiming the gun at me in proper stance in less than a three seconds, before he hits the ground. "One step and I'll blow your fucking head off like a marshmallow!" Andrei or whoever he was says calmly.

Gotcha! Wowsome, winsome exposure, with a wowsome capture! You failed and passed the test, ass wipe! Now, I know; you're not a cop. Not Marine or Military trained agent. An assassin or Interpol or Mossad! Anything but your usual suspect.

Who are you, really, Andrei?

We stare at one another: Clint Eastwood squinting into Bad's eyes. The theme song playing but only internally, in our heads. Bad knows he fucked up!

The Good, The Bad and Ugly theme song stops abruptly.

I walk toward Andrei and I extend a friendly-hand, I pull him up. "My bad," I say, feign a pardon my foolish act. "Just love dogs...and, um, I guess I lost it. We cool?"

Bad tugs the gun where it belongs and grips my hand. "No harm done," he says. "I got this...what shrinks call Cyno--" he pauses, unsure how to pronounce it.

"Cynophobia," I complete the word somewhat in an ironic tone. "Fear of dogs. What, you were jumped on by an overexcited puppy or growled at by a large yet miserable sick watchdog?"

"You suddenly my shrink now?" Andrei says pungently, humiliated.

"No. But, if I were, I'd have you locked with a ferocious Bulldog in one of those cells back in there. The best way to cure phobia is not Sub Modality Restructuring; Swish Pattern; Hypnotherapy; Time Line Therapy or all the other bullshit, but to come face to face with your fear."

When I don't take my pills, I just...panic."

"I hear you," I say. "But, I prefer calling it panic disorder. And there are techniques to overcome this."

"Not interested! I suggest you stay the fuck out my sight or you'll be next lying beside that mongrel!"

During all this, Scar Face does nothing but watches dumbfounded. I turn to Scar Face. "This is a real killer," I say.

"Of course he is a real killer, Dr Stark, the dog is really dead." says Scar face.

"Doctor?" Andrei asks quickly, jumping on his feet, looking at me."No psychiatrists or dogs allowed to hump in here!"

"Calm down, Andrei!" scoffs Scar Face. "I still call the shots here! His credentials includes a Diplomatic Driver's License. Mr Stark is a psychologist. Treats diplomatic and consular personnel's in...

So, Scar Face knew from the moment I handed him the blue color Driver's License like blind Ray Charles would recognize the keys of a Blues song on a sheet of notes. Practice makes perfect in any field. I remember reading in American Science magazine that it took ten years or ten thousand-hours (not even 9,999 hours. And this made me go Hi mm! at the time) to be an expert in what you do; this be it art, fishing, science or crime.

Also See: Einstein

Also See: Newton

Also See: Michael Jackson in The Jackson 5

Also See: John Constable

Also See: Ansel Adams

"Spare me the lecture, Gregoire!" snaps Andrei. "I know what it means, you Putinka smelling, peasant cop! Diplomatic Immunity yak tack slash spy. Consider me impressed, but he shouldn't be here."

I wan to correct this Dog-Fearing-Dog-Killer soulless bastard that not all personnel in the Embassy are spies, but I let this one go. I have nothing to say to this Cynophobic lunatic who, without hesitation, would shoot both an old man petting his dog in the park. And I could easily made him believe that I was not a spy (even if I was) by just admitting to be one. The best way to conceal the truth is to tell the truth. That way you'll be dismissed as not "the genuine article'. If you were, you wouldn't say you were, right? However, I wouldn't recommend the spooks to do this at home or overseas.

My stomach growls. I feel hungry and suddenly I don't remember when I had something for it churn.

"If we all medicated and educated now," I quipped. "Can we get with the program, ladies? I'm starving with a capital S. You must've heard that the Cold War is over. We are all ein Berliner. I'm sure there's a Fast Food joint, even Mc Donald's nearby, right"

Drinking does that. It turns you into a scavenging, carnivores gull, which will take live or dead food, greedily and opportunistically, be it crabs or craps. Suddenly, a memory plays before my eyes. Me and Jim, an NBA player, who was transferred, bought more like it, to a funny sounding name of Finnish Team in Scandinavia and every time after club-closing hour on Friday or Saturday, with or without a lay, like a ritual, we would be standing in front of a 24 hours Hess burger hand-out Kiosk, (the best burger in the world and every Mc Donald's lover American would agree at the first bite instantly and the mention of a 'secret sauce of Mc Donald's' would be as a lame a joke as one of Robin Williams'. "Objection, your Honor! blips the Mc Donald's CEO appointed lawyer. "Argumentative speculations!" The sauce-er judge slams his gravel and says firmly. "Motion denied! Proceed, Mr Stark!), taking a heavenly bites while shooing the gulls away which were so adaptive to snatch your burger from your hand in a mind-boggling maneuver, finish it and come back for more less than a minute.

Andrei looks at Scar Face and laughs. "Yes, there is one, Mr Doc Hollywood " he says sardonically. "If you don't mind driving back three-hundreds kilometers back to the Austrian border. Huh! Hah!"

This chapter happend to be longer than usual. To read the rest: maventalk.blogspot.com

"We are concerned with only one subject, the ushering in of the new world order."

Alice Bailey, "Esoteric Psychology" (1942).

"...[A]n indissoluble relation. All the obligations of perpetual union, and all the guaranties of republican government in the Union, attached at once to the state. The Act which consummated her admission into the Union was something more than a compact; it was the incorporation of a new member into the political body. And it was final."

– Salmon P. Chase, Texas v. White.

"The minds of our comfortable and influential ruling-class people refuse to accept the plain intimation that their time is over, that the Balance of Power and uncontrolled business methods cannot continue, and that Hitler, like the Hohenzollerns, is a mere offensive pustule on the face of a deeply ailing world. To get rid of him and his Nazis will be no more a cure for the world's ills than scraping will cure measles. The disease will manifest itself in some new eruption. It is the system of nationalist individualism and uncoordinated enterprise that is the world's disease, and it is the whole system that has to go..........Countless people, from maharajas to millionaires and from pukkha sahibs to pretty ladies, will hate the new world order, be rendered unhappy by the frustration of their passions and ambitions through its advent and will die protesting against it."

– H. G. Wells, "The New World Order" (1940).

Some powerful, driving vocals at The Rochester International Jazz Festival HSS

NVR 29th August 2021-22

An internal view of the Forni glacier, located in Valtellina, province of Sondrio (Italy)

Northrop XB-35 "Flying Wing"

The more I learn about myself, the more I fear myself. I’m told I should remain neutral. A Switzerland of the mind.

A visit to see the locomotives and railway system at the Guinness brewery at Park Royal on 12 April 1975 also found some ex-BR/GWR five-plank open wagons. This is 13T 135749, although it's use is unknown, they may have been used for permanent way duties.

Unknown borrowed 6x6 TLR

Ilford FP4

Long time no see, death!

Bluebell internals. Focus stacked using zerene

~ you know these moments when you thoughts are still?

~ when there exists nothing else but you in your natural environment?

~ when judgement is switched off......

~ when ambition & the ego are resting

~ when you simply enjoy the simplest things in life?

~ further thoughts blogged here

...............................................................................................................................................................................

~ blog ~ shop ~ facebook ~ twitter ~ pinterest ~

+++ 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 Boeing B-52 Stratofortress is a long-range, subsonic, jet-powered strategic bomber, designed and built by Boeing, which has continued to provide support and upgrades.

Beginning with the successful contract bid in June 1946, the B-52 design evolved from a straight wing aircraft powered by six turboprop engines to the final prototype YB-52 with eight turbojet engines and swept wings. The B-52 took its maiden flight in April 1952. Built to carry nuclear weapons for Cold War-era deterrence missions by the United States Air Force (USAF), the B-52 Stratofortress replaced the Convair B-36. A veteran of several wars, the B-52 has dropped only conventional munitions in combat, capable of carrying up to 70,000 pounds (32,000 kg) of weapons.

Besides, the program results did not change the USAF's decision to keep the B-52H with its eight engine layout in service.

General characteristics:

Crew: 5 (pilot, copilot, Weapon Systems Officer, navigator, Electronic Warfare Officer)

Length: 159 ft 4 in (48.5 m)

Wingspan: 185 ft 0 in (56.4 m)

Height: 42 ft (12.8 m)

Wing area: 4,000 sq ft (370 m²)

Airfoil: NACA 63A219.3 mod root, NACA 65A209.5 tip

Zero-lift drag coefficient: ~0,0119

Drag area: 47,60 sq ft (4,42 m²)

Aspect ratio: 8,56

Fuel capacity: 48.630 U.S. gal (40.495 imp gal; 181.090 l)

Empty weight: 185.000 lb (83.250 kg)

Loaded weight: 265.000 lb (120.000 kg)

Max. takeoff weight: 488.000 lb (220.000 kg)

Powerplant:

4× Rolls-Royce RB211 535E-4 turbofan jet engines, rated at 17.000 kp (37.400 lb) each

Performance:

Maximum speed: 560 kn (650 mph, 1.047 km/h)

Cruise speed: 442 kn (525 mph, 844 km/h)

Combat radius: 4.750 mi (4.125 nmi, 7.650 km)

Ferry range: 10.715 mi (9.300 nmi, 17.250 km)

Service ceiling: 50.000 ft (15.000 m)

Rate of climb: 6.270 ft/min (31,85 m/s)

Wing loading: 120 lb/ft² (586 kg/m²)

Thrust/weight: 0.31

Lift-to-drag ratio: 21.5 (estimated)

Armament:

Approximately 70.000 lb (31.500 kg) mixed ordnance; bombs, mines, missiles, in various

configurations in an internal bomb bay and/or on wing pylons

Avionics:

Electro-optical viewing system that uses platinum silicide forward looking infrared and high

resolution low-light-level television sensors

LITENING Advanced Targeting System

Sniper Advanced Targeting Pod

IBM AP-101 computer

The kit and its assembly:

I remember that I read about the re-engine project of the USAF's late B-52 versions when I was in school, many years ago, and the BUFF is still flying - even though in its original eight engine layout. Anyway, I wonder why this topic has not been adopted by modelers more often? O.K., a B-52 is a large aircraft, but there are good small scale version around, like the Dragon kit in 1:200 which I converted.

Work was pretty straightforward, and the basis is/was a B-52G. The kit was built almost OOB, only mods include:

- engine nacelles from a Hasegawa Boeing 747-400

- the upper section of the latter's fin, too

- a scratched refuelling probe

- a modified tail without the four machine guns

Fit is good and surface structure/details are more than satisfactory for a kit of this small scale. Only thing that bugged me was the slightly tinted canopy that is a bit too wide for the fuselage, it's hard to blend it into the rest of the body. Another building horror were the 24 itsy-tiny bombs for the quadruple MERs under the wings.

Integrating the Jumbo nacelles was easier than expected, even though, after finishing the conversion, I'd recommend reducing the height of the outer pyolns by 2-3 mm, so that the engines come higher and closer to the wings. Space to the ground is very little - and to mend this I lengthened the outrigger wheels slightly.

Another issue were the wing parts - the left wing was slightly warped, upwards, and even though I tried to bend and force it into a stright line it somehow move back into its original position, so that a B-52 on the ground was hard to realize. If you build one, tuck the landing gear up and put it on a stand. It looks better, anyway... ;)

Painting and markings

This was the fun part. A B-52 with four bigher jet engines is one thing, and at first I intended to create a contemporary USAF aircraft. But then I remembered the weird Hemp apint scheme for large RAF birds like the Nimrod, VC.10 or Tristar tankers, and I wondered if that could not be applied to a B-52 in "foreign service"...?

Said and done, and from there things unfolded in a straightforward fashion. The only consequence of the RAF as useer was the refuelling probe, and the 340kg iron bombs that came as ordnance with the kit were a welcome option, too.

Even though Hemp is available from Humbrol (168) I rather used a darker tone, 187. Hemp was later used for shading, though. The undersides were painted in Barley Grey (Humbrol 167) and shaded with Light Ghost Grey (FS 36375, Humbrol 127), after a light wash with highly thinned black ink. Radomes and antennae received a yellow-ish, beige finish, the landing gear and the air intakes were painted white, as well as the MERs.

Decals come from several kits, e .g. a Cyber Hobby 1:200 Vulcan, a Matchbox Hawk 200 and a Tornado sheet from the Operation Allied Force era (the nose art was taken from there, as well as the ZA447 code).

A relatively simple whif - the large engine nacelles look strange and demonstrate how slender the B-52's body actually is, compared with an airliner. But the Hemp/Grey livery suits it very well, and the pics taken from above show how effective this scheme is when the aircraft is parked on a concrete airfield - and it is even effective in the air!

See Link

www.youtube.com/watch?v=cya-pBzdcqM&nohtml5=False

History

Thalidomide was created by Grünenthal in 1953 and was used in the late 1950s and early 1960s as a "wonder drug" to treat morning sickness, headaches, coughs, insomnia and colds. Thalidomide was marketed in the UK under the name Distaval in 1958, and advertisements emphasized the drug's complete safety, using phrases such as “non-toxic” and “no known toxicity”.

However, in 1961 an Australian doctor, William McBride, wrote to the Lancet after noticing an increase in deformed babies being born at his hospital – all to mothers who had taken Thalidomide.

Between 1958 and 1962 tens of thousands of women throughout Europe found that the baby they were carrying unaccountably miscarried, or, worse, after they gave birth were told it was stillborn. Thousands more discovered that their babies had severe birth defects, missing arms, legs, or with severe reductions to these limbs, or even worse, damage to their internal organs, brain, heart, kidneys, intestines, genitals, etc. During 1962 record keepers began to count all of the children living who were born damaged by the drug. The only complete records are of those who survived long enough to participate in the national compensation schemes, which were established in Germany, Britain, Japan, Sweden and Australia in the 1970s. The difficulty in uncovering the full toll of the disaster begins with the unknown numbers of miscarriages and stillbirths (possibly up to ten times the number of live births), and the widespread practice of infanticide.

The Thalidomide injuries did not stop once the babies were born. At the age of fifty, the Thalidomide Trust’s records show that around half of all survivors are coping with chronic pain – mainly from muscles and joints (musculo-skeletal pain), largely as a result of the challenges of living with missing or damaged limbs. For many, their bodies are deteriorating far faster than able-bodied people. Several have been told words to the effect “your body is getting the problems of someone in their seventies”, which at forty to fifty years of age is not good news. At least a quarter are coping with developing neurological problems, tingling, numbness, and pain in their affected limbs. This means that a person may be holding a cup, for instance, and the next thing they know is it has fallen to the floor and broken, because of the numbness in their hand. For these survivors, the disaster is still slowly unfolding in their day-to-day lives.

Grünenthal scientists were not only negligent in failing to withdraw the drug when reports of problems came in, or for failing to test it according to the standards of the time, but more than most companies they were very well placed to anticipate the possibility that Thalidomide would cause birth defects.

Grünenthal initially denied claims that the drug hadn’t been extensively tested according to the standards of the time, but once the scandal became undeniable, they sought to deflect blame and limit damage.

In 1961 Thalidomide was eventually withdrawn after being found to be a teratogan - a cause of birth defects. 12 years later, the UK company Distillers Biochemicals Limited (now Diageo) – which was responsible for distributing the drug in the UK – reached a compensation settlement following a legal battle by the families of those affected.

Based on incomplete medical evidence and unrealistic expectations of Thalidomide survivors future needs this settlement has turned out to be at an inadequate level. With all Thalidomide survivors in the UK now over the age of 50, it is no longer sufficient to deal with their rising cost of living, and the dramatic deterioration of their health.

To this day, Grünenthal have never accepted responsibility for the suffering caused by Thalidomide. On September 1st 2012, The Grünenthal Group released a statement containing an apology, stating that it "regrets" the consequences of the drug, which led to babies being born without limbs during the 1950s and 1960s. Although the statement was welcomed by some Thalidomide survivors, it is still not an acceptance of responsibility. They just want to live a comfortable life, and that means Grünenthal should be held accountable and pay for their mistake financially.

Spanish

Historia

La talidomida fue creado por Grünenthal en 1953 y fue utilizado a finales de 1950 y principios de 1960 como una "droga milagrosa" para el tratamiento de las náuseas, dolores de cabeza, tos, insomnio y resfriados. La talidomida fue comercializada en el Reino Unido bajo el nombre Distaval en 1958, y destacó los anuncios de seguridad completa del medicamento, utilizando frases como "no tóxico" y "no hay toxicidad conocida".

Sin embargo, en 1961 un médico australiano, William McBride, escribió a la revista The Lancet después de notar un aumento en los bebés que nacen deformes en su hospital - todo a las madres que habían tomado Talidomida.

Entre 1958 y 1962, decenas de miles de mujeres de toda Europa descubrieron que el bebé que llevaban inexplicablemente abortado, o, peor aún, después de dar a luz se les dijo que estaba muerto. Miles de personas descubrieron que sus bebés nacieron con defectos congénitos graves, los brazos, las piernas, que faltan o con reducciones severas a estos miembros, o peor aún, el daño a sus órganos internos, cerebro, corazón, riñones, intestinos, genitales, etc Durante 1962 guardianes de los registros empezó a contar toda la vida los niños que nacieron dañado por la droga. Los únicos registros completos son de los que sobrevivieron lo suficiente como para participar en los sistemas nacionales de indemnización, que se establecieron en Alemania, Gran Bretaña, Japón, Suecia y Australia en la década de 1970. La dificultad para descubrir el número de víctimas del desastre comienza con los números desconocidos de abortos involuntarios y mortinatos (posiblemente hasta diez veces el número de nacidos vivos), y la práctica generalizada del infanticidio.

Las lesiones de la talidomida no se detuvo una vez que los bebés nacieron. A la edad de cincuenta años, los registros de la confianza talidomida muestran que cerca de la mitad de todos los sobrevivientes están lidiando con el dolor crónico - principalmente de músculos y articulaciones (dolor musculoesquelético), en gran parte como resultado de los desafíos de vivir con la falta o ramas dañadas. Para muchos, sus cuerpos se deterioran mucho más rápido que las personas sanas. Algunos han dicho palabras en el sentido de "su cuerpo está recibiendo los problemas de alguien en los setenta", que a los cuarenta o cincuenta años de edad no es una buena noticia. Al menos una cuarta están lidiando con el desarrollo de problemas neurológicos, hormigueo, entumecimiento y dolor en las extremidades afectadas. Esto significa que una persona puede ser la celebración de una taza, por ejemplo, y lo siguiente que sé es que ha caído al suelo y se rompe, debido a la sensación de adormecimiento en la mano. Para estos sobrevivientes, el desastre está siendo poco a poco se desarrolla en su día a día.

Grünenthal científicos no sólo fueron negligentes al no haber retirado la droga cuando los informes de problemas de vino, o por no probarlo de acuerdo a los estándares de la época, pero más que la mayoría de las empresas que estaban muy bien situados para prever la posibilidad de que la talidomida haría causar defectos de nacimiento.

Grünenthal inicialmente negó las acusaciones de que el medicamento no ha sido ampliamente probado de acuerdo con los estándares de la época, pero una vez que el escándalo se hizo innegable, trataron de desviar la culpa y limitar el daño.

En 1961, la talidomida fue finalmente retirada después de haber sido encontrado para ser un teratogan - una de las causas de los defectos congénitos. 12 años después, el Reino Unido, Distillers Company Limited (ahora Bioquímicos Diageo) - encargada de la distribución de la droga en el Reino Unido - llegó a un acuerdo de compensación después de una batalla legal por las familias de los afectados.

Sobre la base de evidencia incompleta médica y expectativas poco realistas de la talidomida futuro sobrevivientes necesita esta solución ha resultado ser en un nivel adecuado. Con todos los sobrevivientes de la talidomida en el Reino Unido ahora más de 50 años de edad, ya no es suficiente para hacer frente a su creciente costo de vida, y el dramático deterioro de su salud.

A día de hoy, Grünenthal nunca ha aceptado la responsabilidad por el sufrimiento causado por la talidomida. El 1 de septiembre de 2012, el Grupo Grünenthal emitió una declaración que contenga una disculpa, diciendo que "lamenta" las consecuencias de la droga, lo que llevó a los bebés que nacen sin extremidades durante los años 1950 y 1960. Aunque la declaración fue bien recibida por algunos sobrevivientes de la talidomida, no es todavía una aceptación de responsabilidad. Ellos sólo quieren vivir una vida cómoda, y eso quiere decir Grünenthal deben rendir cuentas y pagar por su error financieramente.

Italian

Storia

La talidomide è stato creato da Grünenthal nel 1953 ed è stato utilizzato alla fine del 1950 e 1960 come un "farmaco miracoloso" per curare la malattia di mattina, mal di testa, tosse, insonnia e raffreddori. La talidomide è stato commercializzato nel Regno Unito con il nome di Distaval nel 1958, e la pubblicità ha sottolineato sicurezza del farmaco, con frasi come "non tossico" e "nessuna tossicità conosciuto".

Tuttavia, nel 1961 un medico australiano, William McBride, ha scritto al Lancet dopo aver notato un aumento delle nascite di bimbi malformati essendo nati a suo ospedale - tutti da madri che avevano assunto talidomide.

Tra il 1958 e il 1962 decine di migliaia di donne in tutta Europa ha scoperto che il bambino che portavano inspiegabilmente abortito, o, peggio, dopo che ha dato alla luce hanno detto che era morto. Altre migliaia hanno scoperto che i loro bambini hanno gravi difetti di nascita, braccia, gambe, mancanti o con gravi riduzioni a queste arti, o peggio ancora, danni ai loro organi interni, cervello, cuore, reni, intestino, genitali, ecc Nel 1962 custodi record cominciò a contare tutta la vita i bambini che sono nati danneggiati dal farmaco. Le uniche registrazioni complete sono di coloro che sono sopravvissuti abbastanza a lungo per partecipare ai sistemi di indennizzo nazionali, che sono stati stabiliti in Germania, Gran Bretagna, Giappone, Svezia e Australia nel 1970. La difficoltà nello scoprire il bilancio del disastro inizia con i numeri sconosciuti di aborti spontanei e nati morti (forse fino a dieci volte il numero di nati vivi), e la pratica diffusa di infanticidio.

Le lesioni Talidomide non si è fermata una volta che i bambini sono nati. All'età di 50, del Trust talidomide i tabulati mostrano che circa la metà di tutti i sopravvissuti stanno affrontando con dolore cronico - principalmente da muscoli e le articolazioni (il dolore muscoloscheletrico), soprattutto a causa delle sfide della vita con mancanti o arti danneggiati. Per molti, i loro corpi si stanno deteriorando molto più veloce di persone abili. Molti hanno detto parole per l'effetto "il tuo corpo è sempre il problema di qualcuno nei loro anni settanta", che a 40-50 anni di età non è una buona notizia. Almeno un quarto stanno affrontando con lo sviluppo di problemi neurologici, formicolio, intorpidimento e dolore a carico degli arti colpiti. Ciò significa che una persona può essere in possesso di un tazza, per esempio, e la prossima cosa che so è che è caduto a terra e rotto, a causa del torpore in mano. Per questi sopravvissuti, il disastro è ancora lentamente svolgendo nel loro giorno per giorno la vita.

Grünenthal scienziati non erano solo negligenza nel non ritirare il farmaco quando i report di problemi è venuto in, o per non aver testarlo secondo gli standard del tempo, ma più che la maggior parte delle aziende erano molto ben disposti ad anticipare la possibilità che Thalidomide avrebbe causare difetti di nascita.

Grünenthal inizialmente smentito che il farmaco non era stato ampiamente testati secondo gli standard del tempo, ma una volta che lo scandalo è diventata innegabile, hanno cercato di deviare la colpa e di limitare i danni.

Nel 1961 talidomide è stata infine ritirata dopo essere stato trovato per essere un teratogan - una causa di difetti di nascita. 12 anni dopo, i Distillers Company Limited, Regno Unito Biochemicals (ora Diageo) - incaricata di distribuire il farmaco nel Regno Unito - ha raggiunto un accordo di compensazione a seguito di una battaglia legale da parte delle famiglie delle persone colpite.

Sulla base di prove mediche incomplete e le aspettative non realistiche del futuro Thalidomide sopravvissuti ha bisogno di questa soluzione si è rivelata essere ad un livello insufficiente. Con tutti i sopravvissuti Talidomide nel Regno Unito ora di età superiore ai 50 anni, non è più sufficiente per affrontare la loro crescente costo della vita, e il drammatico deterioramento della loro salute.

Fino ad oggi, la Grünenthal non hanno mai accettato la responsabilità per la sofferenza causata dal talidomide. Il 1 ° settembre 2012, il Gruppo Grünenthal ha rilasciato una dichiarazione che contiene delle scuse, affermando che esso "deplora" le conseguenze della droga, che ha portato a bambini nati senza arti nel corso del 1950 e 1960. Anche se la dichiarazione è stata accolta da alcuni sopravvissuti talidomide, non è ancora una assunzione di responsabilità. Vogliono solo vivere una vita comoda, e questo significa che Grünenthal dovrebbero essere ritenuti responsabili e pagare per il loro errore finanziario.

More History

www.flickr.com/photos/duckwalk/sets/72157615944260359/

en.wikipedia.org/wiki/Thalidomide

www.thalidomide.ca/many-faces-of-thalidomide/

Dassault designed Mirage F.1CR tactical reconnaissance aircraft of the French Air Force, which carries optical and electronic sensors, both internally and externally. The fixed refueling probe stands up in front of the cockpit like a periscope.

Seen here at the Royal International Air Tattoo 2009. RAF Fairford. Gloucestershire.

This aircraft 647/112-CB is from Reconnaissance Squadron 01.033 "BELFORT" based at Reims, northeast of Paris.

The Armee de l'air (French Air Force) this year celebrates its 75th anniversary 1934 - 2009. "Joyeux Anniversaire"

Pedestrian circulation at the National Museum of African American History and Culture, Washington DC.

Architect: David Adjaye

Completed: 2016

On the train on the way to Dublin going through the Curragh, Co. Kildare.

This is 4 photos stitched with Autostitch. The stitch didn't work out great, so there's a bit of photoshoppery here too. See Large

Inspired by this (I got to get me one of those fancy Russians thingys...)

Part of the Ireland set.

See the Slideshow

This image has been digitised from Queensland State Archives, Series ID S2149: Railway Glass Plate Negatives - Queensland Rail Heritage Collection. It is one of the images depicting the many stations, bridges and tracks that people and goods travelled from, on and through all over the Queensland Rail network.

Roma Street Railway Station occupies a 0.55ha site within the extensive Roma Street Station transit complex, located on the western side of the Brisbane central business district. The substantial masonry station building (1875) is set back from and faces Roma Street (although partially obscured by later development), and has a prominent centred entrance to the front (south) and a platform along the rear (north). A later platform and awning to the south is associated with the former Country Station development (1939/40).

Features of Roma Street Railway Station of state-level cultural heritage significance are:

Station building (1875)

Platform (1875)

Country Station platform and awning (1939)

Views

The state-level periods of significance of the place are layered and relate to its origins and use as a passenger station (1875-1940) and railway design, traffic and management offices (1875-1974), and the establishment of the former Country Station (1939/40).

A large iron-roofed shelter (c1980) to the east of the station, small buildings to the west, and a lift, stairs and escalators accessing the modern subway below, are not of state-level cultural heritage significance.

The Roma Street Railway Station was opened in 1875 as the first Brisbane Terminal Station for use on the Brisbane end of the Southern and Western Railway Line from Ipswich. The two-storey station building was designed by Francis Drummond Greville (FDG) Stanley, the Colonial Architect and Superintendent of Public Buildings, in 1873 and built over the next two years by Brisbane builder, John Petrie. The station operated as the Brisbane terminal station until 1889, as a major passenger and administration station until 1940, and Brisbane’s primary railway goods facility until 1991. It served as offices for the Queensland Railway Department (later Queensland Railways, later Queensland Rail) staff for over 100 years, and is the one of the oldest surviving railway buildings in Queensland.

In the Australian colonies, governments fostered the development of railways as a means of developing the country and encouraging settlement. It was argued that rail would reduce freight costs and save travel time for passengers.[1] Queensland’s first railway survey was undertaken by the New South Wales Government in 1856, and following separation, Queensland Parliament passed the Railway Act in 1863, enabling railways to be constructed in the colony. The railway network developed along decentralised lines extending from ports to pastoral and mining centres. The first line, between Ipswich and Bigge's Camp, 34km west of Ipswich (later Grandchester, QHR600729), was opened in 1865. This was the first stage of the four-stage Southern and Western Railway project which linked Ipswich to Toowoomba in 1867, Warwick in 1871, and Dalby in 1878. New railways opened west from Rockhampton in 1867 (the Northern Line, later renamed the Central Railway), west from Townsville in 1880 (the Great Northern Line), Cairns in 1887, and south from Normanton in 1891.

The Southern and Western Railway served the pastoralists and industrialists of Ipswich and the Darling Downs, and was primarily for goods, rather than passengers. With the railhead at Ipswich, a railway to Brisbane was not initially considered essential, as goods could be shipped from Ipswich to Brisbane’s port for export. However, the Bremer and upper Brisbane rivers could not cope with large shipping, and lobbying began for an extension to Brisbane. A preliminary survey of possible lines was completed in 1865,[4] but concerns over the extension’s financial viability put work on hold. A Royal Commission on Railway Construction was called in the 1870s, and recommended the extension: the business generated by it was likely to be profitable, and the colony’s economy, which had collapsed in the mid-1860s, had been bolstered by the Gympie gold rush and was better able to afford new infrastructure.

The extension between Ipswich and Oxley was approved in August 1872,[6] and, the first sod on the extension was turned at Goodna in January 1873. From Oxley, two lines had been surveyed, terminating either at North or South Brisbane. After extensive debate, the route to North Brisbane, via a bridge at Oxley Point (Indooroopilly), was chosen as more cost-effective. The terminus of this route, selected by Railway Department Chief Engineer HC Stanley, was located within the Grammar School reserve at the base of the ‘Green Hills’ (Petrie Terrace). The site was unused by the school and was large enough for a major passenger station and goods yard.

The section between Oxley and Brisbane was approved in October 1873,[9] and the Government called for tenders for the construction of the railway terminus station in Brisbane. FDG Stanley, the recently-appointed Colonial Architect and Superintendent of Buildings within the Public Works Department, was the designer of the building. Stanley had commenced with the Public Works Department in 1863, serving as Superintendent of Buildings after Charles Tiffin vacated the Colonial Architect’s position. He was the official Colonial Architect from 1873-1883, when the colony, recovering from the economic collapse of the 1860s, began to invest in public buildings. Stanley’s designs, balancing classical styles and stylistic features with climate-appropriate adaptations and economic restraint, helped define public architecture in Queensland. Extant examples of major works, designed while he was Colonial Architect, include the original State Library (1876-9, QHR600177); Toowoomba Court House (1876-8, QHR600848); Townsville Magistrates Court (1876-7, QHR600929); Townsville Gaol (now part of Townsville Central State School, 1877, QHR601162); Brisbane’s Port Office (1880, QHR600088); Toowoomba Hospital (surviving kitchen wing 1880, QHR601296); post offices at Gympie (1878-80, QHR600534), South Brisbane (1881, QHR600302) and Toowoomba (1880, QHR600847); as well as the Brisbane Supreme Court (no longer extant). As Superintendent of Buildings he designed the Toowoomba Railway Station (1874, QHR600872), Government Printing Office (1873, QHR600114) and Lady Elliott Island Lighthouse (1872-3).

The Brisbane Courier provided a detailed description of the proposed Terminus Passenger Station in October 1873:

The general style of the building will be that known as the Italian Gothic order of architecture. The material used...will be pressed brick with cut stone facings, this being chosen on account of its durability and as also affording the greatest consonant with economy. The station will consist of a main building, two storeys high, flanked at each end by a single storey wing.

The building was designed to house both a passenger station and railway administrative offices. Passengers would access the station from Roma Street via a carriageway, disembarking at the station’s central carriage porch. The porch fronted a 10ft (3m) wide arcade running the length of the main building. From the arcade, passengers would enter either the first-class booking office on the east or the second-class booking office on the west, both served by a semi-circular ticket office on the rear (northern) wall. Female passengers travelling on second-class tickets could wait in a small room located along a western passage, while separate waiting rooms for first-class male and female passengers were east of the first-class booking office. Doorways in the rear wall of the booking offices and waiting rooms led directly onto the 190-foot (58m) long departure platform. Arriving passengers exited the station via a second platform across the rail line. Luggage was loaded onto trains via the luggage passage, on the eastern end of the building. The guards and porters room, staff facilities, a lamp room and stairs to the upper floor were situated in the eastern wing. The western side of the building held public services, including the telegraph office, station master’s office, and parcel and book office, accessible via a public lobby at the end of the arcade. A private staircase to the traffic managers’ office, a staircase to the traffic department, and toilet facilities were located in the western wing. An office or book stall space, in the northwestern side of the building, was accessible from the platform.

Upstairs, the offices of the traffic department, clerks, accountant, draughtsmen, Railways Engineer, Resident Engineer and contractors were accessed from a central passageway which ran almost the length of the building; with a small S-bend in the western end. An arch in the centre of the corridor marked the separation of the traffic department from the Chief Engineer’s office. Both wings hosted staircases.

The building included adaptations for the climate. The arcade sheltered the ground floor rooms from the sun, while skylights in the ceiling and a ventilated lantern provided light and ventilation to the upper floor. All public rooms and most of the offices were fitted with fireplaces. A platform shade, installed on the northern wall of the building over the platform, sheltered passengers from the weather, and was composed of material from an iron station building imported from England for use at Toowoomba. It was supported by brick buttresses at both ends of the building (extant) and on the arrivals platform (no longer extant).

Commensurate with Stanley’s design approach, materials used for the station reflected elegance but economy. Apart from the recycled iron roof trusses and columns, the building was constructed of machine-pressed bricks made from locally-sourced clay, more affordable than stone, and praised as ‘cleaner, sharper [and] finer’ than Brisbane bricks used in earlier buildings. Freestone for the building dressings and columns was sourced from Murphy’s Creek.

Construction work took place over two years, after contractor John Petrie’s tender of £11,845 was accepted in December 1873. Progress was slow, with the stonework foundations underway in June 1874, and the building only ten foot above the ground by September. The line from Ipswich to Brisbane was opened without ceremony on 14 June 1875. The platform at Brisbane Terminus Passenger Station was half-paved, the rooms and corridors incomplete, the roofing over the platform in progress and there was no permanent lighting. Nonetheless, an interested crowd gathered to watch the first outbound services leave the station. The building was sufficiently complete by August 1875 for the Brisbane Courier to describe it as ‘in all respects convenient, handsome, and well-designed’. The station’s arcade was later highlighted as one of Brisbane’s valued architectural features.

The Brisbane to Ipswich route quickly became the busiest section of line in Queensland. Merchandise and imported goods from the ports were despatched along the line, while produce from the Darling Downs and surrounds – including coal, flour, wool, hay, maize, livestock, vegetable and dairy produce – was brought to Brisbane. A central goods handling facility was opened at the Terminal Station, including a large (64m long) goods shed and two sidings, erected in 1875-6 (no longer extant), while railway produce markets opened outside the station, along George and Roma streets. A maintenance yard also operated at Roma Street, including locomotive and carriage sheds. By 1882 the Terminal Station platforms had been extended to cope with the traffic and trade. Traffic reduced slightly after some export goods were diverted to South Brisbane in 1884,[32] but expanded again.[33] Cattle yards, produce sheds, carriage sheds, gas works, goods sheds, coal stages, cold stores, additional locomotive sheds and siding extensions were all added to Roma Street’s goods yard. None of these structures survive in 2020.

Passengers also used the line. Residential occupation of Toowong and Indooroopilly boomed as middle-class city workers took advantage of the four daily train services. In 1882 rail lines were opened from the Terminal Station to Sandgate and the Racecourse, taking day-trippers to the seaside and races, and bringing northern suburbs passengers into Brisbane. In January 1888, the first through-service to Sydney departed from the Terminal Station. However, travellers criticised the lack of direct access from the Terminal Station to the central business district, and in 1889, the Brisbane Central Railway Station was opened. Central Railway Station (QHR 600073) – located closer to the General Post Office and city office buildings – became Brisbane’s main passenger station, and the original Terminal Station was renamed Roma Street Railway Station.

Despite its diminished status, Roma Street remained a major centre for passengers and travellers. Through the 19th and early 20th centuries, guards of honour lined Roma Street to greet and farewell significant visitors and figures, including premiers Morehead and Griffith, governors Norman and Lamington; Governor-General Munro-Ferguson; the late politician JM Macrossan, who had died in Sydney; singer Nellie Melba; Lord Kitchener; and Salvation Army General Booth. Roma Street continued to operate as the Sydney Mail terminus until 1931, when the service shifted to South Brisbane. Crowds thronged to Roma Street Station as soldiers departed for the South African War and World War I. Travelling circuses performed in the Roma Street yards, and an historic parade in 1936 included a ‘Puffing Billy’ locomotive, which was displayed at the yards until 1959. Roma Street also continued as the city’s primary goods terminus.

The station building played an important role as office accommodation for Queensland railway staff. Internal rearrangements were made to the building to accommodate growing staff numbers, and improve their working conditions. It was one of the first buildings in Queensland to feature electric light, installed in 1884.[50] The Chief Engineer vacated the building in 1901 and was replaced by the general traffic manager’s department, with a telephonic system of communication installed the same year. Bunker, lumber and message rooms were added to the wings by 1907; a traffic collector’s office and new strongroom were installed in 1911; and parcels, printing offices and machine rooms replaced the first-class waiting rooms, guards’ room and lamp room by 1920. In 1915, an additional storey was constructed atop the central carriage porch, providing more accommodation for the Traffic Branch on the first floor. A traffic control system, coordinating trains between Brisbane and Gympie, was installed and operated from the additional storey in 1927.

Queensland’s railway network extended dramatically in the 20th century. The North Coast line connected Brisbane to Gladstone in 1898, Rockhampton in 1904, and Cairns in 1924, providing a direct rail link between Brisbane and Mackay, Townsville, Winton, Forsayth, Cloncurry and Blackall. Southern and western trains reached Dirranbandi, Surat, Cunnamulla and Quilpie. Central Station initially hosted ‘country’ services, but it lacked room for expansion, and Roma Street’s larger site was earmarked for a new country station. Roma Street’s locomotive, carriage and marshalling yard facilities were transferred to the Mayne Rail Yards between 1911 and 1927, and work began on the new station. A 350ft (106m) reinforced concrete, tiled passenger subway was constructed from Roma Street to the platforms in 1936-7, replacing an overhead walkway. A new steel awning was installed above the southern platform (Platform 3 in 2020), in approximately 1939. It was used in conjunction with two platforms at the new country station (no longer extant) for country and other passenger services.

On 30 November 1940 the Country Station was opened at Roma Street Station. This low-lying face brick building and its additional platform sat directly between the 1873-5 building and Roma Street. The new passenger station relieved congestion at Brisbane Central Station and made Roma Street the chief station for long distance travel north. The original station was refurbished, its roof re-clad with corrugated fibrous sheeting; and its brick walls painted red and lined in cream to match the new station building. The southwest pediment was removed and replaced by a new storey on the western end of the building. A covered area was added east of the building where the subway stairs emerged. The original station building was turned over to the General Manager, with offices for clerks, traffic-, livestock-, coach- and wagon staff, maintenance and locomotive staff, telephone and telegraph exchanges, and the train control section.

Further plans to upgrade and alter the building were postponed by World War II, during which time troop trains departed from Roma Street, and the pedestrian subway served as an air-raid shelter.[66] In 1945, plans were drawn to alter doors, windows and stairs in the wings, and partitions on the first floor. A second storey was added over the west wing in 1953 (later removed), and the General Manager’s staircase was repositioned in 1961. Externally, the iron carriage shed platform shade over the northern platform was removed in 1959.

Extensive change was undertaken at Roma Street around the original station building in the late 20th century. The southern and northern Brisbane railway systems were directly connected in the 1970s, with the opening of the Merivale Bridge in 1978. In 1985, the country railway station (1940 building) was demolished and replaced by a multi-storey centre incorporating new railway and bus facilities, a hotel, offices and function centre. The original station building was left intact, and two new interstate platforms with standard gauge rails were built on its southern side. The pedestrian subway was refurbished in 1986, with a broom finish concrete and expansion joints, and grated drains were laid on the floor, and a ceramic tile finish on the wall faces to match the subway tiles at Central Station. Roma Street’s rail freight facility was moved to Acacia Ridge in 1991. During the mid-1990s the platforms north and south of the early station building were re-arranged and extended. A bricked waiting area and new roof were added east of the station. Underground, a new concourse was constructed to replace the pedestrian subway, and a 19m section of the original subway converted to a storage room.

The station building remained the General Manager’s Office until 1974. The station master, staff workers and archive storage occupied the building in the 1990s. By 1993, Roma Street was acknowledged as the oldest surviving railway station building in an Australian capital city, and one of the oldest surviving railway buildings in Queensland. A new office fitout was installed on the ground floor for Queensland Rail and the Queensland Police Rail Squad in 1999. Stabilisation, waterproofing and reconstruction works commenced in 2012, including restoration of the brick, plaster, lead flashings, window joinery and stone works. Replacement bricks were custom made in England; Welsh slate was imported from the UK; replacement stone came from Helidon; and rolled lead from England was installed. In 2015, a new steel beams and suspension system was installed between the two storeys, to lift a 65mm bow in the timber floor beams fit amongst the existing timber structures. The second storey of the west wing was removed and the roofline reconstructed to its original configuration. The restoration received an Australian Institute of Architects Queensland award in 2015.

In 2020 the building is vacant, pending further repairs.

apps.des.qld.gov.au/heritage-register/detail/?id=601208

Bikram Yoga Inspired Yoga Class with Maggie Grove (1 hour) youtu.be/V5i5Qz2IGJE youtu.be/mQnAvEbDNPg This 60 minute Bikram inspired yoga class taught by Los Angeles yoga teacher Maggie Grove includes the best of the classic Bikram series, condensed into a powerful 1 hour yoga practice. Maggie's concise & approachable teaching encourages a simple yet challenging class, with plenty of smart alignment instruction to help you learn the poses, promoting strength, balance & flexibility. A perfect yoga practice for all levels. Maggie uses a specially designed series of poses to generate inner heat, simulating the environment of a hot room and providing the Bikram student a novel means to generate heat internally for a truly fulfilling and purifying workout. Maggie Grove has taught yoga for over 10 years and has trained with Bikram, as well as in Kundalini, prenatal & power yoga. About Bikram Yoga: Bikram Yoga is a system of yoga that Bikram Choudhury who combined traditional hatha yoga techniques to form the basis of his famous 26 postures, including two breathing exercises.Bikram Yoga is ideally practiced in a room heated to 104 °F with a humidity of 40%. Check out all of our great Heart Alchemy Yoga flow videos below: Five Tibetan Rites with John Golterman youtu.be/nnNJoRLJG9E Power Yoga for Weight Loss youtu.be/yUtK7v3dsr0 Strong Yoga For Beginners Workout youtu.be/xglmLhDppmo Meditative Bhakti Yoga Flow youtu.be/mQnAvEbDNPg Bhakti Yoga Workout youtu.be/AHMO0Ja0XC4 Cardio Yoga Workout youtu.be/hy-qss2Takg Yoga Workout 1 hour Yoga For Weight Loss youtu.be/yUtK7v3dsr0 Power Yoga Flow youtu.be/XpGnuK_u4gQ Bhakti Yoga Class youtu.be/K9scEzgir-8 Yoga for Beginners youtu.be/EaKZ3Xtxf5A Mindfulness Meditation youtu.be/2K-ZcAgka2g Gentle Yin Yoga Full Class youtu.be/Z3AlyD1CIJw Bhakti Yoga flow heart opening yoga workout with Kumi Yogini youtu.be/onS6uq94NHw Bhakti yoga class yoga flow with Kumi Yogini ॐ youtu.be/K9scEzgir-8 bhakti yoga class with Kumi Yogini youtu.be/ch4CEW-vEoc Advanced Yoga Workout - Inversions, Hand Stand, Core Work youtu.be/KbLVYpQ74Zo Bhakti Yoga Flow youtu.be/KvhIvZyemtI Inspired Yoga Workout with Breathwork youtu.be/_wG5hEBrMJQ Strong beginners Yoga Workout with JQ Williams youtu.be/vQdOhTKfEt8 Bhakti Yoga flow yoga workout youtu.be/VPmOF99bBHg Beginners Yoga Flow 2015 youtu.be/Dva-ThUN6Ww Bhakti Yoga Flow with Kumi Yogini 2015 youtu.be/onS6uq94NHw Yoga for Beginners Level 1 yoga workout youtu.be/f2sIjOHFZuU Yoga Flow youtu.be/YKVhB4TxuwU 40 Minute Yin Yoga Class youtu.be/O_Vg-j5lkuA Strong Power Yoga Flow youtu.be/UwJFpTRXI-g Yoga flow daily recharge total body workout youtu.be/LiTlpC0RU6Q Strong Power Yoga Flow youtu.be/Ua10v6kw27c 30 Minute Power Yoga Flow with Twists for detox youtu.be/Sy25cbDGqBM 30 Minute Daily Yoga Flow for weight loss youtu.be/Vc4u04a5A4o Yoga for Beginners youtu.be/3gWJBgAIXwg Sun Salutations (Surya A Surya B) youtu.be/GHGU18zg4rs Click below to subscribe to our channel: youtube.com/heartalchemyyoga Our Sites www.heartalchemyyoga.com plus.google.com/+HeartAlchemyYoga facebook.com/heartalchemyyoga instagram.com/travlinyogini twitter.com/travlinyogini www.pinterest.com/travlinyogini www.michellegoldsteinyoga.com

A big quartz crystal, shot through with what I believe are metal crystals, or somesuch. I've been trying to do a good photo of thise for a long time, and this is the closest I've come to show how cool it looks in real life.

Same lights as the shell, but at 90 degrees to each other rather than cross lit. I'm sure you can tell where they were by the shadow.

Internal services timetables. Notable is the complete absence of sunday services. Click on photo to enlarge.

KODAK Digital Still Camera

Parmigianino (1503-1540), active in Parma, Rome and Bologna

Conversion of Paul the Apostle, about 1527/28

According to the story of the Apostles, Saul was suddenly illuminated by heavenly light on his way to Damascus, where he was to persecute Christians. Dazzled, he fell to the ground. Saul returned, had himself baptized, and became as Paul the passionate advocate of the new faith.

Parmigianino interprets the miracle of divine enlightenment as a highly dramatic event which, as ecstatic excitement, equally captures man and beast.

Parmigianino (1503-1540), tätig in Parma, Rom und Bologna

Paulussturz, um 1527/28

Wie die Apostelgeschichte berichtet, wurde Saulus auf dem Weg nach Damaskus, wo er Christen verfolgen sollte, plötzlich von himmlischem Licht umstrahlt. Geblendet stürzte er zu Boden. Saulus kehrte um, ließ sich taufen und wurde als Paulus zum glühenden Verfechter des neuen Glaubens.

Parmigianino deutet das Wunder göttlicher Erleuchtung als hochdramatisches Geschehen, das als ekstatische Erregung gleichermaßen Mensch und Tier erfasst.

Austria Kunsthistorisches Museum

Federal Museum

Logo KHM

Regulatory authority (ies)/organs to the Federal Ministry for Education, Science and Culture

Founded 17 October 1891

Headquartered Castle Ring (Burgring), Vienna 1, Austria

Management Sabine Haag

www.khm.at website

Main building of the Kunsthistorisches Museum at Maria-Theresa-Square

The Kunsthistorisches Museum (KHM abbreviated) is an art museum in Vienna. It is one of the largest and most important museums in the world. It was opened in 1891 and 2012 visited of 1.351.940 million people.

The museum

The Kunsthistorisches Museum is with its opposite sister building, the Natural History Museum (Naturhistorisches Museum), the most important historicist large buildings of the Ringstrasse time. Together they stand around the Maria Theresa square, on which also the Maria Theresa monument stands. This course spans the former glacis between today's ring road and 2-line, and is forming a historical landmark that also belongs to World Heritage Site Historic Centre of Vienna.

History

Archduke Leopold Wilhelm in his Gallery

The Museum came from the collections of the Habsburgs, especially from the portrait and armor collections of Ferdinand of Tyrol, the collection of Emperor Rudolf II (most of which, however scattered) and the art collection of Archduke Leopold Wilhelm into existence. Already In 1833 asked Joseph Arneth, curator (and later director) of the Imperial Coins and Antiquities Cabinet, bringing together all the imperial collections in a single building .

Architectural History

The contract to build the museum in the city had been given in 1858 by Emperor Franz Joseph. Subsequently, many designs were submitted for the ring road zone. Plans by August Sicard von Sicardsburg and Eduard van der Null planned to build two museum buildings in the immediate aftermath of the Imperial Palace on the left and right of the Heroes' Square (Heldenplatz). The architect Ludwig Förster planned museum buildings between the Schwarzenberg Square and the City Park, Martin Ritter von Kink favored buildings at the corner Währingerstraße/ Scots ring (Schottenring), Peter Joseph, the area Bellariastraße, Moritz von Loehr the south side of the opera ring, and Ludwig Zettl the southeast side of the grain market (Getreidemarkt).

From 1867, a competition was announced for the museums, and thereby set their current position - at the request of the Emperor, the museum should not be too close to the Imperial Palace, but arise beyond the ring road. The architect Carl von Hasenauer participated in this competition and was able the at that time in Zürich operating Gottfried Semper to encourage to work together. The two museum buildings should be built here in the sense of the style of the Italian Renaissance. The plans got the benevolence of the imperial family. In April 1869, there was an audience with of Joseph Semper at the Emperor Franz Joseph and an oral contract was concluded, in July 1870 was issued the written order to Semper and Hasenauer.

Crucial for the success of Semper and Hasenauer against the projects of other architects were among others Semper's vision of a large building complex called "Imperial Forum", in which the museums would have been a part of. Not least by the death of Semper in 1879 came the Imperial Forum not as planned for execution, the two museums were built, however.

Construction of the two museums began without ceremony on 27 November 1871 instead. Semper moved to Vienna in the sequence. From the beginning, there were considerable personal differences between him and Hasenauer, who finally in 1877 took over sole construction management. 1874, the scaffolds were placed up to the attic and the first floor completed, built in 1878, the first windows installed in 1879, the Attica and the balustrade from 1880 to 1881 and built the dome and the Tabernacle. The dome is topped with a bronze statue of Pallas Athena by Johannes Benk.

The lighting and air conditioning concept with double glazing of the ceilings made ​​the renunciation of artificial light (especially at that time, as gas light) possible, but this resulted due to seasonal variations depending on daylight to different opening times .

Kuppelhalle

Entrance (by clicking the link at the end of the side you can see all the pictures here indicated!)

Grand staircase

Hall

Empire

The Kunsthistorisches Museum was on 17 October 1891 officially opened by Emperor Franz Joseph I. Since 22 October 1891 , the museum is accessible to the public. Two years earlier, on 3 November 1889, the collection of arms, Arms and Armour today, had their doors open. On 1 January 1890 the library service resumed its operations. The merger and listing of other collections of the Highest Imperial Family from the Upper and Lower Belvedere, the Hofburg Palace and Ambras in Tyrol will need another two years.

189, the farm museum was organized in seven collections with three directorates:

Directorate of coins, medals and antiquities collection

The Egyptian Collection

The Antique Collection

The coins and medals collection

Management of the collection of weapons, art and industrial objects

Weapons collection

Collection of industrial art objects

Directorate of Art Gallery and Restaurieranstalt (Restoration Office)

Collection of watercolors, drawings, sketches, etc.

Restoration Office

Library

Very soon the room the Court Museum (Hofmuseum) for the imperial collections was offering became too narrow. To provide temporary help, an exhibition of ancient artifacts from Ephesus in the Theseus Temple was designed. However, additional space had to be rented in the Lower Belvedere.

1914, after the assassination of Franz Ferdinand, heir to the throne, his " Estonian Forensic Collection " passed to the administration of the Court Museum. This collection, which emerged from the art collection of the house of d' Este and world travel collection of Franz Ferdinand, was placed in the New Imperial Palace since 1908. For these stocks, the present collection of old musical instruments and the Museum of Ethnology emerged.

The First World War went by, apart from the oppressive economic situation without loss. The farm museum remained during the five years of war regularly open to the public.

Until 1919 the K.K. Art Historical Court Museum was under the authority of the Oberstkämmereramt (head chamberlain office) and belonged to the House of Habsburg-Lorraine. The officials and employees were part of the royal household.

First Republic

The transition from monarchy to republic, in the museum took place in complete tranquility. On 19 November 1918 the two imperial museums on Maria Theresa Square were placed under the state protection of the young Republic of German Austria. Threatening to the stocks of the museum were the claims raised in the following weeks and months of the "successor states" of the monarchy as well as Italy and Belgium on Austrian art collection. In fact, it came on 12th February 1919 to the violent removal of 62 paintings by armed Italian units. This "art theft" left a long time trauma among curators and art historians.

It was not until the Treaty of Saint-Germain of 10 September 1919, providing in Article 195 and 196 the settlement of rights in the cultural field by negotiations. The claims of Belgium, Czechoslovakia, and Italy again could mostly being averted in this way. Only Hungary, which presented the greatest demands by far, was met by more than ten years of negotiation in 147 cases.

On 3 April 1919 was the expropriation of the House of Habsburg-Lorraine by law and the acquisition of its property, including the "Collections of the Imperial House" , by the Republic. Of 18 June 1920 the then provisional administration of the former imperial museums and collections of Este and the secular and clergy treasury passed to the State Office of Internal Affairs and Education, since 10 November 1920, the Federal Ministry of the Interior and Education. A few days later it was renamed the Art History Court Museum in the "Kunsthistorisches Museum, Vienna State", 1921 "Kunsthistorisches Museum" . Of 1st January 1921 the employees of the museum staff passed to the state of the Republic.

Through the acquisition of the former imperial collections owned by the state, the museum found itself in a complete new situation. In order to meet the changed circumstances in the museum area, designed Hans Tietze in 1919 the "Vienna Museum program". It provided a close cooperation between the individual museums to focus at different houses on main collections. So dominated exchange, sales and equalizing the acquisition policy in the interwar period. Thus resulting until today still valid collection trends. Also pointing the way was the relocation of the weapons collection from 1934 in its present premises in the New Castle, where since 1916 the collection of ancient musical instruments was placed.

With the change of the imperial collections in the ownership of the Republic the reorganization of the internal organization went hand in hand, too. Thus the museum was divided in 1919 into the

Egyptian and Near Eastern Collection (with the Oriental coins)

Collection of Classical Antiquities

Collection of ancient coins

Collection of modern coins and medals

Weapons collection

Collection of sculptures and crafts with the Collection of Ancient Musical Instruments

Picture Gallery

The Museum 1938-1945

Count Philipp Ludwig Wenzel Sinzendorf according to Rigaud. Clarisse 1948 by Baroness de Rothschildt "dedicated" to the memory of Baron Alphonse de Rothschildt; restituted to the Rothschilds in 1999, and in 1999 donated by Bettina Looram Rothschild, the last Austrian heiress.

With the "Anschluss" of Austria to the German Reich all Jewish art collections such as the Rothschilds were forcibly "Aryanised". Collections were either "paid" or simply distributed by the Gestapo at the museums. This resulted in a significant increase in stocks. But the KHM was not the only museum that benefited from the linearization. Systematically looted Jewish property was sold to museums, collections or in pawnshops throughout the empire.

After the war, the museum struggled to reimburse the "Aryanised" art to the owners or their heirs. They forced the Rothschild family to leave the most important part of their own collection to the museum and called this "dedications", or "donations". As a reason, was the export law stated, which does not allow owners to perform certain works of art out of the country. Similar methods were used with other former owners. Only on the basis of international diplomatic and media pressure, to a large extent from the United States, the Austrian government decided to make a change in the law (Art Restitution Act of 1998, the so-called Lex Rothschild). The art objects were the Rothschild family refunded only in the 1990s.

The Kunsthistorisches Museum operates on the basis of the federal law on the restitution of art objects from the 4th December 1998 (Federal Law Gazette I, 181 /1998) extensive provenance research. Even before this decree was carried out in-house provenance research at the initiative of the then archive director Herbert Haupt. This was submitted in 1998 by him in collaboration with Lydia Grobl a comprehensive presentation of the facts about the changes in the inventory levels of the Kunsthistorisches Museum during the Nazi era and in the years leading up to the State Treaty of 1955, an important basis for further research provenance.

The two historians Susanne Hehenberger and Monika Löscher are since 1st April 2009 as provenance researchers at the Kunsthistorisches Museum on behalf of the Commission for Provenance Research operating and they deal with the investigation period from 1933 to the recent past.

The museum today

Today the museum is as a federal museum, with 1st January 1999 released to the full legal capacity - it was thus the first of the state museums of Austria, implementing the far-reaching self-financing. It is by far the most visited museum in Austria with 1.3 million visitors (2007).

The Kunsthistorisches Museum is under the name Kunsthistorisches Museum and Museum of Ethnology and the Austrian Theatre Museum with company number 182081t since 11 June 1999 as a research institution under public law of the Federal virtue of the Federal Museums Act, Federal Law Gazette I/115/1998 and the Museum of Procedure of the Kunsthistorisches Museum and Museum of Ethnology and the Austrian Theatre Museum, 3 January 2001, BGBl II 2/ 2001, in force since 1 January 2001, registered.

In fiscal 2008, the turnover was 37.185 million EUR and total assets amounted to EUR 22.204 million. In 2008 an average of 410 workers were employed.

Management

1919-1923: Gustav Glück as the first chairman of the College of science officials

1924-1933: Hermann Julius Hermann 1924-1925 as the first chairman of the College of the scientific officers in 1925 as first director

1933: Arpad Weixlgärtner first director

1934-1938: Alfred Stix first director

1938-1945: Fritz Dworschak 1938 as acting head, from 1938 as a chief in 1941 as first director

1945-1949: August von Loehr 1945-1948 as executive director of the State Art Collections in 1949 as general director of the historical collections of the Federation

1945-1949: Alfred Stix 1945-1948 as executive director of the State Art Collections in 1949 as general director of art historical collections of the Federation

1949-1950: Hans Demel as administrative director

1950: Karl Wisoko-Meytsky as general director of art and historical collections of the Federation

1951-1952: Fritz Eichler as administrative director

1953-1954: Ernst H. Buschbeck as administrative director

1955-1966: Vincent Oberhammer 1955-1959 as administrative director, from 1959 as first director

1967: Edward Holzmair as managing director

1968-1972: Erwin Auer first director

1973-1981: Friderike Klauner first director

1982-1990: Hermann Fillitz first director

1990: George Kugler as interim first director

1990-2008: Wilfried Seipel as general director

Since 2009: Sabine Haag as general director

Collections

To the Kunsthistorisches Museum are also belonging the collections of the New Castle, the Austrian Theatre Museum in Palais Lobkowitz, the Museum of Ethnology and the Wagenburg (wagon fortress) in an outbuilding of Schönbrunn Palace. A branch office is also Ambras in Innsbruck.

Kunsthistorisches Museum (main building)

Picture Gallery

Egyptian and Near Eastern Collection

Collection of Classical Antiquities

Vienna Chamber of Art

Numismatic Collection

Library

New Castle

Ephesus Museum

Collection of Ancient Musical Instruments

Arms and Armour

Archive

Hofburg

The imperial crown in the Treasury

Imperial Treasury of Vienna

Insignia of the Austrian Hereditary Homage

Insignia of imperial Austria

Insignia of the Holy Roman Empire

Burgundian Inheritance and the Order of the Golden Fleece

Habsburg-Lorraine Household Treasure

Ecclesiastical Treasury

Schönbrunn Palace

Imperial Carriage Museum Vienna

Armory in Ambras Castle

Ambras Castle

Collections of Ambras Castle

Major exhibits

Among the most important exhibits of the Art Gallery rank inter alia:

Jan van Eyck: Cardinal Niccolò Albergati, 1438

Martin Schongauer: Holy Family, 1475-80

Albrecht Dürer : Trinity Altar, 1509-16

Portrait Johann Kleeberger, 1526

Parmigianino: Self Portrait in Convex Mirror, 1523/24

Giuseppe Arcimboldo: Summer 1563

Michelangelo Merisi da Caravaggio: Madonna of the Rosary 1606/ 07

Caravaggio: Madonna of the Rosary (1606-1607)

Titian: Nymph and Shepherd to 1570-75

Portrait of Jacopo de Strada, 1567/68

Raffaello Santi: Madonna of the Meadow, 1505 /06

Lorenzo Lotto: Portrait of a young man against white curtain, 1508

Peter Paul Rubens: The altar of St. Ildefonso, 1630-32

The Little Fur, about 1638

Jan Vermeer: The Art of Painting, 1665/66

Pieter Bruegel the Elder: Fight between Carnival and Lent, 1559

Kids, 1560

Tower of Babel, 1563

Christ Carrying the Cross, 1564

Gloomy Day (Early Spring), 1565

Return of the Herd (Autumn), 1565

Hunters in the Snow (Winter) 1565

Bauer and bird thief, 1568

Peasant Wedding, 1568/69

Peasant Dance, 1568/69

Paul's conversion (Conversion of St Paul), 1567

Cabinet of Curiosities:

Saliera from Benvenuto Cellini 1539-1543

Egyptian-Oriental Collection:

Mastaba of Ka Ni Nisut

Collection of Classical Antiquities:

Gemma Augustea

Treasure of Nagyszentmiklós

Gallery: Major exhibits

de.wikipedia.org/wiki/Kunsthistorisches_Museum

Both a Net Flicks offering and going back in time sees Cessna C.172 G-AVKF doing engine checks prior to departure from Shoreham's 26 grass runway

Taken from the original River Bank line from a time when Shoreham was an all-grass field

Those yellow and white marker boards deliniate the airfield boundary and what looks a flock of Gulls - some Black-backed - out to the right

Prominent in the distance are both a long-gone electricity pylon and the silver-painted WWII Gunnery training dome

That whole area is now completely changed with a new roundabout on the A27 (where that JCB is) which services the Airport, Ricardo Engineering, Lancing College and Coombes plus the new-build housing estate situated just to the west of the Airport

As to the circular gunnery dome, it originally it was painted matt black and housed a central dummy 'gun turret' manned by the trainee gunners who 'fired' on aircraft images projected onto the internal domed 'sky'.

Following this WWII use and it's associated adjacent RAF Nissan Hut encampment, it was turned over to the newly formed Air Training Corps where Shoreham's 1440 Squadron occupied the site in the 1950's

The Dome became a classroom with a Link-Trainer installed instead of the 'gun turret'

A decade on, the ATC moved into a new site in Shoreham town and the camp was left largely derelict with the Dome used by the Airport as storage

A fire almost sealed it's fate but due to it's rarity it became a lisited building. Painted in a gaudy green and brown camouflage it gradually fell into disuse but since the revamp of the whole area it has been incorporated into a visitor 'trail' which includes a nature reserve as a buffer between the airfield and the new housing

For decades the Airport suffered with flooding, rendering it almost unuseable for weeks on end so in the 80's an 'all-weather' strip was constructed on the 21/03 aspect which mostly solved the issue though it is currently proposed to be strengthened and widened under a plan put forward by the current owners

Scanned Kodak 35mm Transparency

Stefan 😈, Newt 👼 and Huan 👤.

*Storytime (Me talking to myself):

S: Finish her now because you don't know if you will have time to do it tomorrow.

N: No, it's late and you should sleep. Finish her tomorrow so you can start it with a clear head.

S: Or, you can finish her now and sleep like a baby later.

N: No, if you screw her up you'll have to start all over. Do it tomorrow.

S: Or, you should do it now while it still on your system, you may not feel like customizing tomorrow.

N: YOU PROMISSED TO SLEEP EARLY TODAY!

S: YOU CAN SLEEP TOMORROW!

N: YOU CAN SHUT UP TOMORROW!

S: BUT I CAN KICK YOU BUNS TODAY!

N: I WOULD LOVE TO SEE TRY!

S: I'M A PACIFIST, SO I WOULD KEEP SCREAMING INSTEAD OF PHYSICALY FIGHTING YOU!

N: ME TOO BECAUSE VIOLENCE IS NEVER THE ANSWEAR!

[Keep screaming at each other]

© J D Wetherspoon PLC

For internal use only.

Photography is for guidance only.