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Agave Laser and Aesthetic Clinic is a leading provider of laser and aesthetic care for both men and women in the San Antonio, Texas area. We now offer an advanced laser body sculpting treatment to remove stubborn fat from your body. TruSculpt 3D is a newly launched body sculpting treatment that can be used on the entire body to eliminate unwanted fat from your body. This newest advancement in nonsurgical body sculpting offers up to 24 percent fat reduction in a single treatment. It helps restore shape and reduce fat — not just on your stomach but in those hard-to-reach spots such as the backs of your knees, bra line, and all the way around your midsection.
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HMS Cavalier is a retired C-class destroyer of the Royal Navy. She was laid down by J. Samuel White and Company at East Cowes on 28 March 1943, launched on 7 April 1944, and commissioned on 22 November 1944. She served in World War II and in various commissions in the Far East until she was decommissioned in 1972. After decommissioning she was preserved as a museum ship and currently resides at Chatham Historic Dockyard.
Construction
Cavalier was one of 96 War Emergency Programme destroyers ordered between 1940 and 1942. She was one of the first ships to be built with the forward and aft portions of her hull welded, with the midsection riveted to ensure strength. The new process gave the ship additional speed. In 1970 a 64-mile race was arranged between Cavalier and the frigate Rapid, which had the same hull form and machinery. Cavalier beat Rapid by 30 yards (27 m) after Rapid lifted a safety valve, reaching an average speed of 31.8 knots (58.9 km/h).
Service history
Cavalier returning to Portsmouth in 1946
After commissioning she joined the 6th Destroyer Flotilla, part of the Home Fleet, and took part in a number of operations off Norway. Most notably in February 1945 she was despatched with the destroyers Myngs and Scorpion[5] to reinforce a convoy from the Kola Inlet in Russia, which had suffered attacks from enemy aircraft and U-boats, and had subsequently been scattered by a violent storm. She and the other escorts reformed the convoy, and returned to Britain with the loss of only three of the thirty-four ships. This action earned Cavalier a battle honour.
Later in 1945 Cavalier was despatched to the Far East, where she provided naval gunfire support during the Battle of Surabaya. In February 1946 she went to Bombay to help quell the Royal Indian Navy Mutiny. After some time in the British Pacific Fleet she was paid off in May 1946 and was placed in reserve at Portsmouth.
Cavalier returned to service in 1957 after a modernisation, which included removing some of her torpedo tubes in favour of Squid anti-submarine mortars. She was again sent to the Far East, and joined the 8th Destroyer Squadron in Singapore. In December 1962 she transported 180 troops from Singapore to Brunei to help suppress a rebellion that became part of the Indonesia-Malaysia Confrontation. After disembarking the troops she remained in Brunei as a communications centre for several days until other Royal Navy ships arrived to relieve her.
Cavalier was decommissioned in 1972 along with HMS Wellington (moored in London), and is the last surviving British destroyer of World War 2 still in the UK.
After decommissioning[edit]
After decommissioning at Chatham Dockyard, she was laid up in Portsmouth. As a unique survivor, after a five-year campaign led by Lord Louis Mountbatten, the ship was purchased by the Cavalier Trust for £65,000 and handed over on Trafalgar Day 1977 in Portsmouth. By selling the ship to the Trust, the UK Government and the Royal Navy severed all formal connection and responsibility for the ship. A special warrant was issued that allows her to retain the prefix "HMS" (Her Majesty's Ship) and fly the White Ensign, a privilege normally only enjoyed by commissioned ships of the Royal Navy. A similar privilege is enjoyed by another museum ship, the cruiser Belfast.
Moved to Southampton, Cavalier opened as a museum and memorial ship in August 1982. This was not commercially successful, and in October 1983 the ship was moved to Brighton, where she formed the centrepiece of a newly built yacht marina.
In 1987, the ship was brought to the River Tyne to form the centrepiece of a national shipbuilding exhibition centre planned by South Tyneside Metropolitan Borough Council in the former shipyard of Hawthorn Leslie and Company, builders of many similar destroyers. The plans for the museum came to nothing, and the borough council, faced with annual maintenance costs of £30,000 and a hardening of public opinion against unnecessary expenditure, resolved to sell the ship and wind up the venture in 1996. The ship sat in a dry dock (owing to a previous list) in a rusting condition, awaiting a buyer or scrapping in situ.
After the reforming of the Cavalier Trust, and a debate in Parliament, in 1998 Cavalier was bought by Chatham Historic Dockyard for display as a museum ship. Arriving on 23 May 1998, Cavalier now resides in No. 2 dry-dock.
On 14 November 2007, Cavalier was officially designated as a war memorial to the 142 Royal Navy destroyers sunk during World War II and the 11,000 men killed on those ships. The unveiling of a bronze monument created by the artist Kenneth Potts was conducted by Prince Philip, Duke of Edinburgh. The monument is adjacent to the ship at the Historic Dockyard in Chatham, Kent.
In the summer of 2009 the Chatham Historic Dockyard Trust made available accommodation on board the ship for youth groups who wish to stay on board and experience life on board a Royal Naval Destroyer.
In September 2010, Cavalier fired the first full broadside from a ship flying the White Ensign since a firing by the destroyer London in December 1981. This was due to the work of the heritage naval gun crew who restored all three 4.5-in guns back to working condition in conjunction with the Chatham Historic Dockyard Trust.
In April 2014 Cavalier was added to Google Maps Business View (formerly Google Business Photos) by CInsideMedia Ltd, in celebration of the 70th anniversary of her launch. The tour, which includes Cavalier's engine and gear room, was enhanced with interactive audio hotspots to enable visitors with accessibility issues to explore the ship.
wikipedia
San Rafael Arcangel / Saint Raphael the Archangel
Santa Cruz or Binondo, Manila second quarter of the
nineteenth century (1825–50)
ivory, gold, silver, baticuling wood, silk velvet, silvergilt threads
head to toe: 12" (30 cm)
left to right arm to arm: 6" (16 cm)
chest to back: 2" (5 cm)
base: H: 9 1/2" (24 cm) D: 10 1/2" (26 cm)
Opening bid: PHP 800,000
Provenance: An old Cavite family
ABOUT THE WORK
EXQUISITE ICONOGRAPHY: Loaves, Fish, Coronets and Catmon Flowers
by AUGUSTO MARCELINO REYES GONZALEZ III
This compelling ivory statuette of “San Rafael Arcangel” comes from the cherished altar of an old Cavite trading, shipping, and logistics family and was likely acquired originally from a “taller” workshop of religious images in Binondo or Santa Cruz in Manila. The young Archangel is depicted wearing an exquisite coronet of flowers and leaves executed in chased 14 karat gold and filigree wirework; an unusual blonde wig of Victorian sausage curls; silvergilt repousse wings; vestments embroidered with “catmon” flowers, buds, and leaves in silvergilt threads, along with appliquees of cherubs and leaves in “dorado de fuego” fire–gilded solid silver; a lavishly embroidered center stole with vase, tree–of–life, “boteh” paisley form, and large flower motifs one on top of the other, the top vase/cartouche with the unmistakable Carmelite crest featuring Mount Carmel in Palestine and the three stars symbolizing the three periods of the history of the Order; San Rafael’s attributes of a basket with loaves (an opulent chased and repousse 14 karat gold basket with “catmon” floral and “lubi–lubi” foliar details with ivory loaves) on the left hand and a simple silvergilt staff with a fish on the right hand; and gilded feet to simulate shoes/slippers. The gilded “peana” base is also exceedingly elegant: four separately–carved acanthus leaves emanate from the midsection of the urn and act as bracket supports for the upper section of the peana. It is a feast for a devotee’s, a connoisseur’s, and a collector’s discriminating eyes.
This exquisite San Rafael Arcangel is outstanding because despite its being a “de vestir” (dressed) image with the expected ivory head, hands, and perhaps feet, the entire statuette is actually made of ivory. It is thought that it was probably created at a transitional time from 1800–1850 when solid ivory tabletop images, which were in entirely different styles (baroque, rococo, and neoclassical) and consumed more of the luxurious and expensive elephant tusk, were for economic reasons finally being overlooked in favor of the more sustainable albeit baroque “de vestir” ones with only the heads, hands, and occasionally even the feet of ivory. However, one must be reminded that all kinds of classical Roman Catholic religious images --- the life–sized hardwood statues for the “retablo” altars, the smaller wooden statues for domestic veneration, the luxurious solid ivory statuettes intended for the affluent religious orders in Intramuros and for export to Madre Espana, Mexico, and the Latin American colonies, the life–sized processional as well as tabletop ivory “de vestir” images --- were already being produced simultaneously by the Sangley artisans and their indio assistants since the formalization of the Spanish conquest of these islands in 1571: the establishment of the settlements of Cebu (1565) and Manila (1571).
There are tabletop ivory “de vestir” images at the Museo Oriental in Valladolid, Spain that are documented to have come from Manila in the late 1500s. The famous “de vestir” processional image of the “Nuestra Senora del Santisimo Rosario”/ “La Naval de Manila”/Our Lady of the Most Holy Rosary at the Santo Domingo church dates from 1587–93. Three extant examples from the late–1700s to the mid– 1800s illustrating the collective transition in preference from solid ivory to “de vestir” come to mind: 1) An unbelievable “Calvario” tableau of 12” inches/30.48 cm tall solid ivory figures (Cristo Expirante, Mater Dolorosa, San Juan Evangelista, and Santa Maria Magdalena), late eighteenth century (1775–1800), Ex Coll: Maximino Molo Agustin Paterno family, Santa Cruz, Manila, currently in the Paulino and Hetty Que Collection; 2) A tabletop “Nuestra Senora del Pilar” with ivory head and hands, Nino Jesus with ivory head and hands, the linear body painted off–white and embellished with painted scrollwork (in gold leaf) to mimic a solid ivory piece from the eighteenth century, mid–nineteenth century (1850s), Ex Coll: Maximino Molo Agustin Paterno family, Santa Cruz, Manila; 3) A relatively big “de vestir” statuette of a kneeling “Santa Maria Magdalena Penitente,” 1860s–70s, in its high quality and singular style thought to have come from the taller of escultor Leoncio Asuncion y Molo, sold years ago at a major Leon Gallery auction, currently in an important Cavite collection.
The opulent overall concept, excellent craftsmanship, prodigal use of ivory, and exquisite quality of the goldwork point to the distinct possibility of this “San Rafael Arcangel” piece originating from the “taller” workshop of the early maestro Leoncio Asuncion y Molo in Santa Cruz, Manila (1813–1888). The preeminent sculptor was known to have produced magnificent and memorable religious figures life–sized and tabletop in ivory and wood (“marfil y madera”) with singular expressions, full gestures, and perfect, lean anatomies (almost ballet dancer–like) which set them apart from the undistinguished work of other sculptors of religious images. Considered as Leoncio Asuncion’s magnum opus was a spectacular, life–sized, processional tableau of “La Tercera Caida”/The Third Fall of Jesus Christ --- featuring a burdened “Jesus Nazareno” collapsing from a heavy cross, a helpful Simon of Cyrene, three angry Jews, a trumpeteer, two Roman foot soldiers, including another Roman soldier astride a horse --- which was brought out in procession during the “Semana Santa”/Holy Week rites in Santa Cruz, Manila from the 1860s until World War II, when it was assumed destroyed during the Liberation of Manila in February 1945. Leoncio Asuncion y Molo came from an artistic family with affluent origins in the Molo de San Agustin clan of Santa Cruz, Manila --- descended from a migrant Chinese apothecary in the late 1700s --- and were closely related to the Molo Agustin Paterno family, one of the richest, most highly–educated, and most cultured in 1800s Manila.
In the Roman Catholic tradition, “San Rafael Arcangel” Saint Raphael the Archangel is one of The Three Archangels who are specifically named in the Bible. In the larger Christian traditions, The Seven Archangels stand before the Throne of God: Michael, Gabriel, Raphael, Barrachiel, Judiel, Uriel, and Sealtiel. Raphael is the “Divine Healer.” In the Deuterocanonical (“Second Canon”) books of the Roman Catholic Bible (called Apocrypha by the Protestants), in the books of Tobit and 1 Enoch, is the story of the Archangel Raphael and how he guided and assisted Tobias the righteous father and Tobias the righteous son who were exiled to Persia during the Assyrian conquest, 800 years before Christ. Tobias the father sent Tobias the son to Ragues, a distant city, to retrieve substantial money lent to a relative, with Azarias (the Archangel Raphael) as his companion. The trip was dangerous at every turn. At the Tigris river, a huge fish tried to devour Tobias the son but Azarias prevented it. At the city of Rages, at the house of his relative Raguel, Tobias the son was engaged to the former’s beautiful daughter Sara. Seven suitors had died before him; Azarias assured him that he alone would be spared. Tobias the son married the beautiful Sara, daughter of his relative Raguel. The journey back home ended up happily with Tobias the son and his wife Sara, and companion Azarias, returning to Tobias the father, who had become blind from pigeon droppings. Azarias instructed Tobias the son to cure his father’s blindness with the gall of the huge fish which tried to devour him; Tobias the father was promptly healed of his blindness. Thus, the iconography of Saint Raphael the Archangel with the staff, the fish, loaves of bread, and the young Tobias.
The most famous image of San Rafael Arcangel in the islands is the patron saint of Calaca city, Batangas: It is dark–colored --- the only exposed wooden parts are the head and hands --- whether from dark wood or from the patina of nearly two centuries, it is not known; stands about 12” inches/30.48 cm high (without its pedestal); wears a repousse silver coronet; is dressed entirely in 80 % Mexican solid silver repousse with floral and foliar motifs in the style of the 1860s–70s; depicts the saint with his attributes of a basket of loaves set on cloth on his left hand and a staff with a fish with his right hand; wears silver boots. The image dates stylistically from the 1830s.
Aside from Calaca city, Batangas, other parishes with San Rafael Arcangel as the titular patron are in Linmansangan, Binalonan, Pangasinan; San Rafael, Tarlac city; Mabiga, Mabalacat, Pampanga; San Rafael, Lubao, Pampanga; San Rafael, Macabebe, Pampanga; Park avenue, Pasay city; Balut island, Tondo, Manila; San Rafael, Rodriguez, Rizal province; Lucena City, Quezon province; and Real, Quezon province. This exquisite ivory San Rafael Arcangel, a magnificent example of Philippine religious art, is on par with the renowned holdings of the National Museum, the Intramuros Administration, as well as the AERA Collection at the Villa Escudero, the Paulino and Hetty Que Collection, and the Mario and Mimi Que Collection.
Lot 142 of the Leon Gallery auction on June 17, 2023. Please see leon-gallery.com/auctions/The-Spectacular-Mid-Year-Auctio... for more information.
I made a small in the skirt. My lower waist meaurement is very close to my real waist measurement. I resemble a square in my middle. Sigh. Anyhow, I went with the small because I was fearful of having too much fabric around my midsection. I'm pleased with it.
appleoftheearth-sarah.blogspot.com/2013/11/everyday-skirt...
cropped image of a doctor gesturing hand shake - Cropped image of a doctor gesturing hand shake over white background, Model: Derek Gerhardt. To Download this image without watermarks for Free, visit: www.sourcepics.com/free-stock-photography/24718043-croppe...
INSTRUCTIONS AVAILABLE FOR VARIETY OF BODYSTYLES OF THIS MODEL
The Peugeot 304 is a small family car which was produced by the French manufacturer Peugeot from 1969 to 1980.
The 304 was introduced to the public at the Paris Motor Show in September 1969. Production of the saloon/sedan on the Sochaux assembly lines was discontinued during the summer of 1979, while the "Break" (estate) was produced until the spring of 1980. Coupé and cabriolet versions replaced their 204 forerunners in March 1970.
Peugeot, which had always been a financially prudent company, saw a gap in the midsize car market in France, Italy and the rest of Western Europe. By using the smaller 204's midsection, development costs were minimized resulting in a higher profit margin because of the higher pricing structure in the larger, better equipped market. The 304's main competitors on its home market came from Renault and Simca, with Citroen noticeably absent from this sector at the launch.
The car was moderately advanced for its time, having fully independent suspension, and a four-speed gearbox located directly below the engine, sharing the same oil as the engine.
The 304 was designed to slot between the popular 204 and the recently introduced Peugeot 504. Since the 204 had an exceptionally spacious passenger cabin for its class, the 304 body used the central portion of the 204: engine and running gear components were mostly interchangeable between the two cars. However, the 304 had a restyled front grill and headlights, designed consciously to emulate the 504.
cropped image of a doctor gesturing hand shake - Cropped image of a doctor gesturing hand shake over white background, Model: Derek Gerhardt. To Download this image without watermarks for Free, visit: www.sourcepics.com/free-stock-photography/24718047-croppe...
midsection of indian woman with hands on waist - Midsection of Indian woman in sari, wearing artificial finger ring. To Download this image without watermarks for Free, visit: www.sourcepics.com/free-stock-photography/24747244-midsec...
Many years ago, I built a couple of spaceships that were White, with Red Stripes. This is a continuation, of sorts, but much smaller.
Inspired, amongst other things, by Homeworld concept art, The Expanse, UNSC ships from Halo, and many and varied artworks from across the internet.
In terms of the build, I'm very pleased with the engines in particular. They came together in a single build session, along with the angled panels behind the red stripe made with those spiky angle plates. It was just one of those moments where everything came together just so, which was nice.
Also pleased with the missile pods, which is the gimmick that this built started with. I found two coffins in my Box of Bits That Don't Fit Anywhere Else in My Sorting System, so I resolved to make use of them. They were initially larger, using 1x1 barrels, but they proved to be overpoweringly large, so I shrunk them down just to 1x1 round plates, offset with a second every other slot. If I had 26 1x1 round tiles in the same (non-transparent) colour I'd have used them, but I don't. Oh well.
There's quite a lot of angular nonsense going on to line the panels on either side of the missile pods, and it's not quite to the same angle as the 3x6 wedge, but it's close enough.
The nose is the simplest part of the ship, but I've tried to balance the length against the rather hefty engine and midsection.
I'm planning on assembling a small fleet for STEAM, so we'll see what more variations on the White/Red/DkRed (with DkGrey engines, TrBlue windows) theme I can come up with. I have ideas aplenty, the challenge now is making something from the ideas.
(I may or may not have a similarly sized WIP, but hollow and aircraft-carrier-y on my desk already. I also also may have ideas for a certain September theme month... we shall see...)
HMS Cavalier is a retired C-class destroyer of the Royal Navy. She was laid down by J. Samuel White and Company at East Cowes on 28 March 1943, launched on 7 April 1944, and commissioned on 22 November 1944. She served in World War II and in various commissions in the Far East until she was decommissioned in 1972. After decommissioning she was preserved as a museum ship and currently resides at Chatham Historic Dockyard.
Construction
Cavalier was one of 96 War Emergency Programme destroyers ordered between 1940 and 1942. She was one of the first ships to be built with the forward and aft portions of her hull welded, with the midsection riveted to ensure strength. The new process gave the ship additional speed. In 1970 a 64-mile race was arranged between Cavalier and the frigate Rapid, which had the same hull form and machinery. Cavalier beat Rapid by 30 yards (27 m) after Rapid lifted a safety valve, reaching an average speed of 31.8 knots (58.9 km/h).
Service history
Cavalier returning to Portsmouth in 1946
After commissioning she joined the 6th Destroyer Flotilla, part of the Home Fleet, and took part in a number of operations off Norway. Most notably in February 1945 she was despatched with the destroyers Myngs and Scorpion[5] to reinforce a convoy from the Kola Inlet in Russia, which had suffered attacks from enemy aircraft and U-boats, and had subsequently been scattered by a violent storm. She and the other escorts reformed the convoy, and returned to Britain with the loss of only three of the thirty-four ships. This action earned Cavalier a battle honour.
Later in 1945 Cavalier was despatched to the Far East, where she provided naval gunfire support during the Battle of Surabaya. In February 1946 she went to Bombay to help quell the Royal Indian Navy Mutiny. After some time in the British Pacific Fleet she was paid off in May 1946 and was placed in reserve at Portsmouth.
Cavalier returned to service in 1957 after a modernisation, which included removing some of her torpedo tubes in favour of Squid anti-submarine mortars. She was again sent to the Far East, and joined the 8th Destroyer Squadron in Singapore. In December 1962 she transported 180 troops from Singapore to Brunei to help suppress a rebellion that became part of the Indonesia-Malaysia Confrontation. After disembarking the troops she remained in Brunei as a communications centre for several days until other Royal Navy ships arrived to relieve her.
Cavalier was decommissioned in 1972 along with HMS Wellington (moored in London), and is the last surviving British destroyer of World War 2 still in the UK.
After decommissioning[edit]
After decommissioning at Chatham Dockyard, she was laid up in Portsmouth. As a unique survivor, after a five-year campaign led by Lord Louis Mountbatten, the ship was purchased by the Cavalier Trust for £65,000 and handed over on Trafalgar Day 1977 in Portsmouth. By selling the ship to the Trust, the UK Government and the Royal Navy severed all formal connection and responsibility for the ship. A special warrant was issued that allows her to retain the prefix "HMS" (Her Majesty's Ship) and fly the White Ensign, a privilege normally only enjoyed by commissioned ships of the Royal Navy. A similar privilege is enjoyed by another museum ship, the cruiser Belfast.
Moved to Southampton, Cavalier opened as a museum and memorial ship in August 1982. This was not commercially successful, and in October 1983 the ship was moved to Brighton, where she formed the centrepiece of a newly built yacht marina.
In 1987, the ship was brought to the River Tyne to form the centrepiece of a national shipbuilding exhibition centre planned by South Tyneside Metropolitan Borough Council in the former shipyard of Hawthorn Leslie and Company, builders of many similar destroyers. The plans for the museum came to nothing, and the borough council, faced with annual maintenance costs of £30,000 and a hardening of public opinion against unnecessary expenditure, resolved to sell the ship and wind up the venture in 1996. The ship sat in a dry dock (owing to a previous list) in a rusting condition, awaiting a buyer or scrapping in situ.
After the reforming of the Cavalier Trust, and a debate in Parliament, in 1998 Cavalier was bought by Chatham Historic Dockyard for display as a museum ship. Arriving on 23 May 1998, Cavalier now resides in No. 2 dry-dock.
On 14 November 2007, Cavalier was officially designated as a war memorial to the 142 Royal Navy destroyers sunk during World War II and the 11,000 men killed on those ships. The unveiling of a bronze monument created by the artist Kenneth Potts was conducted by Prince Philip, Duke of Edinburgh. The monument is adjacent to the ship at the Historic Dockyard in Chatham, Kent.
In the summer of 2009 the Chatham Historic Dockyard Trust made available accommodation on board the ship for youth groups who wish to stay on board and experience life on board a Royal Naval Destroyer.
In September 2010, Cavalier fired the first full broadside from a ship flying the White Ensign since a firing by the destroyer London in December 1981. This was due to the work of the heritage naval gun crew who restored all three 4.5-in guns back to working condition in conjunction with the Chatham Historic Dockyard Trust.
In April 2014 Cavalier was added to Google Maps Business View (formerly Google Business Photos) by CInsideMedia Ltd, in celebration of the 70th anniversary of her launch. The tour, which includes Cavalier's engine and gear room, was enhanced with interactive audio hotspots to enable visitors with accessibility issues to explore the ship.
wikipedia
The Peugeot 304 is a small family car which was produced by the French manufacturer Peugeot from 1969 to 1980.
The 304 was introduced to the public at the Paris Motor Show in September 1969. Production of the saloon/sedan on the Sochaux assembly lines was discontinued during the summer of 1979, while the "Break" (estate) was produced until the spring of 1980.
Peugeot, which had always been a financially prudent company, saw a gap in the midsize car market in France, Italy and the rest of Western Europe. By using the smaller 204's midsection, development costs were minimized resulting in a higher profit margin because of the higher pricing structure in the larger, better equipped market. The 304's main competitors on its home market came from Renault and Simca, with Citroen noticeably absent from this sector at the launch.
The car was moderately advanced for its time, having fully independent suspension, and a four-speed gearbox located directly below the engine, sharing the same oil as the engine.
The 304 was designed to slot between the popular 204 and the recently introduced Peugeot 504. Since the 204 had an exceptionally spacious passenger cabin for its class, the 304 body used the central portion of the 204: engine and running gear components were mostly interchangeable between the two cars. However, the 304 had a restyled front grill and headlights, designed consciously to emulate the 504.
close-up cropped image if a doctor gesturing hand shake, - Close-up cropped image if a doctor gesturing hand shake over white background, Model: Derek Gerhardt. To Download this image without watermarks for Free, visit: www.sourcepics.com/free-stock-photography/24718041-close-...
Tropical, sporty and classic fashion are all adjectives which describe the Flirtatious & Trendy Plumeria Skirtini by Delta Burke®. The gold foil accented top and a solid skirt enhance the bust while smoothing the mid section for a flattering frame. The sweetheart neckline, flirtatiously accentuates your features. This suit features a soft shaped bra that fits up to a D cup and provides comfort and support. The tummy control panel smooths out your midsection and leaves you with a flattering and elegant waistline.
www.swimsuitsforall.com/products/fit-solutions/plus-sizes...
Many Different Ab Exercises and Advanced abs workout routine : 1 Min Abs Workout - Crazy Cut Lower Abs Workout.
Intense Lower Ab Workout and Best Exercises to Flatten your Lower Belly - Insane Definition for Lower Abs.
To get Six Pack Abs you must do the Workout abdominal exercises to Fat-Burning.
Get Fit Fast Ab Workout with Abs Exercises with an Extreme Six Pack Abs Workout on 8 Min Abs Workout to learn how to have six pack
In this video, you see the Advanced Total Abs Workout, more easy and more powerfull than the basic Abdominal Exercises & Abdominal Workouts - Killer Lower Ab Workout.
Lower Abdominal Exercises - Work Out Lower Abs
Get the LOWER ABS UNLEASHED and Lean and lovely Lower Abs Workout-belly workout-flat abs.
www.youtube.com/watch?v=HSwUxfd1qRY
For most guys, starting from the bottom and working upward is a great strategy when training abs, because your lower abs tend to be more stubborn than the upper portion in terms of strength and definition. The idea, then, is to develop a routine that works every muscle group in your abs in tandem in order to provide the balance you need.
4 MOVES FOR RIPPED LOWER ABS : Hanging Leg Raise, Land Mine , Weighted Crunch, Swiss Ball Plank
The collection of movements below accomplishes this quite nicely, starting with two movements that target your lower abs, followed by some oblique work, and a core-stabilization finisher. And since it’s impossible to train one portion of the rectus abdominis—your six-pack muscles—apart from another, your upper abs will get plenty of work, too, in this routine.
Lose the Pooch! The Best Exercises for Lower Abs
The term “lower abs” is actually a misnomer—your rectus abdominis muscle, or abdominal wall, actually covers your entire midsection and connects at your pelvis. Still, women (and men!) are constantly searching for exercises that will help eliminate that dreaded lower-belly pooch. (We got your attention, right?) And now the search is over! Most of these effective exercises target multiple abdominal muscles, so you’ll maximize your belly-burn with every rep.
Traditional core exercises, like crunches or bicycle, are great for sculpting your upper abdominals and obliques. But they barely touch those pesky lower abs, making toning this trouble spot quite a challenge for most of us.
The key? Put your legs and your brain into it. “Anytime you move your legs, you’re working your lower abdomen,” Stokes says, since they're connected to the hip flexors. Unfortunately, most of us feel these exercises mainly in the hip flexor, which can take away from working the abs, not to mention be pretty uncomfortable. “The low abdomen takes so much mental focus,” she says. Putting your brain into the muscle group is key, by constantly focusing on your lower abs and making sure you feel them engaged in every move.
Sure, a more toned midsection can ease your bathing-suit anxiety.
man using tablet computer - Close-up shot of man using digital tablet computer on white background. To Download this image without watermarks for Free, visit: www.sourcepics.com/free-stock-photography/24748250-man-us...
"John D. Leitch" & the Tug "Point Valour"
The 2 tugs have been opening the slip while the Risley is reopening the channel through the ice for
the Leitch who has been waiting to dock at Thunder Bay Terminals. But has been unable to get near there due to Ice Fields being blown into that part of the Bay and closing the channels cut by the Breakers.
This unique Great Lakes self-unloading bulk carrier was built by Port Weller Dry Docks, St. Catharines, Ont., as Hull #41. She was christened Canadian Century for Upper Lakes Group, Inc., Toronto, Ont., on April 15, 1967 by Mrs. G. E. Gathercole, wife of the Chairman of the Hydro Electric Power Commission of Ontario. The name paid tribute to the 100th anniversary of Canada’s confederation.
At the time of her launch, the vessel was the largest capacity self-unloading vessel on the Great Lakes. Her squared hull design reduced wasted space thus increasing her tonnage, however her very tall wheelhouse and forward accommodation block gave her the distinction of being known as the “little bank building that floats.”
The Canadian Century’s original self-unloading system consisted of a single, center line conveyor belt gravity system with a 300-ton reclaimer feeding a bucket/hopper elevator system leading to a forward-mounted 250 foot discharge boom. The reclaimer consisted of 2 auger screws, each 26 feet long and 7 feet high. As they would turn, the cargo would be forced forward to the bucket elevator system. It could discharge at a rate of up to 4,000 tons per hour. Due to the technological advances in self-unloading systems, the Canadian Century’s bucket elevator system was replaced in 1975/76 with a modern loop belt elevator system capable of discharging cargo at a rate of up to 4,572 tons per hour. The discharge boom can be swung 95 degrees to port or starboard.
The vessel is powered by a Burmeister & Wain type 574 VT2F 160 diesel engine rated at 7,394 b.h.p. at 115 r.p.m. burning intermediate grade 180 fuel driving a controllable pitch propeller, giving the vessel a service speed of 14.5 knots. She is equipped with a 1,000 horsepower bowthruster. Her enormous single hold is fed by 22 hatches. She can carry 25,700 tons at maximum Seaway draft of 26 feet and is capable of carrying 31,600 tons at her maximum mid-summer draft of 29 feet 4 inches. Other capacities include 465 tons of fuel oil, 75 tons of diesel oil, 186 tons of potable water, and 17,348 tons of water ballast.
In December 2001, Canadian Century entered Port Weller Dry Docks for a mid-life refit. The $25-million (C) refit was similar to the work that the shipyard completed on Canada Steamship Lines’ CSL Tadoussac the winter before. The bow and stern sections remained intact, along with most of the main deck. The cargo hold and the rest of the midsection were replaced with a new, larger cargo hold and a one-belt self-unloading system with a flat tank top. When it returned to service in May of 2002, it not only carried more cargo, but could operate more efficiently through the increased use of technology.
The Century was built specifically to accommodate Upper Lakes Group’s first contract to carry coal for Ontario Hydro. During her first season of operation, she made 63 trips delivering coal totaling 1.7 million tons. On Dec. 8, 1967, she set a Welland Canal coal record by carrying 28,283 tons from Conneaut, Ohio, to Dofasco at Hamilton, Ont. June 18, 1969 saw the Canadian Century load a Conneaut, Ohio, record of 31,081 tons of coal for Ontario Hydro’s Lambton Generating Station at Courtright, Ont. In her early years, she would sail to Sept Isles, Que., to rendezvous with her former fleet mate Ontario Power to transfer coal loaded aboard the latter vessel at Sydney, Nova Scotia, for delivery to Nanticoke, Ont. The Canadian Century carried her first load of taconite ore pellets in 1986 when she loaded 25,427 tons at Pointe Noire, Que., for Hamilton, Ont. The vessel has carried cargoes of salt from ports such as Goderich, Ont., and Fairport, Ohio. She has also carried the odd cargo of grain products.
In her later years, the Canadian Century sailed under the management of Seaway Marine Transport, St. Catharines, Ont., a partnership of Algoma Central and Upper Lakes Group.
On March 23, 2001, the vessel was honored in the traditional Top Hat ceremony recognizing the passing of the first upbound vessel through the Welland Canal for the 2001 navigation season.
In 2002, the vessel was renamed John D. Leitch, honoring the chairman of the Upper Lakes Group. On February 25, 2011, a formal statement was issued announcing the sale of the privately owned Upper Lakes fleet and their associated interest in Seaway Marine Transport to the Algoma Central Corporation. On April 15, 2011, Algoma announced that the John D. Leitch would retain her name.
Written by George Wharton
Ship Particulars
Length730′ 00″ (222.51m)
Beam77′ 11″ (23.75m)
Depth45′ 00″ (13.72m)
Midsummer Draft29′ 8″ (9.04m)
Unloading Boom Conveyor Length250′ (76.2m)
Capacity34,127 tons
Engine Power7,500 bhp diesel
Previous Names
Canadian Century1967 – 2002
John D. Leitch2002 – Today
Karate Belts
Four children. Two classes each per week. A lot of driving for me.
Karate classes before and after dinner tonight and helping my daughter with a project for her high school Film and Video class has meant that this is the latest yet that I have uploaded my 365 for the day.
Had to do this one, because I had some major troubles with the midsection of the legscales. Especially the dorsal spines wouldn't fold flat, because it seemed like there were missing some creases in the cp. Fortunately I figured it out, and now I'm sure it'll be easy to collapse it later on. The legs are next.
close-up of a boy opening his christmas present - Cropped close-up of a boy opening his christmas present, Model: Josh Chapman. To Download this image without watermarks for Free, visit: www.sourcepics.com/free-stock-photography/24729103-close-...
The SS 'Richard Montgomery' was built by the St. Johns River Shipbuilding Company in its second year of operations, and was the seventh of the 82 such ships built by that yard. Laid down on 15 March 1943, she was launched on 15 June 1943, and completed on 29 July 1943, given the official ship number 243756, and named after General Richard Montgomery, an Irish-American soldier who was killed during the American Revolutionary War.
In August 1944, on what was to be its final voyage, the ship left Hog Island, Philadelphia, where it had been loaded with 6,127 tons of munitions.
It travelled from the Delaware river to the Thames Estuary, then anchored while awaiting the formation of a convoy to travel to Cherbourg, France, which had come under Allied control on 27 July 1944 during the Battle of Normandy.
When Richard Montgomery arrived off Southend, it came under the authority of the Thames naval control at HMS Leigh located at the end of Southend Pier. The harbour master, responsible for all shipping movements in the estuary, ordered the ship to a berth off the north edge of Sheerness middle sands, an area designated as the Great Nore Anchorage.
On 20 August 1944, it dragged anchor and ran aground on a sandbank around 250 metres from the Medway Approach Channel,[5] in a depth of 24 feet (7.3 m) of water. The general dry cargo liberty ship had an average draught of 28 ft (8.5 m); however, the Montgomery was trimmed to a draught of 31 ft (9.4 m). As the tide went down, the ship broke its back on sand banks near the Isle of Sheppey about 1.5 miles (2.5 km) from Sheerness and 5 miles (8 km) from Southend.
A Rochester-based stevedore company was given the job of removing the cargo, which began on 23 August 1944, using the ship's own cargo handling equipment. By the next day, the ship's hull had cracked open, causing several cargo holds at the bow end to flood. The salvage operation continued until 25 September, when the ship was finally abandoned before all the cargo had been recovered. Subsequently, the ship broke into two separate parts, roughly at the midsection.
During the inquiry following the shipwreck it was revealed that several ships moored nearby had noticed the Montgomery drifting towards the sandbank. They had attempted to signal an alert by sounding their sirens without avail, since throughout this Captain Wilkie of the Montgomery was asleep. The ship's chief officer was unable to explain why he had not alerted the captain. A Board of Inquiry concluded that the anchorage the harbour master assigned had placed the ship in jeopardy, and returned the Montgomery's captain to full duty within a week.
SS Richard Montgomery was an American Liberty ship built during World War II, one of the 2,710 used to carry cargo during the war. The ship was wrecked off the Nore in the Thames Estuary in 1944 with around 1,400 tonnes (1,500 short tons) of explosives on board which continue to be a hazard to the area.
Mulberry harbours were temporary portable harbours developed by the British during World War II to facilitate the rapid offloading of cargo onto beaches during the Allied invasion of Normandy in June 1944. After the Allies successfully held beachheads following D-Day, two prefabricated harbours were taken in sections across the English Channel from Britain with the invading army and assembled off Omaha (Mulberry "A") and Gold Beach (Mulberry "B").
The Mulberry harbours were to be used until the Allies could capture a French port; initially thought to be around three months. However although Antwerp in Belgium was captured on 4 September 1944, the Port of Antwerp was not opened until 28 November as the approaches to the port were held by the Germans until the (delayed) Battle of the Scheldt was won. Two French ports were eventually available; the port of Boulogne on 14 October after Operation Wellhit and the port of Calais in November after Operation Undergo. Montgomery insisted that the First Canadian Army clear the German garrisons in Boulogne, Calais and Dunkirk (which was held until 9 May 1945) first before the Scheldt although the French ports were "resolutely defended" and had all suffered demolitions so would not be navigable for some time. The success of Operation Dragoon meant that the southern French ports of Marseille and Toulon were available in October.
So the need for the harbour at Gold Beach lessened only about five months after D-Day. It was used for 10 months after D-Day; and over 2.5 million men, 500,000 vehicles, and 4 million tonnes of supplies were landed at Gold Beach before it was fully decommissioned. The Mulberry harbour at Omaha Beach had been severely damaged in a storm in late June 1944 and was abandoned. This one, off Shoeburyness, was damaged whilst being towed to France, and abandoned at it's current site.
"John D. Leitch" & the Tug "Point Valour"
The 2 tugs have been opening the slip while the Risley is reopening the channel through the ice for
the Leitch who has been waiting to dock at Thunder Bay Terminals. But has been unable to get near there due to Ice Fields being blown into that part of the Bay and closing the channels cut by the Breakers.
This unique Great Lakes self-unloading bulk carrier was built by Port Weller Dry Docks, St. Catharines, Ont., as Hull #41. She was christened Canadian Century for Upper Lakes Group, Inc., Toronto, Ont., on April 15, 1967 by Mrs. G. E. Gathercole, wife of the Chairman of the Hydro Electric Power Commission of Ontario. The name paid tribute to the 100th anniversary of Canada’s confederation.
At the time of her launch, the vessel was the largest capacity self-unloading vessel on the Great Lakes. Her squared hull design reduced wasted space thus increasing her tonnage, however her very tall wheelhouse and forward accommodation block gave her the distinction of being known as the “little bank building that floats.”
The Canadian Century’s original self-unloading system consisted of a single, center line conveyor belt gravity system with a 300-ton reclaimer feeding a bucket/hopper elevator system leading to a forward-mounted 250 foot discharge boom. The reclaimer consisted of 2 auger screws, each 26 feet long and 7 feet high. As they would turn, the cargo would be forced forward to the bucket elevator system. It could discharge at a rate of up to 4,000 tons per hour. Due to the technological advances in self-unloading systems, the Canadian Century’s bucket elevator system was replaced in 1975/76 with a modern loop belt elevator system capable of discharging cargo at a rate of up to 4,572 tons per hour. The discharge boom can be swung 95 degrees to port or starboard.
The vessel is powered by a Burmeister & Wain type 574 VT2F 160 diesel engine rated at 7,394 b.h.p. at 115 r.p.m. burning intermediate grade 180 fuel driving a controllable pitch propeller, giving the vessel a service speed of 14.5 knots. She is equipped with a 1,000 horsepower bowthruster. Her enormous single hold is fed by 22 hatches. She can carry 25,700 tons at maximum Seaway draft of 26 feet and is capable of carrying 31,600 tons at her maximum mid-summer draft of 29 feet 4 inches. Other capacities include 465 tons of fuel oil, 75 tons of diesel oil, 186 tons of potable water, and 17,348 tons of water ballast.
In December 2001, Canadian Century entered Port Weller Dry Docks for a mid-life refit. The $25-million (C) refit was similar to the work that the shipyard completed on Canada Steamship Lines’ CSL Tadoussac the winter before. The bow and stern sections remained intact, along with most of the main deck. The cargo hold and the rest of the midsection were replaced with a new, larger cargo hold and a one-belt self-unloading system with a flat tank top. When it returned to service in May of 2002, it not only carried more cargo, but could operate more efficiently through the increased use of technology.
The Century was built specifically to accommodate Upper Lakes Group’s first contract to carry coal for Ontario Hydro. During her first season of operation, she made 63 trips delivering coal totaling 1.7 million tons. On Dec. 8, 1967, she set a Welland Canal coal record by carrying 28,283 tons from Conneaut, Ohio, to Dofasco at Hamilton, Ont. June 18, 1969 saw the Canadian Century load a Conneaut, Ohio, record of 31,081 tons of coal for Ontario Hydro’s Lambton Generating Station at Courtright, Ont. In her early years, she would sail to Sept Isles, Que., to rendezvous with her former fleet mate Ontario Power to transfer coal loaded aboard the latter vessel at Sydney, Nova Scotia, for delivery to Nanticoke, Ont. The Canadian Century carried her first load of taconite ore pellets in 1986 when she loaded 25,427 tons at Pointe Noire, Que., for Hamilton, Ont. The vessel has carried cargoes of salt from ports such as Goderich, Ont., and Fairport, Ohio. She has also carried the odd cargo of grain products.
In her later years, the Canadian Century sailed under the management of Seaway Marine Transport, St. Catharines, Ont., a partnership of Algoma Central and Upper Lakes Group.
On March 23, 2001, the vessel was honored in the traditional Top Hat ceremony recognizing the passing of the first upbound vessel through the Welland Canal for the 2001 navigation season.
In 2002, the vessel was renamed John D. Leitch, honoring the chairman of the Upper Lakes Group. On February 25, 2011, a formal statement was issued announcing the sale of the privately owned Upper Lakes fleet and their associated interest in Seaway Marine Transport to the Algoma Central Corporation. On April 15, 2011, Algoma announced that the John D. Leitch would retain her name.
Written by George Wharton
Ship Particulars
Length730′ 00″ (222.51m)
Beam77′ 11″ (23.75m)
Depth45′ 00″ (13.72m)
Midsummer Draft29′ 8″ (9.04m)
Unloading Boom Conveyor Length250′ (76.2m)
Capacity34,127 tons
Engine Power7,500 bhp diesel
Previous Names
Canadian Century1967 – 2002
John D. Leitch2002 – Today
"John D. Leitch" & the Tug "Point Valour"
She is getting into position so that she can back into the Loading dock.
The 2 tugs have been opening the slip while the Risley is reopening the channel through the ice for
the Leitch who has been waiting to dock at Thunder Bay Terminals. But has been unable to get near there due to Ice Fields being blown into that part of the Bay and closing the channels cut by the Breakers.
This unique Great Lakes self-unloading bulk carrier was built by Port Weller Dry Docks, St. Catharines, Ont., as Hull #41. She was christened Canadian Century for Upper Lakes Group, Inc., Toronto, Ont., on April 15, 1967 by Mrs. G. E. Gathercole, wife of the Chairman of the Hydro Electric Power Commission of Ontario. The name paid tribute to the 100th anniversary of Canada’s confederation.
At the time of her launch, the vessel was the largest capacity self-unloading vessel on the Great Lakes. Her squared hull design reduced wasted space thus increasing her tonnage, however her very tall wheelhouse and forward accommodation block gave her the distinction of being known as the “little bank building that floats.”
The Canadian Century’s original self-unloading system consisted of a single, center line conveyor belt gravity system with a 300-ton reclaimer feeding a bucket/hopper elevator system leading to a forward-mounted 250 foot discharge boom. The reclaimer consisted of 2 auger screws, each 26 feet long and 7 feet high. As they would turn, the cargo would be forced forward to the bucket elevator system. It could discharge at a rate of up to 4,000 tons per hour. Due to the technological advances in self-unloading systems, the Canadian Century’s bucket elevator system was replaced in 1975/76 with a modern loop belt elevator system capable of discharging cargo at a rate of up to 4,572 tons per hour. The discharge boom can be swung 95 degrees to port or starboard.
The vessel is powered by a Burmeister & Wain type 574 VT2F 160 diesel engine rated at 7,394 b.h.p. at 115 r.p.m. burning intermediate grade 180 fuel driving a controllable pitch propeller, giving the vessel a service speed of 14.5 knots. She is equipped with a 1,000 horsepower bowthruster. Her enormous single hold is fed by 22 hatches. She can carry 25,700 tons at maximum Seaway draft of 26 feet and is capable of carrying 31,600 tons at her maximum mid-summer draft of 29 feet 4 inches. Other capacities include 465 tons of fuel oil, 75 tons of diesel oil, 186 tons of potable water, and 17,348 tons of water ballast.
In December 2001, Canadian Century entered Port Weller Dry Docks for a mid-life refit. The $25-million (C) refit was similar to the work that the shipyard completed on Canada Steamship Lines’ CSL Tadoussac the winter before. The bow and stern sections remained intact, along with most of the main deck. The cargo hold and the rest of the midsection were replaced with a new, larger cargo hold and a one-belt self-unloading system with a flat tank top. When it returned to service in May of 2002, it not only carried more cargo, but could operate more efficiently through the increased use of technology.
The Century was built specifically to accommodate Upper Lakes Group’s first contract to carry coal for Ontario Hydro. During her first season of operation, she made 63 trips delivering coal totaling 1.7 million tons. On Dec. 8, 1967, she set a Welland Canal coal record by carrying 28,283 tons from Conneaut, Ohio, to Dofasco at Hamilton, Ont. June 18, 1969 saw the Canadian Century load a Conneaut, Ohio, record of 31,081 tons of coal for Ontario Hydro’s Lambton Generating Station at Courtright, Ont. In her early years, she would sail to Sept Isles, Que., to rendezvous with her former fleet mate Ontario Power to transfer coal loaded aboard the latter vessel at Sydney, Nova Scotia, for delivery to Nanticoke, Ont. The Canadian Century carried her first load of taconite ore pellets in 1986 when she loaded 25,427 tons at Pointe Noire, Que., for Hamilton, Ont. The vessel has carried cargoes of salt from ports such as Goderich, Ont., and Fairport, Ohio. She has also carried the odd cargo of grain products.
In her later years, the Canadian Century sailed under the management of Seaway Marine Transport, St. Catharines, Ont., a partnership of Algoma Central and Upper Lakes Group.
On March 23, 2001, the vessel was honored in the traditional Top Hat ceremony recognizing the passing of the first upbound vessel through the Welland Canal for the 2001 navigation season.
In 2002, the vessel was renamed John D. Leitch, honoring the chairman of the Upper Lakes Group. On February 25, 2011, a formal statement was issued announcing the sale of the privately owned Upper Lakes fleet and their associated interest in Seaway Marine Transport to the Algoma Central Corporation. On April 15, 2011, Algoma announced that the John D. Leitch would retain her name.
Written by George Wharton
Ship Particulars
Length730′ 00″ (222.51m)
Beam77′ 11″ (23.75m)
Depth45′ 00″ (13.72m)
Midsummer Draft29′ 8″ (9.04m)
Unloading Boom Conveyor Length250′ (76.2m)
Capacity34,127 tons
Engine Power7,500 bhp diesel
Previous Names
Canadian Century1967 – 2002
John D. Leitch2002 – Today
White Sands Missile Range Museum
Redstone was the Army's largest surface-to-surface ballistic missile. Modified Redstone rockets launched America's first satellite and first human into space. Developed by Wernher Von Braun, Redstone is a direct descendant of the German V-2 rocket.
As a field artillery missile, Redstone was designed to extend the firepower and range of conventional artillery cannon against ground targets. It could deliver a nuclear or high-explosive warhead to targets 200 miles away. In 1951, a nuclear warhead meant a 3-ton package. Since Redstone was a ballistic missile, its initial trajectory and guidance was provided by the launcher. Great care was taken to level the missile and to orient the stabilized platform accurately in the direction of the target.
Redstone's liquid-fueled engine burned alcohol and liquid oxygen, producing about 75,000 pounds of thrust. At burnout, or when the propellant was exhausted, it had a speed of 3,800 miles per hour (6,116 kilometers per hour). For guidance, Redstone had a totally new pure-inertial guidance system using air-bearing gyros. Beyond the earth's atmosphere the inertial guidance system directed it toward the target. After reaching the proper speed, the rocket engine cut out and dropped off, along with the fuel tanks. Then the guidance system and warhead coasted to the target.
As a field artillery missile, Redstone was mobile and transportable by plane, truck or train. However, when on the move, it needed a convoy eighteen miles long, with 200 vehicles carrying approximately 10,000 individual pieces of equipment and more than 600 men. The Redstone itself was carried on three trucks-its nose section (warhead) midsection (power plant and fuel tanks) and tail section- to be assembled in the field.
Named after Redstone Arsenal in Huntsville, Alabama, where it was developed and built, Redstone's development was triggered by outbreak of the Korean War in 1950 to counter Soviet Cold War threats. The first Redstone missile was launched on August 20, 1953 from the Army's missile test range at Cape Canaveral, Florida, and traveled 8,000 yards (7,315 meters). Thirty-six more were launched rough 1958, testing structure, engine performance, guidance and control, tracking and telemetry. On May 16, 1958, combat-ready soldiers fired their first Redstone rocket. It was put into U.S. Army service in Germany that June.
Redstone has been called the Model-T of the Free World's space program. A solid-fuel fourth stage was added to it and Redstone became the Jupiter-C rocket. On January 31, 1958, a Jupiter-C lifted America's first orbiting satellite, Explorer I, into space.
Starting in 1959, warhead some Redstone rockets were modified for NASA's Mercury program. Propellant tanks were elongated by 96 inches, adding 20 seconds of burn time. The section was replaced by the Mercury capsule and escape tower. The first of these Mercury Redstone rockets was tested at Cape Canaveral on December 19, 1960. On May 5, 1961, astronaut Alan Shepard became the first American in space when he was launched on a suborbital flight in a Mercury capsule by a Redstone rocket engine.
Between 1958 and 1962, eighteen Redstone missiles were fired at White Sands Missile Range. Pershing replaced Redstone beginning in 1960.
Length: 69 ft
Diameter: 70 in
Weight: 30 tons
Propellant: Liquid
Range: 200 miles
First Fired: 1958
Angelokastro (Αγγελόκαστρο, "Castle of Angels" or "Angelos' castle") is one of the most important fortified complexes on Corfu. It is situated at the rocky shores on the north-west coast of Corfu. The fortress was built on a natural promontory which gave an excellent defensive position, due to the sheer inclines to the north, west and south, and provided a view of almost entire south Adriatic.
The origin of its name is not completely clear, with some historians mentioning that in 1214 Michael I Komnenos Doukas, Despot of Epirus, sometimes called Michael Angelos, annexed Corfu to Epirus and following his death, Michael II Komnenos Doukas, often called Michael Angelos in narrative sources, further fortified the area and named it after himself and his father: Angelokastro. The Despots were related to the Komnenoi dynasty of Byzantine emperors.
It can be reasonably assumed that since Byzantium lost its dominion over southern Italy in 1071 AD, the Komnenoi must have paid a lot of attention to the castle since Corfu by default became the frontier to the west of the Byzantine Empire between the 11th and 12th centuries, serving to separate and defend Byzantium from its dangerous foes to the west. After the Crusaders took Constantinople in 1204, Corfu fell into the hands of a variety of invaders until 1267 when it was occupied by the Angevins of Naples. Shortly thereafter the Angevins took over Angelokastro. The takeover is documented in a rare manuscript of the time confirming the change of ownership of the castle. The manuscript is the oldest written reference to the castle.
In 1386, the castle came under the ownership of the Most Serene Republic of Venice. Throughout the period of the Venetian rule the castle enjoyed great prominence because it offered protection to the locals from foes such as the Genoan pirates to the west as well as the Turks to the east.
The Venetians, being the prominent maritime power of the era, used it to monitor the shipping lanes in the southern Adriatic and the Ionian sea. The Castellan of the castle was appointed by the city of Corfu and was a nobleman whose family name was included in the Venetian originated Libro d'oro (Golden Book), a list of the aristocratic families of Corfu.
In 1403, a Genoese pirate fleet made an attempt to occupy Angelokastro. The Genoan pirates burned and pillaged the surrounding area. Then they attempted to occupy the castle. After furious battles with the Corfiot garrison, they were ultimately repulsed.
In August of 1571, the Turks made another of many attempts at conquering Corfu. Having seized Parga and Mourtos from the Greek mainland side they attacked the Paxos island, killing, looting and burning. Subsequently they landed on Corfu's southeast shore and established a large beachhead all the way from the southern tip of the island at Lefkimi to Ipsos in Corfu's midsection of the eastern part of the island. These areas were thoroughly pillaged and burnt as in past encounters.
The Turks also attacked Angelokastro at that time trying to establish a beachhead at the northwestern part of the island, but the garrison at Angelokastro stood firm. These Turkish defeats both at the city castle in the east and Angelokastro in the west proved decisive and the Turks abandoned their attempt at conquering Corfu.
With the advent of modern warfare the castle's importance declined and gradually it fell into a state of disrepair. The passage of time did to the castle what no aspiring conqueror could.
The Peugeot 304 is a small family car which was produced by the French manufacturer Peugeot from 1969 to 1980.
The 304 was introduced to the public at the Paris Motor Show in September 1969. Production of the saloon/sedan on the Sochaux assembly lines was discontinued during the summer of 1979, while the "Break" (estate) was produced until the spring of 1980.
Peugeot, which had always been a financially prudent company, saw a gap in the midsize car market in France, Italy and the rest of Western Europe. By using the smaller 204's midsection, development costs were minimized resulting in a higher profit margin because of the higher pricing structure in the larger, better equipped market. The 304's main competitors on its home market came from Renault and Simca, with Citroen noticeably absent from this sector at the launch.
The car was moderately advanced for its time, having fully independent suspension, and a four-speed gearbox located directly below the engine, sharing the same oil as the engine.
The 304 was designed to slot between the popular 204 and the recently introduced Peugeot 504. Since the 204 had an exceptionally spacious passenger cabin for its class, the 304 body used the central portion of the 204: engine and running gear components were mostly interchangeable between the two cars. However, the 304 had a restyled front grill and headlights, designed consciously to emulate the 504.
On Saturday, April 18, a customer in Sutton, WV, reported a baby bear stuck atop a 40-foot utility pole.
“We see bears all the time,” said Bobby Hart, a Mon Power lineman out of the Gassaway Service Center that responded to the call. He acknowledged, however, that encountering a bear perched on a utility pole was “a first for me.”
Hart de-energized the pole so he and his partner, lineman Derrick Kniceley, could safely rescue the cub, interrupting service to a single customer. Fortunately, the baby bear was able to scoot to the top of the pole without coming into contact with the electric line or transformer.
Though he didn’t see momma bear, Hart was pretty certain she wasn’t far away, so the pair called in a state game commissioner for assistance and to watch their backs. The game commissioner concurred that the cub was likely stuck and too frightened to return to the ground on its own.
Plan A called for Hart to climb part way up the pole and try to lasso the cub with a rope and lower it to the ground, but the rope kept slipping off the cub’s midsection.
So it was on to Plan B: Hart and Kniceley reached up high with their yellow extension sticks to gently dislodge the cub’s sharp claws and prod him to walk back down the pole.
“It came down just below the transformer so I could get ahold of it by hand,” said Hart, who had climbed partway up the pole to make the rescue.
He nabbed the cub, who he guessed weighed 20 pounds, by the scruff of the neck and carried it safely to the ground. The cub didn’t growl or bite, staying perfectly still in Hart’s hand. The rescue operation stretched several hours.
Hart handed the cub, which turned out to be a little girl, over to the game commissioner. She was reportedly transported to Pendleton County, WV, for placement in a den with a foster mom.
White Sands Missile Range Museum
Redstone was the Army's largest surface-to-surface ballistic missile. Modified Redstone rockets launched America's first satellite and first human into space. Developed by Wernher Von Braun, Redstone is a direct descendant of the German V-2 rocket.
As a field artillery missile, Redstone was designed to extend the firepower and range of conventional artillery cannon against ground targets. It could deliver a nuclear or high-explosive warhead to targets 200 miles away. In 1951, a nuclear warhead meant a 3-ton package. Since Redstone was a ballistic missile, its initial trajectory and guidance was provided by the launcher. Great care was taken to level the missile and to orient the stabilized platform accurately in the direction of the target.
Redstone's liquid-fueled engine burned alcohol and liquid oxygen, producing about 75,000 pounds of thrust. At burnout, or when the propellant was exhausted, it had a speed of 3,800 miles per hour (6,116 kilometers per hour). For guidance, Redstone had a totally new pure-inertial guidance system using air-bearing gyros. Beyond the earth's atmosphere the inertial guidance system directed it toward the target. After reaching the proper speed, the rocket engine cut out and dropped off, along with the fuel tanks. Then the guidance system and warhead coasted to the target.
As a field artillery missile, Redstone was mobile and transportable by plane, truck or train. However, when on the move, it needed a convoy eighteen miles long, with 200 vehicles carrying approximately 10,000 individual pieces of equipment and more than 600 men. The Redstone itself was carried on three trucks-its nose section (warhead) midsection (power plant and fuel tanks) and tail section- to be assembled in the field.
Named after Redstone Arsenal in Huntsville, Alabama, where it was developed and built, Redstone's development was triggered by outbreak of the Korean War in 1950 to counter Soviet Cold War threats. The first Redstone missile was launched on August 20, 1953 from the Army's missile test range at Cape Canaveral, Florida, and traveled 8,000 yards (7,315 meters). Thirty-six more were launched rough 1958, testing structure, engine performance, guidance and control, tracking and telemetry. On May 16, 1958, combat-ready soldiers fired their first Redstone rocket. It was put into U.S. Army service in Germany that June.
Redstone has been called the Model-T of the Free World's space program. A solid-fuel fourth stage was added to it and Redstone became the Jupiter-C rocket. On January 31, 1958, a Jupiter-C lifted America's first orbiting satellite, Explorer I, into space.
Starting in 1959, warhead some Redstone rockets were modified for NASA's Mercury program. Propellant tanks were elongated by 96 inches, adding 20 seconds of burn time. The section was replaced by the Mercury capsule and escape tower. The first of these Mercury Redstone rockets was tested at Cape Canaveral on December 19, 1960. On May 5, 1961, astronaut Alan Shepard became the first American in space when he was launched on a suborbital flight in a Mercury capsule by a Redstone rocket engine.
Between 1958 and 1962, eighteen Redstone missiles were fired at White Sands Missile Range. Pershing replaced Redstone beginning in 1960.
Length: 69 ft
Diameter: 70 in
Weight: 30 tons
Propellant: Liquid
Range: 200 miles
First Fired: 1958
"John D. Leitch" & the Tugs "Point Valour" & "Glenada"
The 2 tugs have been opening the slip while the Risley is reopening the channel through the ice for
the Leitch who has been waiting to dock at Thunder Bay Terminals. But has been unable to get near there due to Ice Fields being blown into that part of the Bay and closing the channels cut by the Breakers.
This unique Great Lakes self-unloading bulk carrier was built by Port Weller Dry Docks, St. Catharines, Ont., as Hull #41. She was christened Canadian Century for Upper Lakes Group, Inc., Toronto, Ont., on April 15, 1967 by Mrs. G. E. Gathercole, wife of the Chairman of the Hydro Electric Power Commission of Ontario. The name paid tribute to the 100th anniversary of Canada’s confederation.
At the time of her launch, the vessel was the largest capacity self-unloading vessel on the Great Lakes. Her squared hull design reduced wasted space thus increasing her tonnage, however her very tall wheelhouse and forward accommodation block gave her the distinction of being known as the “little bank building that floats.”
The Canadian Century’s original self-unloading system consisted of a single, center line conveyor belt gravity system with a 300-ton reclaimer feeding a bucket/hopper elevator system leading to a forward-mounted 250 foot discharge boom. The reclaimer consisted of 2 auger screws, each 26 feet long and 7 feet high. As they would turn, the cargo would be forced forward to the bucket elevator system. It could discharge at a rate of up to 4,000 tons per hour. Due to the technological advances in self-unloading systems, the Canadian Century’s bucket elevator system was replaced in 1975/76 with a modern loop belt elevator system capable of discharging cargo at a rate of up to 4,572 tons per hour. The discharge boom can be swung 95 degrees to port or starboard.
The vessel is powered by a Burmeister & Wain type 574 VT2F 160 diesel engine rated at 7,394 b.h.p. at 115 r.p.m. burning intermediate grade 180 fuel driving a controllable pitch propeller, giving the vessel a service speed of 14.5 knots. She is equipped with a 1,000 horsepower bowthruster. Her enormous single hold is fed by 22 hatches. She can carry 25,700 tons at maximum Seaway draft of 26 feet and is capable of carrying 31,600 tons at her maximum mid-summer draft of 29 feet 4 inches. Other capacities include 465 tons of fuel oil, 75 tons of diesel oil, 186 tons of potable water, and 17,348 tons of water ballast.
In December 2001, Canadian Century entered Port Weller Dry Docks for a mid-life refit. The $25-million (C) refit was similar to the work that the shipyard completed on Canada Steamship Lines’ CSL Tadoussac the winter before. The bow and stern sections remained intact, along with most of the main deck. The cargo hold and the rest of the midsection were replaced with a new, larger cargo hold and a one-belt self-unloading system with a flat tank top. When it returned to service in May of 2002, it not only carried more cargo, but could operate more efficiently through the increased use of technology.
The Century was built specifically to accommodate Upper Lakes Group’s first contract to carry coal for Ontario Hydro. During her first season of operation, she made 63 trips delivering coal totaling 1.7 million tons. On Dec. 8, 1967, she set a Welland Canal coal record by carrying 28,283 tons from Conneaut, Ohio, to Dofasco at Hamilton, Ont. June 18, 1969 saw the Canadian Century load a Conneaut, Ohio, record of 31,081 tons of coal for Ontario Hydro’s Lambton Generating Station at Courtright, Ont. In her early years, she would sail to Sept Isles, Que., to rendezvous with her former fleet mate Ontario Power to transfer coal loaded aboard the latter vessel at Sydney, Nova Scotia, for delivery to Nanticoke, Ont. The Canadian Century carried her first load of taconite ore pellets in 1986 when she loaded 25,427 tons at Pointe Noire, Que., for Hamilton, Ont. The vessel has carried cargoes of salt from ports such as Goderich, Ont., and Fairport, Ohio. She has also carried the odd cargo of grain products.
In her later years, the Canadian Century sailed under the management of Seaway Marine Transport, St. Catharines, Ont., a partnership of Algoma Central and Upper Lakes Group.
On March 23, 2001, the vessel was honored in the traditional Top Hat ceremony recognizing the passing of the first upbound vessel through the Welland Canal for the 2001 navigation season.
In 2002, the vessel was renamed John D. Leitch, honoring the chairman of the Upper Lakes Group. On February 25, 2011, a formal statement was issued announcing the sale of the privately owned Upper Lakes fleet and their associated interest in Seaway Marine Transport to the Algoma Central Corporation. On April 15, 2011, Algoma announced that the John D. Leitch would retain her name.
Written by George Wharton
Ship Particulars
Length730′ 00″ (222.51m)
Beam77′ 11″ (23.75m)
Depth45′ 00″ (13.72m)
Midsummer Draft29′ 8″ (9.04m)
Unloading Boom Conveyor Length250′ (76.2m)
Capacity34,127 tons
Engine Power7,500 bhp diesel
Previous Names
Canadian Century1967 – 2002
John D. Leitch2002 – Today
Yummie Tummie is a modern body contouring shaper. Your Yummie Tummie is meant to be seen while secretly slimming your mid-section and camouflaging visible lumps and bumps!
Unlike most shapewear that compress your bust and roll up, the Yummie Tummies’ cotton bust and hip panels appear to the outsider as a normal tank top; meanwhile the secret midsection panel is smoothing and shaping your middle, eliminating approximately five pounds off your appearance.
Fidalgo Bay.
NTSB Final Accident Report:
"The newly built yacht Baaden was being launched stern first down the Fidalgo Marina boat ramp in Anacortes, Washington, with eight shipyard personnel on board when it capsized
after entering the water at 2050 on Sunday, May 18, 2014. The yacht was salvaged but was declared a total constructive loss, estimated at $10 million. Three shipyard personnel who were
trapped below decks for up to half an hour were treated for minor cuts and injuries at local hospitals. No pollution was reported.
New World Yacht Builders began construction of the Baaden in December 2011, working from an existing 80-foot-hull mold built in 2002 by Northern Marine. Like other large Northern
Marine yachts, the vessel was custom designed. The 80-foot mold was lengthened in the midsection and stem, the bow was given more flare, and a swim platform was added. The
resulting 85-foot vessel was designated Northern Marine model 8501 and was the first of its kind. New World described the Baaden as having commercial fishing vessel roots in an 85-foot
European-style, luxury, long-range, oceangoing expedition yacht. The builder, the buyer’s representative, and an interior design firm collaborated on the vessel design and styling. Several sister vessels built to the 80-foot-hull design were completed and are in operation.
Due to water damage to interior woodwork, machinery, and electrical systems and expenses associated with repairing the vessel, at the time of this report the Baaden was considered a total constructive loss with an estimated value of $10 million.
Launch team members inspected the launch cradles, dollies, and equipment after the incident and noted that one of the tires on the forward dolly was flat, and witnesses said they saw
bubbles coming from the forward dolly at the time of the launch. The tire likely was damaged during the initial port roll at 2037.
Probable Cause:
The National Transportation Safety Board determines that the probable cause of the capsizing of the yacht Baaden during its initial launch was the vessel’s low margin of stability due to the combined effects of a recording error during the final vessel weigh, which resulted in an incorrect assessment of the vessel’s center of gravity, and an overestimation of the weight of installed ballast."
www.ntsb.gov/investigations/accidentreports/pages/MAB1514...
"John D. Leitch" & the Tug "Point Valour"
The 2 tugs have been opening the slip while the Risley is reopening the channel through the ice for
the Leitch who has been waiting to dock at Thunder Bay Terminals. But has been unable to get near there due to Ice Fields being blown into that part of the Bay and closing the channels cut by the Breakers.
This unique Great Lakes self-unloading bulk carrier was built by Port Weller Dry Docks, St. Catharines, Ont., as Hull #41. She was christened Canadian Century for Upper Lakes Group, Inc., Toronto, Ont., on April 15, 1967 by Mrs. G. E. Gathercole, wife of the Chairman of the Hydro Electric Power Commission of Ontario. The name paid tribute to the 100th anniversary of Canada’s confederation.
At the time of her launch, the vessel was the largest capacity self-unloading vessel on the Great Lakes. Her squared hull design reduced wasted space thus increasing her tonnage, however her very tall wheelhouse and forward accommodation block gave her the distinction of being known as the “little bank building that floats.”
The Canadian Century’s original self-unloading system consisted of a single, center line conveyor belt gravity system with a 300-ton reclaimer feeding a bucket/hopper elevator system leading to a forward-mounted 250 foot discharge boom. The reclaimer consisted of 2 auger screws, each 26 feet long and 7 feet high. As they would turn, the cargo would be forced forward to the bucket elevator system. It could discharge at a rate of up to 4,000 tons per hour. Due to the technological advances in self-unloading systems, the Canadian Century’s bucket elevator system was replaced in 1975/76 with a modern loop belt elevator system capable of discharging cargo at a rate of up to 4,572 tons per hour. The discharge boom can be swung 95 degrees to port or starboard.
The vessel is powered by a Burmeister & Wain type 574 VT2F 160 diesel engine rated at 7,394 b.h.p. at 115 r.p.m. burning intermediate grade 180 fuel driving a controllable pitch propeller, giving the vessel a service speed of 14.5 knots. She is equipped with a 1,000 horsepower bowthruster. Her enormous single hold is fed by 22 hatches. She can carry 25,700 tons at maximum Seaway draft of 26 feet and is capable of carrying 31,600 tons at her maximum mid-summer draft of 29 feet 4 inches. Other capacities include 465 tons of fuel oil, 75 tons of diesel oil, 186 tons of potable water, and 17,348 tons of water ballast.
In December 2001, Canadian Century entered Port Weller Dry Docks for a mid-life refit. The $25-million (C) refit was similar to the work that the shipyard completed on Canada Steamship Lines’ CSL Tadoussac the winter before. The bow and stern sections remained intact, along with most of the main deck. The cargo hold and the rest of the midsection were replaced with a new, larger cargo hold and a one-belt self-unloading system with a flat tank top. When it returned to service in May of 2002, it not only carried more cargo, but could operate more efficiently through the increased use of technology.
The Century was built specifically to accommodate Upper Lakes Group’s first contract to carry coal for Ontario Hydro. During her first season of operation, she made 63 trips delivering coal totaling 1.7 million tons. On Dec. 8, 1967, she set a Welland Canal coal record by carrying 28,283 tons from Conneaut, Ohio, to Dofasco at Hamilton, Ont. June 18, 1969 saw the Canadian Century load a Conneaut, Ohio, record of 31,081 tons of coal for Ontario Hydro’s Lambton Generating Station at Courtright, Ont. In her early years, she would sail to Sept Isles, Que., to rendezvous with her former fleet mate Ontario Power to transfer coal loaded aboard the latter vessel at Sydney, Nova Scotia, for delivery to Nanticoke, Ont. The Canadian Century carried her first load of taconite ore pellets in 1986 when she loaded 25,427 tons at Pointe Noire, Que., for Hamilton, Ont. The vessel has carried cargoes of salt from ports such as Goderich, Ont., and Fairport, Ohio. She has also carried the odd cargo of grain products.
In her later years, the Canadian Century sailed under the management of Seaway Marine Transport, St. Catharines, Ont., a partnership of Algoma Central and Upper Lakes Group.
On March 23, 2001, the vessel was honored in the traditional Top Hat ceremony recognizing the passing of the first upbound vessel through the Welland Canal for the 2001 navigation season.
In 2002, the vessel was renamed John D. Leitch, honoring the chairman of the Upper Lakes Group. On February 25, 2011, a formal statement was issued announcing the sale of the privately owned Upper Lakes fleet and their associated interest in Seaway Marine Transport to the Algoma Central Corporation. On April 15, 2011, Algoma announced that the John D. Leitch would retain her name.
Written by George Wharton
Ship Particulars
Length730′ 00″ (222.51m)
Beam77′ 11″ (23.75m)
Depth45′ 00″ (13.72m)
Midsummer Draft29′ 8″ (9.04m)
Unloading Boom Conveyor Length250′ (76.2m)
Capacity34,127 tons
Engine Power7,500 bhp diesel
Previous Names
Canadian Century1967 – 2002
John D. Leitch2002 – Today
That is the tiniest waist I have ever seen for a guy with those kind of shoulders. How does he even stand up? I thought lady shots looked odd enough with that ratio, but a 'roided up body like that with those hips? Did he live his life in a corset or something?
Dude, the six pack is eating into your midsection! Eat a burrito or something before your top half snaps off!
Remember this the next time you feel bad about any of your retouching jobs.
Edit: Apparently, this photo was good enough for them to use in VICE News. Not sure whether to be glad or not that I wasn't credited, let alone informed. news.vice.com/article/abercrombie-fitch-to-face-supreme-c...
Fidalgo Bay.
NTSB Final Accident Report:
"The newly built yacht Baaden was being launched stern first down the Fidalgo Marina boat ramp in Anacortes, Washington, with eight shipyard personnel on board when it capsized
after entering the water at 2050 on Sunday, May 18, 2014. The yacht was salvaged but was declared a total constructive loss, estimated at $10 million. Three shipyard personnel who were
trapped below decks for up to half an hour were treated for minor cuts and injuries at local hospitals. No pollution was reported.
New World Yacht Builders began construction of the Baaden in December 2011, working from an existing 80-foot-hull mold built in 2002 by Northern Marine. Like other large Northern
Marine yachts, the vessel was custom designed. The 80-foot mold was lengthened in the midsection and stem, the bow was given more flare, and a swim platform was added. The
resulting 85-foot vessel was designated Northern Marine model 8501 and was the first of its kind. New World described the Baaden as having commercial fishing vessel roots in an 85-foot
European-style, luxury, long-range, oceangoing expedition yacht. The builder, the buyer’s representative, and an interior design firm collaborated on the vessel design and styling. Several sister vessels built to the 80-foot-hull design were completed and are in operation.
Due to water damage to interior woodwork, machinery, and electrical systems and expenses associated with repairing the vessel, at the time of this report the Baaden was considered a total constructive loss with an estimated value of $10 million.
Launch team members inspected the launch cradles, dollies, and equipment after the incident and noted that one of the tires on the forward dolly was flat, and witnesses said they saw
bubbles coming from the forward dolly at the time of the launch. The tire likely was damaged during the initial port roll at 2037.
Probable Cause:
The National Transportation Safety Board determines that the probable cause of the capsizing of the yacht Baaden during its initial launch was the vessel’s low margin of stability due to the combined effects of a recording error during the final vessel weigh, which resulted in an incorrect assessment of the vessel’s center of gravity, and an overestimation of the weight of installed ballast."
www.ntsb.gov/investigations/accidentreports/pages/MAB1514...
White Sands Missile Range Museum
Redstone was the Army's largest surface-to-surface ballistic missile. Modified Redstone rockets launched America's first satellite and first human into space. Developed by Wernher Von Braun, Redstone is a direct descendant of the German V-2 rocket.
As a field artillery missile, Redstone was designed to extend the firepower and range of conventional artillery cannon against ground targets. It could deliver a nuclear or high-explosive warhead to targets 200 miles away. In 1951, a nuclear warhead meant a 3-ton package. Since Redstone was a ballistic missile, its initial trajectory and guidance was provided by the launcher. Great care was taken to level the missile and to orient the stabilized platform accurately in the direction of the target.
Redstone's liquid-fueled engine burned alcohol and liquid oxygen, producing about 75,000 pounds of thrust. At burnout, or when the propellant was exhausted, it had a speed of 3,800 miles per hour (6,116 kilometers per hour). For guidance, Redstone had a totally new pure-inertial guidance system using air-bearing gyros. Beyond the earth's atmosphere the inertial guidance system directed it toward the target. After reaching the proper speed, the rocket engine cut out and dropped off, along with the fuel tanks. Then the guidance system and warhead coasted to the target.
As a field artillery missile, Redstone was mobile and transportable by plane, truck or train. However, when on the move, it needed a convoy eighteen miles long, with 200 vehicles carrying approximately 10,000 individual pieces of equipment and more than 600 men. The Redstone itself was carried on three trucks-its nose section (warhead) midsection (power plant and fuel tanks) and tail section- to be assembled in the field.
Named after Redstone Arsenal in Huntsville, Alabama, where it was developed and built, Redstone's development was triggered by outbreak of the Korean War in 1950 to counter Soviet Cold War threats. The first Redstone missile was launched on August 20, 1953 from the Army's missile test range at Cape Canaveral, Florida, and traveled 8,000 yards (7,315 meters). Thirty-six more were launched rough 1958, testing structure, engine performance, guidance and control, tracking and telemetry. On May 16, 1958, combat-ready soldiers fired their first Redstone rocket. It was put into U.S. Army service in Germany that June.
Redstone has been called the Model-T of the Free World's space program. A solid-fuel fourth stage was added to it and Redstone became the Jupiter-C rocket. On January 31, 1958, a Jupiter-C lifted America's first orbiting satellite, Explorer I, into space.
Starting in 1959, warhead some Redstone rockets were modified for NASA's Mercury program. Propellant tanks were elongated by 96 inches, adding 20 seconds of burn time. The section was replaced by the Mercury capsule and escape tower. The first of these Mercury Redstone rockets was tested at Cape Canaveral on December 19, 1960. On May 5, 1961, astronaut Alan Shepard became the first American in space when he was launched on a suborbital flight in a Mercury capsule by a Redstone rocket engine.
Between 1958 and 1962, eighteen Redstone missiles were fired at White Sands Missile Range. Pershing replaced Redstone beginning in 1960.
Length: 69 ft
Diameter: 70 in
Weight: 30 tons
Propellant: Liquid
Range: 200 miles
First Fired: 1958
The S. S. Atlantus is probably the most famous concrete ship. She was built by the Liberty Ship Building Company in Brunswick, Georgia and launched on December 5, 1918 and was the second concrete ship constructed in the World War I Emergency Fleet.
The war had ended a month earlier, but the Atlantus was used to transport American troops back home from Europe and also to transport coal in New England. In 1920, the ship was retired to a salvage yard in Virginia.
In 1926, the Atlantus was purchased by Colonel Jesse Rosenfeld to be used as ferry dock in Cape May, New Jersey for a proposed ferry between Cape May and Cape Henlopen, DE. The plan was to dig a channel into to the shore where the Atlantus would be placed. Two other concrete ships would be purchased to form a Y-shape where the ferry would dock.
In March 1926, the groundbreaking ceremonies were held for the construction of the ferry dock. The Atlantus was repaired and towed to Cape May. On June 8th, a storm hit and the ship broke free of her moorings and ran aground 150 feet off the coast of Sunset Beach. Several attempts were made to free the ship, but none were successful.
Since then the Atlantus has become a tourist attraction seen by millions. People used to swim out to the ship and dive off, until one young man drowned. At one time, a billboard was also placed on the ship. Starting in the late 50's, the ship began to split apart in the midsection.
The S. S. Atlantus can be seen at Sunset Beach in Cape May, NJ. Unfortunately the ocean has taken its toll on the ship and she has broken apart. It's only a matter of time before the last of her remains crumble beneath the waves.
"John D. Leitch" & the Tug "Point Valour".
She is getting into position so that she can back into the Loading dock.
The 2 tugs have been opening the slip while the Risley is reopening the channel through the ice for
the Leitch who has been waiting to dock at Thunder Bay Terminals. But has been unable to get near there due to Ice Fields being blown into that part of the Bay and closing the channels cut by the Breakers.
This unique Great Lakes self-unloading bulk carrier was built by Port Weller Dry Docks, St. Catharines, Ont., as Hull #41. She was christened Canadian Century for Upper Lakes Group, Inc., Toronto, Ont., on April 15, 1967 by Mrs. G. E. Gathercole, wife of the Chairman of the Hydro Electric Power Commission of Ontario. The name paid tribute to the 100th anniversary of Canada’s confederation.
At the time of her launch, the vessel was the largest capacity self-unloading vessel on the Great Lakes. Her squared hull design reduced wasted space thus increasing her tonnage, however her very tall wheelhouse and forward accommodation block gave her the distinction of being known as the “little bank building that floats.”
The Canadian Century’s original self-unloading system consisted of a single, center line conveyor belt gravity system with a 300-ton reclaimer feeding a bucket/hopper elevator system leading to a forward-mounted 250 foot discharge boom. The reclaimer consisted of 2 auger screws, each 26 feet long and 7 feet high. As they would turn, the cargo would be forced forward to the bucket elevator system. It could discharge at a rate of up to 4,000 tons per hour. Due to the technological advances in self-unloading systems, the Canadian Century’s bucket elevator system was replaced in 1975/76 with a modern loop belt elevator system capable of discharging cargo at a rate of up to 4,572 tons per hour. The discharge boom can be swung 95 degrees to port or starboard.
The vessel is powered by a Burmeister & Wain type 574 VT2F 160 diesel engine rated at 7,394 b.h.p. at 115 r.p.m. burning intermediate grade 180 fuel driving a controllable pitch propeller, giving the vessel a service speed of 14.5 knots. She is equipped with a 1,000 horsepower bowthruster. Her enormous single hold is fed by 22 hatches. She can carry 25,700 tons at maximum Seaway draft of 26 feet and is capable of carrying 31,600 tons at her maximum mid-summer draft of 29 feet 4 inches. Other capacities include 465 tons of fuel oil, 75 tons of diesel oil, 186 tons of potable water, and 17,348 tons of water ballast.
In December 2001, Canadian Century entered Port Weller Dry Docks for a mid-life refit. The $25-million (C) refit was similar to the work that the shipyard completed on Canada Steamship Lines’ CSL Tadoussac the winter before. The bow and stern sections remained intact, along with most of the main deck. The cargo hold and the rest of the midsection were replaced with a new, larger cargo hold and a one-belt self-unloading system with a flat tank top. When it returned to service in May of 2002, it not only carried more cargo, but could operate more efficiently through the increased use of technology.
The Century was built specifically to accommodate Upper Lakes Group’s first contract to carry coal for Ontario Hydro. During her first season of operation, she made 63 trips delivering coal totaling 1.7 million tons. On Dec. 8, 1967, she set a Welland Canal coal record by carrying 28,283 tons from Conneaut, Ohio, to Dofasco at Hamilton, Ont. June 18, 1969 saw the Canadian Century load a Conneaut, Ohio, record of 31,081 tons of coal for Ontario Hydro’s Lambton Generating Station at Courtright, Ont. In her early years, she would sail to Sept Isles, Que., to rendezvous with her former fleet mate Ontario Power to transfer coal loaded aboard the latter vessel at Sydney, Nova Scotia, for delivery to Nanticoke, Ont. The Canadian Century carried her first load of taconite ore pellets in 1986 when she loaded 25,427 tons at Pointe Noire, Que., for Hamilton, Ont. The vessel has carried cargoes of salt from ports such as Goderich, Ont., and Fairport, Ohio. She has also carried the odd cargo of grain products.
In her later years, the Canadian Century sailed under the management of Seaway Marine Transport, St. Catharines, Ont., a partnership of Algoma Central and Upper Lakes Group.
On March 23, 2001, the vessel was honored in the traditional Top Hat ceremony recognizing the passing of the first upbound vessel through the Welland Canal for the 2001 navigation season.
In 2002, the vessel was renamed John D. Leitch, honoring the chairman of the Upper Lakes Group. On February 25, 2011, a formal statement was issued announcing the sale of the privately owned Upper Lakes fleet and their associated interest in Seaway Marine Transport to the Algoma Central Corporation. On April 15, 2011, Algoma announced that the John D. Leitch would retain her name.
Written by George Wharton
Ship Particulars
Length730′ 00″ (222.51m)
Beam77′ 11″ (23.75m)
Depth45′ 00″ (13.72m)
Midsummer Draft29′ 8″ (9.04m)
Unloading Boom Conveyor Length250′ (76.2m)
Capacity34,127 tons
Engine Power7,500 bhp diesel
Previous Names
Canadian Century1967 – 2002
John D. Leitch2002 – Today
Here is where the Muse body really starts to differs from the Pure. The midsection is completely reworked; the Pure body has a pelvic joint with a barren belly. The Muse drops this ugly joint in favor of a long, seamless torso. The belly button is pinhole tiny, which bothers me in most cases but it doesn't look out of place here. Going by the measurement difference on the bodies, I believe they shortened it by 0.5cm, but it still appears quite lengthy and lean. The shaping is subtle and beautiful.
I noticed while reviewing this photo that you can clearly see rough pieces of resin inside where the stringing is. I have never had a doll with so much excess resin before. When I first unwrapped her and moved her joints, there was a flurry of resin dust coming out. At one point I moved her ankle, and a bunch of resin flakes dropped out onto my lap. Big pieces too, very odd. You'd think they would make the small effort to remove such debris before shipping the doll to a person that paid way too much money for it.
The arms have been shortened by a centimeter, which was necessary to keep them in proportion. The double-jointing isn't too pretty but it isn't hideous either.
As a side note, it turns out removing this joint was actually not much of a sacrifice, as demonstrated by a batch of comparison photos by elsii (here).
[SHIPtember 2013 Entry; ParLUGment Crazy 88s Challenge]
The IHS Rocktopula was built in 3853 by the Indi Halton Space Hotel and Cruise Lines to travel at non-relativistic speeds between planets and moons in the Sigma Orionis system. It has a capacity of 1400 passengers and 600 crew. It is a luxury liner, with various entertainment and activity rooms along the central corridor, and front sections. Passengers can dine at one of luxury 10 restaurants, gamble their intergalactic credits at the casino, and partake in zero-G squash, zero-G laser tag and other sporting activities. Passengers are also able to take advantage of the Spa to rejuvenate, as well as slow-sleep beds for reduced aging on longer cruises. Two observation towers adorn the mid-section of the ship for passengers to take in interstellar and planetary sights.
The liner is 1550 metres long, and has a top speed of 2500 kilometres per second. It has 3 main docking ports: one opening into the front reception area where guests arrive, and two along the midsection for loading supplies and crew.
The liner is rated 4 stars by Intergalactic Cruising Monthly.
Notes on the build:
- Incorporates 88 Rock tops (Element ID: 4506778 - Design ID: 42284) as part of the ParLUGment Crazy 88s challenge
- Uses RC train track as the main structural element to gain the length and rigidity (I was surprised how strong it was)
- One-hand swooshable
- I don't usually do spaceships; this is my first SHIP
- 155 studs long, 41 studs wide, 25 studs high
Swoosh Video: youtu.be/kyk3OXvgVNc
Complete set of images: www.flickr.com/photos/rt_bricks/sets/72157636033053224/
Fidalgo Bay.
NTSB Final Accident Report:
"The newly built yacht Baaden was being launched stern first down the Fidalgo Marina boat ramp in Anacortes, Washington, with eight shipyard personnel on board when it capsized
after entering the water at 2050 on Sunday, May 18, 2014. The yacht was salvaged but was declared a total constructive loss, estimated at $10 million. Three shipyard personnel who were
trapped below decks for up to half an hour were treated for minor cuts and injuries at local hospitals. No pollution was reported.
New World Yacht Builders began construction of the Baaden in December 2011, working from an existing 80-foot-hull mold built in 2002 by Northern Marine. Like other large Northern
Marine yachts, the vessel was custom designed. The 80-foot mold was lengthened in the midsection and stem, the bow was given more flare, and a swim platform was added. The
resulting 85-foot vessel was designated Northern Marine model 8501 and was the first of its kind. New World described the Baaden as having commercial fishing vessel roots in an 85-foot
European-style, luxury, long-range, oceangoing expedition yacht. The builder, the buyer’s representative, and an interior design firm collaborated on the vessel design and styling. Several sister vessels built to the 80-foot-hull design were completed and are in operation.
Due to water damage to interior woodwork, machinery, and electrical systems and expenses associated with repairing the vessel, at the time of this report the Baaden was considered a total constructive loss with an estimated value of $10 million.
Launch team members inspected the launch cradles, dollies, and equipment after the incident and noted that one of the tires on the forward dolly was flat, and witnesses said they saw
bubbles coming from the forward dolly at the time of the launch. The tire likely was damaged during the initial port roll at 2037.
Probable Cause:
The National Transportation Safety Board determines that the probable cause of the capsizing of the yacht Baaden during its initial launch was the vessel’s low margin of stability due to the combined effects of a recording error during the final vessel weigh, which resulted in an incorrect assessment of the vessel’s center of gravity, and an overestimation of the weight of installed ballast."
www.ntsb.gov/investigations/accidentreports/pages/MAB1514...
White Sands Missile Range Museum
Redstone was the Army's largest surface-to-surface ballistic missile. Modified Redstone rockets launched America's first satellite and first human into space. Developed by Wernher Von Braun, Redstone is a direct descendant of the German V-2 rocket.
As a field artillery missile, Redstone was designed to extend the firepower and range of conventional artillery cannon against ground targets. It could deliver a nuclear or high-explosive warhead to targets 200 miles away. In 1951, a nuclear warhead meant a 3-ton package. Since Redstone was a ballistic missile, its initial trajectory and guidance was provided by the launcher. Great care was taken to level the missile and to orient the stabilized platform accurately in the direction of the target.
Redstone's liquid-fueled engine burned alcohol and liquid oxygen, producing about 75,000 pounds of thrust. At burnout, or when the propellant was exhausted, it had a speed of 3,800 miles per hour (6,116 kilometers per hour). For guidance, Redstone had a totally new pure-inertial guidance system using air-bearing gyros. Beyond the earth's atmosphere the inertial guidance system directed it toward the target. After reaching the proper speed, the rocket engine cut out and dropped off, along with the fuel tanks. Then the guidance system and warhead coasted to the target.
As a field artillery missile, Redstone was mobile and transportable by plane, truck or train. However, when on the move, it needed a convoy eighteen miles long, with 200 vehicles carrying approximately 10,000 individual pieces of equipment and more than 600 men. The Redstone itself was carried on three trucks-its nose section (warhead) midsection (power plant and fuel tanks) and tail section- to be assembled in the field.
Named after Redstone Arsenal in Huntsville, Alabama, where it was developed and built, Redstone's development was triggered by outbreak of the Korean War in 1950 to counter Soviet Cold War threats. The first Redstone missile was launched on August 20, 1953 from the Army's missile test range at Cape Canaveral, Florida, and traveled 8,000 yards (7,315 meters). Thirty-six more were launched rough 1958, testing structure, engine performance, guidance and control, tracking and telemetry. On May 16, 1958, combat-ready soldiers fired their first Redstone rocket. It was put into U.S. Army service in Germany that June.
Redstone has been called the Model-T of the Free World's space program. A solid-fuel fourth stage was added to it and Redstone became the Jupiter-C rocket. On January 31, 1958, a Jupiter-C lifted America's first orbiting satellite, Explorer I, into space.
Starting in 1959, warhead some Redstone rockets were modified for NASA's Mercury program. Propellant tanks were elongated by 96 inches, adding 20 seconds of burn time. The section was replaced by the Mercury capsule and escape tower. The first of these Mercury Redstone rockets was tested at Cape Canaveral on December 19, 1960. On May 5, 1961, astronaut Alan Shepard became the first American in space when he was launched on a suborbital flight in a Mercury capsule by a Redstone rocket engine.
Between 1958 and 1962, eighteen Redstone missiles were fired at White Sands Missile Range. Pershing replaced Redstone beginning in 1960.
Length: 69 ft
Diameter: 70 in
Weight: 30 tons
Propellant: Liquid
Range: 200 miles
First Fired: 1958
The Chrysler 300 "letter series" are high-performance personal luxury cars that were built by Chrysler in the U.S. from 1955 to 1965. After the initial year, which was named 300-C, the 1956 cars were designated 300B. Successive model years given the next letter of the alphabet as a suffix (skipping "i"), reaching the 300L by 1965, after which the model was dropped.
The 300 "letter series" cars were among the vehicles that focused on performance built by domestic U.S. manufacturers after World War II, and thus can be considered one of the muscle car's ancestors, though full-sized and more expensive.
The automaker began using the 300 designations again for performance-luxury sedans, using the 300M nameplate from 1999 to 2004, and expanding the 300 series with a new V8-powered 300C, the top model of a relaunched Chrysler 300 line, a new rear-wheel drive car launched in 2004 for the 2005 model year. Unlike the first "letter series" series, the successive variants do not feature standard engines producing at least 300 hp (220 kW), except for Chrysler's current top-line 300C models.
1955 C-300
This first of the letter series cars did not bear a letter, but can retroactively be considered the '300A'. The 'C-' designation was applied to all Chrysler models; however for marketing purposes the numerical series skipped more than 225 numbers forward in sequence in order to further reinforce the 300's bhp rating. The 300 originally stood for the 300 hp (220 kW) engine. The C-300 was really a racecar aimed at the NASCAR circuits that was sold for the road for homologation purposes, with Chrysler's most powerful engine, the 331 cu in (5.4 L) FirePower "Hemi" V8, due to the hemisperic shape of the combustion chambers, fitted with twin 4-barrel carburetors, a race-profiled camshaft setup, solid valve lifters, stiffer suspension, and a performance exhaust system. By 1956 this would be the first American production car to top 355 hp (265 kW), and the letter series was for many years the most powerful car produced in the United States.
The car's "Forward Look" styling can be attributed as much to the Chrysler parts bin as designer Virgil Exner. The front clip, including the grille, was taken from the Imperial of the same year, but the rest of the car did not look like an Imperial. The midsection was from a New Yorker hardtop, with a Windsor rear quarter. Exner also included base-model Chrysler bumpers and removed many exterior elements such as back-up lights, hood ornament, side trim, and exterior mirrors. An electric clock and two-speed windshield wipers were standard. There were few options available including selection of three exterior colors (red, white and black) and only one color of tan leather interior. Power windows and power seat were available but air conditioning was not available in 1955.
Measured at 127.58 mph (205.32 km/h) in the Flying Mile, and doing well in NASCAR, the C-300 aroused interest that was not reflected in its modest sales figure of 1,725.
When the C300 competed in NASCAR, it was painted to advertise that it was the "world's fastest stock car".
[Text from Wikipedia]