Pentax MZ-5n 6.8.16Film3 (5)

The westbound "Salad Shooter" from New York to California heads west towards Sherman Hill near Granite, WY. The train is running at restricted speed due to high winds on the hill. November 18, 2013.

Captain Steven J. Card

2003

Oil on Canvas

Monumental art in one of the stairwells of Holland-America Line's M/S Westerdam.

-------------------------------------------------------------------------------------------

SS Westernland was a transatlantic ocean liner that was launched as Regina in Scotland in 1917, renamed Westernland in 1929 and was scrapped in 1947. She began her career as a troop ship repatriating US troops after the Armistice of 11 November 1918.

In the Second World War, Westernland served as a troop ship, repair ship and destroyer depot ship.

In her career of almost three decades she was registered in the United Kingdom, Germany and the Netherlands and passed through the hands of at least eight different owners and operators, including several notable transatlantic shipping lines and the Royal Navy.

Building

Dominion Line, a subsidiary of the International Mercantile Marine Company (IMM), ordered Regina in 1913.[1] Harland & Wolff built her on slip A in its Govan yard, launching her on 19 April 1917.[2] Her registered length was 575.3 ft (175.4 m), her beam was 67.8 ft (20.7 m) and her depth was 41.2 ft (12.6 m).[3]

Although designed as an ocean liner, in the First World War she was completed as a troop ship with an incomplete superstructure, only one funnel and only one mast. On 26 October Harland & Wolff delivered her to the IMM's British and North Atlantic Steam Navigation Company.[2][4] Her UK official number was 140596 and she was registered in Liverpool.[4]

Regina had three screws. A pair of four-cylinder triple-expansion steam engines drove her port and starboard screws. Exhaust steam from their low-pressure cylinders powered a low-pressure steam turbine that drove her middle screw.[3] Sources disagree as to the combined power of the three engines: one cites it as 9,460 ihp[5] and another cites it as 12,200 ihp.[2] Between them the three engines gave her a speed of 16 knots (30 km/h).[6]

Harland & Wolff's Belfast yard built two sister ships for IMM: Pittsburgh (later named Pennland), laid down in 1913 and launched in 1920,[7] and Doric, launched in 1922 and completed in 1923.[8] Doric differed from Regina and Pittsburgh by having twin screws and pure turbine propulsion.[9]

From December 1918 Regina sailed between Liverpool and Boston repatriating US troops and carrying emigrants.[1] In 1920 August 1920 Regina arrived at Harland & Wolff's Belfast yard for completion as an ocean liner. Her upper promenade deck, second funnel and second mast were added and berths for 2,300 passengers: 600 cabin-class and 1,700 third class.[2] Her holds also had 50,480 cubic feet (1,429 m3) of refrigerated space for perishable cargo.[10]

IMM transferred Regina to another of its subsidiaries, Frederick Leyland and Company. On 16 March 1922 began her first voyage for Leyland Line from Liverpool to Portland, Maine via Halifax, Nova Scotia. On 29 April she left Liverpool again, this time on her first voyage to Quebec and Montreal. She made her last Leyland Line voyage on this route in November 1925.[2]

Leyland Line chartered Regina to White Star Line. Her first voyage for White Star Line began on 12 December 1925 from Liverpool to New York via Halifax. In June 1926 she was refitted for White Star Line with accommodation for cabin class, tourist class and third class passengers. Her last White Star Line voyage was in November 1929 from Liverpool to Montreal via Belfast, Glasgow and Quebec.[2]

Westernland in civilian service Mid 1930–Early 1940

At the end of 1929 Red Star Line chartered 'S.S. Regina' and renamed her 'Westernland' .[3] Her first Red Star Line voyage began on 10 January 1930 from Antwerp to New York via Le Havre and Southampton. In 1934 IMM sold the Red Star Line to Arnold Bernstein.[11] Her last Red Star Line voyage for IMM was on the same route and began on 30 November that year.[2]

Bernstein registered Westernland in Hamburg[12] and had her refitted to carry 486 tourist class passengers. He route remained Antwerp – Southampton – New York. Her first Red Star voyage for Bernstein began on 29 March 1935, and her last began on 6 May 1939.[2]

In 1939 Nazi Germany exiled Bernstein, and his German businesses were dissolved. Holland America Line bought the Red Star Line fleet including Westernland,[13] which it registered in Rotterdam.[14] That June she resumed service on the Antwerp – Southampton – New York route.[2] On 15–18 October 1939 she was in Rotterdam, which was not one of her usual ports of call.[15]

On 10 April 1940 Westernland left Antwerp for New York as usual.[2] On 10 May Germany invaded the Netherlands and Belgium, and on the same day Westernland took refuge in Falmouth Bay.[15]

On 7 June 1940 Westernland left Falmouth Bay for Avonmouth. She shuttled between Avonmouth, Newport, Wales and Falmouth until 12 July. On 14 July Westernland reached Liverpool[15] – the same day as her sister Pennland reached Liverpool from Halifax in Convoy HX 54.[16]

On 31 August 1940 Westernland and Pennland left Liverpool under escort[15] as part of the task force for the capture of Dakar. Westernland carried the Free French General Charles de Gaulle[17] and reached Freetown in Sierra Leone on 20 September.[15]

On 25 October 1940 Westernland left Freetown. She called at Takoradi on the Gold Coast and continued via Cape Town to Durban, where she arrived on 15 November.

She spent most of the next 10 months as a troopship in the Indian Ocean, visiting Mombasa, Bombay, Suez, Colombo, Aden, Port Sudan, Massawa, Singapore, Fremantle and Sydney.[15] When laden, Westernland carried more than 2,000 troops. The highest number recorded was 2,866 from Aden to Colombo in March 1942.[18]

On 30 September 1942 Westernland left Durban and the Indian Ocean. She called at Cape Town, Pernambuco and Hampton Roads, and reached New York on 13 November.[15] In November 1942 the Admiralty bought Westernland and had her converted into a repair ship. Her pennant number was F 87.[2]

In December 1942 Westernland returned to Britain with Convoy HX 219.[15] In January 1943 she was converted again, into a destroyer depot ship.[19]

Fate 1945–1947

In 1945 Westernland was transferred to the Ministry of War Transport, who contracted Cunard-White Star Line to manage her. In October 1946 the South Georgia Company bought her, intended to have her converted into a whaling factory ship, and contracted Christian Salvesen to manage her.[5]

However, the South Georgia Company abandoned its plan, and instead sold Westernland to Hughes, Bolckow and Company for scrap. On 1 August 1947 she arrived at Blyth, Northumberland to be broken up.[5]

en.wikipedia.org/wiki/SS_Westernland

In long term ownership, since 1998. Registered 11 days before my one, surprisingly it's also done a higher mileage too. All the recent MOTs have had no major fails, just perishable items.

I still maintain that ZXs are one of the best 90s everyday cars still in reasonably easy to come by numbers. Mine has done 2000 miles in just over 2 months and hasn't once let me down.

October 15, 1977. one of the Northern Pacific's "Conditionaire" covered hoppers. They were equipped with mechanical refrigeration and sprayed with insulation. They were used to keep perishable foods temperature controlled all year long

Carta (Sibiu County): Cistercian monastery

The city and monastery of Carta are located 43 km from Sibiu on the road to Brasov. Here are preserved the ruins of the Cistercian monastery, one of the oldest and most important monuments of the primitive Gothic church in Transylvania. The Cistercians are a monastic order originating in France and widespread in several countries.

The Carta Cistercian Abbey played a major role in the political, economic and cultural history of medieval Transylvania, as well as in the introduction but also in the dissemination of Gothic art in the inter-Carpathian space.

The monastery was founded in the years 1205-1206 by King Andrew II of Hungary.

The beginnings of the monastery are confirmed with the erection of its first buildings, used, as the Cistercians used it, from perishable materials, that is to say wood. These can be dated with relative certainty between the years 1205-1206.

The stone parts of the monastery will be erected between the years 1220 and the end of 1230. The construction of the monastery was carried out in two main phases of execution, chronologically interrupted by the great Tatar invasion of 1241.

In the first phase of construction, which has stylistic characteristics dependent on the late Romanesque, the general plan of the monastery was drawn, the walls delimiting its inner courtyard being raised to a height of 3-4m above the ground.

In 1260, after the assassination caused by the Mongol invasion in the spring of 1241, construction work will resume under the direction of a new architect, trained in the environment of mature Gothic, and with the contribution of a workshop of stone with an eclectic structure.

By 1300, the church and the eastern wing of the Charter Monastery were completed, with the completion and construction of the southern wing of the abbey continuing for approximately two decades.

The fierce struggles with the Ottomans from 1421 to 1432 and the decline of the order made the church and its monastery a ruin. This also led to its closure by King Mathias Corvin in 1474.

However, the west facade is still standing and above the Gothic portal is a large rose window. The tower attached to the facade was built later, in the middle of the 15th century, and its transformation into a bell tower took place later.

Currently, the monastery no longer has all the original buildings and annexes, many of which collapse. The vaults of the huge church have collapsed and there are only a few exterior walls and two interior beams (south and north). To the south, there is still a single Roman column, and the side ships, according to the Cistercian plan, end in a small square choir. The main ship no longer has a ceiling - in its place is a cemetery in memory of the German soldiers killed in the First World War.

The Reformed Church today occupies only the choir and the apse of the old basilica. The Gothic portal has probably been moved from a side entrance and its profile betrays Gothic influences.

Numerous examples of the tombs of the founders of Cistercian churches allow the existence of a royal necropolis under Carta.

2021

Koyambedu Wholesale Market Complex, Koyambedu District, Chennai, India; one of Asia's largest (14.41 acres) perishable goods markets (fruits, vegetables, flowers).

©2013 Patrick J Bayens

Canon EF 135mm f/2L USM

The Normanton Railway Terminus:

The railway complex at Normanton consists of the major buildings of an important inland railway terminus connecting this port with the goldfield at Croydon.

A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and would also have served the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000 and 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The work was designed and supervised by George Phillips and this section opened on 7 May 1889. The current route of the line was finalised in 1889 and reached Croydon on 7 July 1891, opening on the 20 July.

In 1867 Phillips had taken part in the exploration of the country around Normanton with William Landsborough, working for him a surveyor. Soon afterwards, he surveyed the area chosen as a port to become the town of Normanton. The country was difficult for conventional railway tracks due to flooding, lack of suitable timber and voracious termites. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. It was this system that was specified for the Normanton to Croydon line and Phillips was engaged to supervise the construction. After the railway was completed he maintained an interest in the area, serving as MLA for Carpentaria, inspecting artesian bores and writing a report on ports and railways in 1909.

The station building and carriage shade were designed under Phillips direction by James Gartside, a draftsman for the department. and were built about 1889. The line was opened in 1891. At its peak, the complex at Normanton consisted of a station building containing a telegraph office, station master's and traffic manager's offices, clerks' room, waiting room, parcels and cloak room, booking office, and a ladies' room with a ramp to ladies-only earth closets. Attached to the station building, and sheltering the platform and three tracks, was an arcaded carriage shade with a curved roof .

The terminus also had a large goods shed with a crane and because the line was isolated, a workshop area comprising a maintenance store, suspense stores, a timber shed, tanks, locomotive store, fitting shop, carpenter's and blacksmith's shops, timber shed, gantry and engine shed.. There was also a horse and carriage dock, porters' and lamp rooms, closets, and a tool house nearby. Residences for the station master, enginemen and guard were located south-east of Landsborough St. The traffic manager's house and stables adjoined where the wharf line departed for the Margaret and Jane landing on the Norman River.

The goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. Traffic on the line was never high and steadily declined, although its value as a community service and a vital link during the wet season kept the line open. This was because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of services and staff were considerably reduced. In the 1930s, all weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978.

Although the line initially used steam locomotives, supplying enough suitable water for them locomotives was a problem from the beginning on this line and trains eventually carried water trucks. Railmotors were also more economical to run, so in 1922 the first railmotor, a Panhard, was tried on this route. In 1929 steam locomotives were discontinued and railmotors only were used. Diesel locomotives supplemented these in the 1980s.

Some of the working buildings at the terminus deteriorated and were removed including the workshops, carpenters and blacksmiths, though the sites can be still plainly seen.

The Normanton to Croydon Railway Line:

The railway line linking Normanton to Croydon was built between 1888 and 1891 and is the last isolated line of Queensland Rail still in use. It utilised an innovative system of submersible track with patented steel sleepers and retains buildings of considerable architectural and technical interest at its terminus in Normanton.

In 1867 William Landsborough investigated the Norman River area to select a port site to serve the pastoral stations south of the Gulf of Carpentaria. With him was George Phillips who shortly thereafter surveyed the chosen site of Normanton. Phillips later supervised the construction of the Normanton to Croydon Railway, and retained an interest in the area, serving as MLA for Carpentaria in the 1890s.

A railway line between Normanton and Cloncurry had been discussed as early as 1883 and was approved by Parliament in 1886. This was a difficult stretch for carriers and a rail link would have been valuable to pastoral stations in the area and was planned to serve the Cloncurry Copper Mine. It was at the time intended to eventually link the new line with the Great Northern Railway connecting Charters Towers and the important port of Townsville. However, in November 1885 a major gold strike was reported at Belmore Station, 145 km east of Normanton and by the end of 1886 the population of the Croydon field was 2000, rising to 6000 in the following year. Transportation was a major problem and access to this field became more important than the link to Cloncurry. It was decided to divert the line to Croydon.

The line was technically innovative, in response to the terrain and conditions. The country was flat but difficult for conventional railway tracks due to flooding, lack of suitable timber for sleepers and termite attack. In 1884 Phillips patented a system for taking railways across such country which utilised special U section steel sleepers laid directly on the ground. During floods the line could be submerged without washing out the ballast and embankments normally used, so that it could quickly be put back into service when the waters subsided. The steel sleepers were also impervious to termite attack, and although initially more expensive than timber sleepers, were cheaper to lay and maintain. The bridges along the line were also designed to be submersible. This system was particularly suited to the Gulf country and was specified for the Normanton to Croydon line with Phillips engaged to supervise the construction. Tenders were called in July 1887 and the first section to Haydon began in May 1888. The first line laid was between the Normanton station site and the Margaret and Jane landing at Normanton wharf in order to bring materials from ships to the terminal site. This line has not survived.

Some problems were encountered with constructing the line because of the difficulty of maintaining a constant and adequate supply of Phillips sleepers. They were cast at the Toowoomba Foundry at Woolloongabba in Brisbane and also in Glasgow, but in order to keep construction going, timber sleepers were used on some sections and timber was also used for some bridges, originally designed to be made of steel.

The construction method involved clearing a three metre wide band ahead of the rail which was stumped, ploughed, harrowed, rolled and lightly ballasted. The U shaped sleepers were then laid on this prepared surface and the rail attached to them by special clips. The construction train then passed over them forcing the U shape down into the ground and depressing the sleepers for above half their depth. Soft spots were then packed. The finished rails were intended to be 25 to 50 mm above the surface. However, in practice the sleepers became more deeply embedded with time. The first section of 61km to Haydon was opened in May 1889, then to Patterson's (Blackbull) in December 1890, and to Croydon in July 1891.

The buildings for the terminus at Normanton consisted of a station with a large arched carriage shade and a goods shed, all constructed of corrugated iron on timber frames, although the framework for the station building was used to considerable decorative effect. Because the line was isolated, a range of maintenance buildings and facilities such as machine shops, blacksmith and carpenters shops were added over the next few years. At the other end of the line, Croydon had more modest goods and locomotive sheds and a station with a roofed section over 2 tracks. In 1895, a railway water reserve was proclaimed on the flooded Bird-in-the-Bush shaft on True Blue Hill at Croydon.

Most of the timber sleepers on the line were soon replaced because of termite damage, although one section over salt pan used timber rather than metal to prevent corrosion. A number of low level bridges form an important part of this line and were also intended to be metal. In 1900 two bridges at Glenore Crossing which had been built in timber in 1890 were replaced by low level concrete and steel bridges. That at Glenore Crossing number 3 reused fishbelly plate girders from the original 1876 Albert Bridge in Brisbane as main spans. Original metal and concrete bridges survive and those at 80 Mile Creek and Belmore Creek at Croydon are good examples of their type.

Initially the line carried perishables, mail and passengers, and goods like building materials and merchandise. It also ferried firewood for mine boilers and batteries as the land was progressively cleared. During the late 1890s special trains were run for picnics at most of the water holes along the line, particularly the Blackbull lagoon and weekend excursions from Normanton to Croydon or Golden Gate. The Golden Gate mine, some 4 miles west of Croydon and on the railway line, was first mined in 1887. It enjoyed prosperity from about 1895 to 1901, and the Golden Gate township itself had 1500 inhabitants. A service between Croydon and Golden Gate on the weekends was introduced in 1902.

However, the goldfield at Croydon did not sustain its initial success. By the early 1900s its output had dropped considerably and after WWI when widespread mining diminished, it was obvious that the field would not recover. The railway had only run at a profit between 1898 and 1902 and traffic, never high, steadily declined. The line stayed open as a community service and as a vital link during the wet season. This was largely because the Phillips system worked well and the track could be put back into use almost immediately after flooding, whereas roads stayed impassable for much longer. Fortunately, the track took less maintenance than standard track because in the early 1920s the number of staff was considerably reduced. To cut costs, and because the supply of suitable water had always been a problem, the first railmotor, a Panhard, was introduced in 1922. By 1929 steam trains had been completely phased out. In the 1930s, all-weather roads made the railway less important, but until the late 1960s the rail remained a vital transport link in the area. The terminus now functions largely as a tourist attraction. One railmotor was restored and named the 'Gulflander' in 1978 and a railmotor now makes a weekly trip hauling carriages and a flat top wagon for passengers' cars. In the wet season it also carries freight when the roads are cut. Stops are at Clarina (11 miles), Glenore (14m), Haydon (40m), RM Stop No1 (49m), Blackbull (56m), and on to Croydon (94m). There is often also a photo stop at the remains of the Golden Gate mine (92m).

Not all of the buildings have survived; the station at Croydon being destroyed by a storm in 1969. The tank there was demolished in 1972, that at Haydon in 1980, and the blacksmiths shop and workshops in Normanton were sold and demolished in 1980.

Source: Queensland Heritage Register.

My favourite salad bowl broke all of its own accord. After the photo I superglued it back together; I'll surely find a second life for it.

Here is a poem about broken things by Pablo Neruda:

Things get broken

at home

like they were pushed

by an invisible, deliberate smasher.

It's not my hands

or yours

It wasn't the girls

with their hard fingernails

or the motion of the planet.

It wasn't anything or anybody

It wasn't the wind

It wasn't the orange-colored noontime

Or night over the earth

It wasn't even the nose or the elbow

Or the hips getting bigger

or the ankle

or the air.

The plate broke, the lamp fell

All the flower pots tumbled over

one by one. That pot

which overflowed with scarlet

in the middle of October,

it got tired from all the violets

and another empty one

rolled round and round and round

all through winter

until it was only the powder

of a flowerpot,

a broken memory, shining dust.

but which got broken anyway

"This Saturday, May 12, US letter carriers pick up donations of food that people have set out by their mailboxes. These donations are brought back to the Post Office and loaded unto trucks provided by local food pantries."

"Sixteen percent of all Americans are at risk of hunger—uncertain where their next meal may be coming from. That includes 1 in 5 children under the age of 18, plus 4 million seniors who are forced every day to choose between paying a utility bill and buying food."

(nalc.org)

Be sure to set out your non-perishable food-including pet food-near your mailbox so letter carriers like my hubby can help feed the hungry!

*I'd love to see my Flickr friends post images of food to remind others of the NALC Food Drive*

Facebook ♦ Twitter ♦ Pinterest ♦ Instagram ♦ 500px ♦ Website

The concept translates into the archetypical lighthouse conical shape, reduced to its simplest expression and conformed to the lifeguard stand proportions and wrapped in aged wood. The Beacon will act as a temporary drop-off location for non-perishable items such as canned food or clothes.

Building upon last year’s participation from OCAD, Ryerson University and Laurentian University, 2017 sees teams from three schools submitting design concepts; University of Waterloo, University of Toronto and Humber College School of Media Studies & IT, School of Applied Technology. Source:https://www.canadianarchitect.com/exhibitions-installations/winter-stations-2017/1003737469/

CRYO-TRANS

Benched in Southern California

4052 Princess Beatrice was an 84G Shrewsbury based locomotive. The GWR Star class machine is in deplorable external condition as stands is under the roof at the west end of Shrewsbury station. The lamp code tells us it is at the head of a class C parcels/perishables vacuum braked train.

4052 was a Churchward Star class 4-6-0, it entered traffic in June 1914 the loco had a fairly quiet life being allocated to Worcester twice, Hereford, and finally Shrewsbury, she was scrapped at Swindon Works in June 1953.

Peter Shoesmith 25/08/1952.

This is a re-scan of one of Peter's 33mm square negs, it is better, really...

Copyright John Whitehouse & Geoff Dowling: All rights reserved

Carta (Sibiu County): Cistercian monastery

The city and monastery of Carta are located 43 km from Sibiu on the road to Brasov. Here are preserved the ruins of the Cistercian monastery, one of the oldest and most important monuments of the primitive Gothic church in Transylvania. The Cistercians are a monastic order originating in France and widespread in several countries.

The Carta Cistercian Abbey played a major role in the political, economic and cultural history of medieval Transylvania, as well as in the introduction but also in the dissemination of Gothic art in the inter-Carpathian space.

The monastery was founded in the years 1205-1206 by King Andrew II of Hungary.

The beginnings of the monastery are confirmed with the erection of its first buildings, used, as the Cistercians used it, from perishable materials, that is to say wood. These can be dated with relative certainty between the years 1205-1206.

The stone parts of the monastery will be erected between the years 1220 and the end of 1230. The construction of the monastery was carried out in two main phases of execution, chronologically interrupted by the great Tatar invasion of 1241.

In the first phase of construction, which has stylistic characteristics dependent on the late Romanesque, the general plan of the monastery was drawn, the walls delimiting its inner courtyard being raised to a height of 3-4m above the ground.

In 1260, after the assassination caused by the Mongol invasion in the spring of 1241, construction work will resume under the direction of a new architect, trained in the environment of mature Gothic, and with the contribution of a workshop of stone with an eclectic structure.

By 1300, the church and the eastern wing of the Charter Monastery were completed, with the completion and construction of the southern wing of the abbey continuing for approximately two decades.

The fierce struggles with the Ottomans from 1421 to 1432 and the decline of the order made the church and its monastery a ruin. This also led to its closure by King Mathias Corvin in 1474.

However, the west facade is still standing and above the Gothic portal is a large rose window. The tower attached to the facade was built later, in the middle of the 15th century, and its transformation into a bell tower took place later.

Currently, the monastery no longer has all the original buildings and annexes, many of which collapse. The vaults of the huge church have collapsed and there are only a few exterior walls and two interior beams (south and north). To the south, there is still a single Roman column, and the side ships, according to the Cistercian plan, end in a small square choir. The main ship no longer has a ceiling - in its place is a cemetery in memory of the German soldiers killed in the First World War.

The Reformed Church today occupies only the choir and the apse of the old basilica. The Gothic portal has probably been moved from a side entrance and its profile betrays Gothic influences.

Numerous examples of the tombs of the founders of Cistercian churches allow the existence of a royal necropolis under Carta.

Seen at Elitch Gardens Amusement Park

2000 Elitch Circle

Denver, Colorado. USA.

July 19, 2008

Divco

From Wikipedia ;

Divco was a brand name of delivery trucks built and marketed in the United States. Divco is an acronym which stands for Detroit Industrial Vehicles COmpany. Divco became known for its multi-stop delivery trucks, particularly in use as home delivery vehicles by dairy producers. From 1926 until 1986, Divco produced trucks of various sizes and job descriptions.

History

The chief engineer of the Detroit Electric Vehicle Company, George Bacon, suggested using a gasoline engine for their line of delivery vehicles to overcome limits on their range and performance in cold weather. Because his bosses refused, Bacon left the company and with a group of investors, established the Detroit Industrial Vehicle Company in 1926.

The first Divco "Model A" were boxy, practical vehicles. High organizational costs meant the company went through a reorganization in 1927. In 1928, a larger, more conventional "Model G" was introduced that evolved into the "Model S" that was manufactured into the 1930s.

During the Great Depression the company was bought out by Continental Motors Company, which supplied most of the engines installed in Divco trucks, and then spun off from Continental in 1936 to be acquired by Twin Coach, thus becoming "Divco-Twin." A new design was introduced in 1937 featuring a welded all-steel van body and a snub-nosed hood, a model that was manufactured with almost no changes up to the end of the line in 1986. Along with the new "Model U", the company built a new production facility on the outskirts of Detroit.

With most Divco trucks, controls allowed driving while standing, including throttle and brake mounted on the steering column. The early models were not refrigerated, with perishable loads such as milk crates loaded and then covered with ice — making the trucks prone to rust from the inside out.

The company marketed to fleet buyers promoting their trucks as "a bigger value when you buy, produces more profit in your delivery operation, is worth more when you trade."

In 1957, Divco merged with the Wayne Works in Richmond, Indiana, to form Divco-Wayne. During the Divco-Wayne era, some Divco trucks were modified with seats and windows from the Wayne Works to produce a Divco Dividend Bus. Very few of these units were built between 1959 and 1961.

The truck manufacturing of Divco-Wayne continued to be through the Divco portion. Divco was spun off from the company in 1968, and production was moved from Detroit to Delaware, Ohio, in 1969. Production ended in 1986.

Wayne continued manufacturing buses until bankruptcy and liquidation in 1992.

One of the first signs of winter, aside from holiday lights, is roasted chestnuts sold on city streets. Slowly roasted, the chestnut, which is more like a starch than a nut, makes the perfect sweet and savory snack. Plus it’s healthy: low in fat and calories; full of fiber, calcium, and vitamin C.

Since chestnuts are highly perishable, they need to be eaten soon after purchasing them, and they should be stored in a breathable bag in the refrigerator.

1 Corinthians 15 53: English version (+ continuation, which makes it a bit more hopeful) below:

53For the perishable must clothe itself with the imperishable, and the mortal with immortality. 54When the perishable has been clothed with the imperishable, and the mortal with immortality, then the saying that is written will come true: "Death has been swallowed up in victory."

The night closes in as 50003 Temeraire awaits departure from Teignmouth with the 18:45 Penzance Paddington 'up Perishables' of 21st July 1985. Holidays at this time were always spent chasing the Class 50s, staying in either Teignmouth or Exeter. Seeing this working was the last picture of the day before retiring to the B&B for a nightcap! That summer I was anxiously awaiting A level results, the Class 50s provided a very nice distraction.

M40 near Gaydon 12/03/2022

Picture of one of the biggest perishable market in Asia.

"Das Buddhistische Haus", built 1923-1926;

Edelhofdamm 54

The Buddhist house, is a Theravada Buddhist temple complex (Vihara) in Frohnau, Berlin. It is considered to be the oldest and largest Theravada Buddhist center in Europe.

Entering the Elephant Door the visitor faces 73 steps up to reach the main building. The stair symbolizes the Buddha's Noble Eightfold Path to salvation from the suffering of the perishability.

PLEASE, no multi invitations, glitters or self promotion in your comments. My photos are FREE for anyone to use, just give me credit and it would be nice if you let me know, thanks - NONE OF MY PICTURES ARE HDR.

The present lighthouse has been in operation since 1884. This was the rear range light for the harbour, the front range light is no longer there. The lighthouse is white tapered wooden tower, with a red lantern. It was a guide for coastal steamers transporting non-perishable goods into the only protected harbour on the western side of Cape Breton Island. Over the years gypsum was shipped from here, there was also a lobster and salmon canning factory right next to the lighthouse.

Tower Height: 14.3meters (47ft)

Light Height: 13.4 meters (44ft) above water level

Anemone hybride ' Pamina' .

One of several temporary art installations for the Vancouver 2014-2016 Biennale. A sculpture by Canadian artist Cosimo Cavallaro.

The sculpture is located in Charleson Park on the south side of False Creek in Vancouver BC. This is the 3rd Biennale exhibition in Vancouver. This exhibition is titled "Open Boarders / Crossroads Vancouver".

“The sculptures in Love Your Beans break the boundaries that exist between objects and humans. They compel one to touch them, crossing borders when you allow yourself to be led by your senses. Love Your Beans is a simple shape that is easily understood as a womb, a place of comfort one seeks solace. Open borders is an acceptance of ones self, allowing yourself to exist without judgement.” - Cosimo Cavallaro

According to Cavallaro, the bean is the truest shape to create, a shape that comes about naturally through process. Unlike a perfect circle that can be traced, a bean is an organic shape, one that cannot be duplicated and one that changes with each person that creates it.

Love Your Beans comes as a turning point for Cavallaro. Opposed to the idea of creating lasting artworks, Cavallaro chose to work with perishables (Cheese Room, Chocolate Jesus) and found unexpected beauty in the process of destruction. Working in this medium for many years, Cavallaro experienced a sudden shift in perspective, as he realised he had no more anger to express.

Cavallaro, driven to produce art that speaks truth, recognized how easy it is to work within certain patterns. The artist moved away from the familiar theme of destruction, venturing towards the foreign theme of love and the playful nature of Jelly Beans.

“… the pop conceit of their deliberately super-sweet connotation allows them to transcend both their medium and the pop culture box, rising into whichever cortex of our brain houses the perfect combination of oral and visual desire. It’s enough to make your mouth, if not your eyes water” – MS, ArtScene

Medium: Fiberglass Resin

Size: 122 cm x 18 cm x 274 cm each

Weight: 320 kg each

Open Borders / Crossroads Vancouver:

The 3rd Vancouver Biennale exhibition began Spring 2014. We’re expanding to new cities, broadening our program to include a wider range of artistic disciplines, and inviting an unprecedented mix of famous and emerging artists from around the world to participate in a two-year celebration of great contemporary art, freely accessible to people where they live, work, play and transit.

The curatorial theme of the exhibition is Open Borders / Crossroads Vancouver. Unique in the world for its natural beauty, Vancouver becomes the international hub where artists from all nations, cultural backgrounds, political histories and artistic disciplines gather to celebrate art in public space. Together we inspire creativity, transform thinking and find our interconnectedness as global citizens through art.

The 2014 – 2016 Vancouver Biennale will feature diverse works by both breakthrough and established artists, in keeping with the theme Open Borders / Crossroads Vancouver. The 2014 – 2016 participants include globally-recognized figures ranging from Ai Weiwei, Vik Muniz, Andy Goldsworthy to Os Gêmeos.

Seen today on our cruise to Baltimore harbor with friends.

About the Ship

Lady Maryland is a Chesapeake Bay pungy schooner. Pungy schooners, designed to carry perishable cargo, such as produce from the Eastern Shore west across the Bay or pineapples from Bermuda to Baltimore, evolved from the fast, maneuverable Chesapeake pilot schooners of the 1700s. The first pungies were built in the mid-1800s and plied the Bay until the early 1900s. By the 1950s, there were no pungies on the Bay or in the world. When Lady Maryland was built in 1986, she became the first and only pungy schooner in existence since the 1950s, and she remains the only pungy in the world today. She is painted in the traditional pungy paint scheme of pink and green. The origins of this paint scheme are unknown, but one theory is that since the pungies transported produce, they were painted the colors of a watermelon as an advertising scheme.

My maternal grandfather's family were Chesapeake Bay watermen from St George Island and owned a pungy that was used as a "buy boat" that would buy the catch from local oyster tongers and take it to Baltimore to market. The pungy could hold 1,000 bushels of oysters. Sadly, the oysters have all but disappeared from the bay due to over-fishing, pollution and disease.

Read more about her here

livingclassrooms.org/lady_maryland_facts.php

Perishability in a photograph is important in a picture. If a photograph looks perishable we say, " I'm glad I have that moment."

Models:

photographer :sis ^^ The model: Dany

.... First Lutheran has opened a Little Free Pantry in front of the church on the north-east corner, open 24/7. People can take what they need or donate non-perishable food items to help keep the pantry stocked. The project's goal is to enhance food security in the Bond Street and Ryerson University neighborhood and help build a caring and supportive community ....

In a certain sense, Adam's sin was a sin arising from inquisitiveness, if such an expression be admissible. Originally, Adam saw contingencies in the aspect of their relationship to God and not as independent entities. Anything that is considered in that relationship is beyond the reach of evil; but the desire to see contingency as it is in itself is a desire to see evil; it is also a desire to see good as something contrary to evil. As a result of this sin of inquisitiveness - Adam wanted to see the "other side" of contingency - Adam himself and the whole world fell into contingency as such; the link with the divine Source was broken and became invisible; the world became suddenly external to Adam, things became opaque and heavy, they became like unintelligible and hostile fragments. This drama is always repeating itself anew, in collective history as well as in the life of individuals.

A meaningless knowledge, a knowledge to which we have no right either by virtue of its nature, or of our capacities, and therefore by virtue of our vocation, is not a knowledge that enriches, but one that impoverishes. Adam had become poor after having acquired knowledge of contingency as such, or of contingency in so far as it limits. We must distrust the fascination which an abyss can exert over us; it is in the nature of cosmic blind-alleys to seduce and to play the vampire; the current of forms does not want us to escape from its hold.

Forms can be snares just as they can be symbols and keys; beauty can chain us to forms, just as it can also be a door opening towards the formless.

Or again, from a slightly different point of view: the sin of Adam consists in effect of having wished to superimpose something on existence, and existence was beatitude; Adam thereby lost this beatitude and was engulfed in the anxious and deceptive turmoil of superfluous things.

Instead of reposing in the immutable purity of Existence, fallen man is drawn into the dance of things that exist, and they, being accidents, are delusive and perishable.

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Frithjof Schuon

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Quoted in: The Essential Frithjof Schuon (edited by Seyyed Hossein Nasr)

Perishables/grand aisle at the east Memphis Whole Foods Market.

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Whole Foods Market, 1963-built (as Fred Montesi Grocery), Poplar Ave. near White Station Rd., Memphis

Ambona w Kościele Pokoju, Świdnica, 15 sierpnia 2013 r.

Zgoda dla luteran na budowę Kościołów Pokoju ograniczona była wieloma warunkami:

kościół musiał być lokowany poza murami miasta, oddalony od nich na odległość strzału armatniego, nie mógł mieć dzwonnicy, nie mógł posiadać szkoły parafialnej, nie mógł mieć bryły przypominającej kościół, musiał być zbudowany z materiałów nietrwałych (drewna, słomy, piasku, gliny), okres budowy nie mógł przekroczyć 1 roku.

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Pulpit inside the Church of Peace, Świdnica, August 15, 2013

The approval for Lutherans for building the Churches of Peace was limited with several conditions: the church had to be located outside town walls, in the distance of a cannon shot, without a bell tower, without a parish school, outside appearance had to be unlike a church, had to be built of perishable materials (wood, straw, sand, clay) and the time of construction had to be below one year.

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All photographs present here are exclusive property of Ankur Bhushan and may not be copied, downloaded, reproduced, transmitted, manipulated or used in any way without expressed, written permission from Ankur Bhushan. Copyright infringement is punishable by law and is strictly enforced.

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Plain of Jars, Site 1 near Phonsovan in Laos.

The Plain of Jars (near Phonsovan) is a megalithic archaeological landscape in Laos. Scattered in the landscape of the Xieng Khouang plateau, Xieng Khouang, Lao PDR, are thousands of megalithic jars. These stone jars appear in clusters, ranging from a single or a few to several hundred jars at lower foothills surrounding the central plain and upland valleys.

The Xieng Khouang Plateau is located at the northern end of the Annamese Cordillera, the principal mountain range of Indochina. Initial research of the Plain of Jars in the early 1930s claimed that the stone jars are associated with prehistoric burial practices. Excavation by Lao and Japanese archaeologists in the intervening years has supported this interpretation with the discovery of human remains, burial goods and ceramics around the stone jars. The Plain of Jars is dated to the Iron Age (500 BC to AD 500) and is one of the most important sites for studying Southeast Asian prehistory. The Plain of Jars has the potential to shed light on the relationship between increasingly complex societies and megalithic structures and provide insight into social organisation of Iron Age Southeast Asia’s communities.

More than 90 sites are known within the province of Xieng Khouang. Each site ranges from 1 up to 400 stone jars. The jars vary in height and diameter between 1 and 3 metres and are all without exception hewn out of rock. The shape is cylindrical with the bottom always wider than the top. The stone jars are undecorated with the exception of a single jar at Site 1. This jar has a human bas-relief carved on the exterior. Parallels between this ‘frogman’ at Site 1 and the rock painting at Huashan in Guangxi, China have been drawn. The paintings, which depict large full-frontal humans with arms raised and knees bent, are dated to 500 BC - 200 AD .

From the fact that most of the jars have lip rims, it is presumed that all stone jars supported lids, although few stone lids have been recorded; this may suggest that the bulk of lids were fashioned from perishable materials. Stone lids with animal representations have been noticed at few sites such as Ban Phakeo (Site 52). The bas-relief animals are thought to be monkeys, tigers and frogs. No in situ lid has ever been found.

I spotted this pair of military boots and the uniform at the Vietnam Veterans Memorial.

I guess it was left by a Vietnam Veteran who wanted to remember his fellow soldiers (or Marines).

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Items left at the Vietnam Veterans Memorial are collected by National Park Service employees and transferred to the NPS Museum and Resource Center, which catalogs and stores all items except perishable organic matter (such as live flowers) and unaltered US flags. The flags are redistributed through various channels (Wkipedia).

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The Vietnam Veterans Memorial is a national memorial in Washington, D.C. It honors U.S. service members of the U.S. armed forces who fought in the Vietnam War, service members who died in service in Vietnam/South East Asia, and those service members who were unaccounted for (Missing In Action) during the War.

Its construction and related issues have been the source of controversies, some of which have resulted in additions to the memorial complex. The memorial currently consists of three separate parts: the Three Soldiers statue, the Vietnam Women's Memorial, and the Vietnam Veterans Memorial Wall, which is the best-known part of the memorial.

The main part of the memorial, which was completed in 1982, is in Constitution Gardens adjacent to the National Mall, just northeast of the Lincoln Memorial. The memorial is maintained by the U.S. National Park Service, and receives around 3 million visitors each year. The Memorial Wall was designed by American architect Maya Lin. The typesetting of the original 58,195 names on the wall was performed by Datalantic in Atlanta, Georgia. In 2007, it was ranked tenth on the "List of America's Favorite Architecture" by the American Institute of Architects. (Wikipedia)

Here's a broadside view of one of the famous "Van Swearingen Superpower Berkshire" locomotives running at track speed through the Michigan countryside as the sun sets on a cold January day. Pere Marquette Locomotive #1225 is a 1941 product of the Lima Locomotive Works and one of 11, N-1 Class Berkshires purchased by the Pere Marquette Railway. Characterized as some of the finest steam locomotives ever built, these state-of-the-art engines were designed to haul heavy freights, carrying perishable goods, at passenger train speeds. With 69" drivers, a 245 psi boiler pressure, and 69,350 lbs of tractive effort, the N-1s were more than up to the task. Sadly, there careers were pretty short, with most of them being scrapped by 1958. Just two examples of the Pere Marquette N-1 Class remain. The #1225 is not only the only operable example, but she's also the last remaining, operable Pere Marquette steamer.

The 1225 is pictured here just east of the North Smith Road Crossing, about 3 miles northwest of Owosso, MI, during a January, 2019 photo shoot on Michigan's Great Lakes Central Railroad.

Generally when you think "Z Train" in 2018, a stack train comes to mind. One exception would be the UP "Super Fruit", a unit train of refrigerators loaded with perishables from the Pacific Northwest. A pair of SD70 variants have this one rolling at good clip through the small town of Cokeville, Wyoming.

'Warship' Class diesel hydraulic No. 833 'Panther' calls at Exeter St Davids on 17th July 1971 with 4B21, the 12.50(SO) Penzance - Bristol perishables working. It was new from the North British Locomotive Company, Glasgow, in July 1960 and first allocated to Laira (83D). After a period in store at Old Oak Common and Swindon from March 1969, it was reinstated in September of that year. The loco suffered a failure at Reading on 22nd September 1971 and was withdrawn during the following month, being cut up at Swindon Works in February 1972.

"Death is the mother of beauty. Only the perishable can be beautiful, which is why we are unmoved by artificial flowers."— Wallace Stevens

This is my Lego version of a basic 20 foot Intermodal Container. There are many variations on the standard container that exist for use with different cargoes including refrigerated container units for perishable goods, tanks in a frame for bulk liquids, open top units for top loading and collapsible versions.

Aggregate container capacity is often expressed in twenty-foot equivalent units (TEU) which is a unit of capacity equal to one standard 20 ft × 8 ft (6.10 m × 2.44 m) (length × width) container. Apparently the global container fleet has a capacity in excess of 25 million TEUs.

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I've been looking at various flat-cars and well-cars for inspiration in building more wagons and I felt they would need some cargo. There seems to be a huge number of Lego variants but perhaps not so many which are built to the 1 stud = 1 foot scale (~ish) I prefer to use . . . so here's my interpretation. I've recessed the end-doors simply to accommodate the locking bars within the 20 studs length and to prevent them interfering with proper stacking.

They also come in 12 de-lego-licious colours . . .

Before electricity, homesteaders had to use spring water to keep their perishable food cool. Usually in the back of the spring house there is a tub like devise (in this case it was made of cement) to hold the water. The temperature of the water usually from the spring would be anywhere 44° to 48°, cold enough to keep food, such as dairy products, safe for a while.

AVR 4002 backs into Consumers Produce dodging impatient traffic not used to trains on this rarely used branch.

On April 20th, AVR operated one of the rarest moves currently on its system. An AVR-5 crew ran a single refrigerated boxcar to the last remaining produce customer in the Strip District at 21st Street. This was only the second car this warehouse has received in 2.5 years. What once was an extremely busy switch district for PRR is almost entirely taken over by pricey office, retail, and residential space as gentrification moves immediately east of downtown Pittsburgh.

Often trade entrances into cities in Historica are modest affairs... not so however in Sultan's Gate! The cities strategic location has seen flourishing trade, which has made some merchants very rich indeed. This allowed the powerful merchant's guild to commission the lift many years before, completed in the grand style to advertise the wealth and power of the city. Goods that are perishable or particularly valuable are often sent by lift to avoid the treacherous climb up the escarpment. The lift is very safe with only a few losses, mainly from overbearing merchants ordering it's use on high wind days. (A local legend has it that a giant roc once bit through the lift chain and made off with the entire box, but this has never been substantiated.) A ride in the lift to the ground and back again is a rite of passage for many of the young thrillseekers in the city, who often try to stow away or bribe the guards for the experience.

Finally got around to taking and editing some pics of my Brickvention model for this year - which was originally going to be my entry into the Sultan's Gate community build on GoH (last year!), but then life happened and suddenly it was 6 months later. :P The lift actually is remote controlled using PF, which was fun to build and operate. Sorry the pics aren't that good but this was quite a challenge to photograph - significant height and length taxed my home set-up, and the large area of white didn't make things easy either.

© all rights reserved

Please take your time... and enjoy it large on black

Laos is blessed with some of Asia’s nicest rivers, and many of them are mellow. Children spent the day at school, and by the afternoon they were doing the chores required of them…building a fire for the kitchen, sweeping the leaves into a pile, or caring for the young siblings strapped to their back …young boys and girls from the age of seven or eight attentive to the baby’s every need. Amongst this was the laughter of children playing in the river. But sometimes they skip their days at school, going fishing and collecting snails from the river, or using long bamboo poles to knock crickets from the trees. They eat the crickets live or drop them into bottles and take them home for lunch or dinner.

Photo taken nearby the Tad Lo waterfall near the little town Kieng Than Lei - Laos. These ragged little urchins spend most of their days not at school, but fishing and collecting snails from the river. School is important for ethnic minority kids, they should attend and complete primary education in order to overcome rural/urban, ethnic in the area of literacy and education. But it isn't that easy. The reason to skip school are the family economic considerations, involvement in family maintenance and subsistence tasks, the lack of perceived benefits from education. While poverty and lack of access are issues. In addition to these, ethnic minority kids have to face further barriers to education, including the distance from school facilities, their extreme poverty, and additional cultural barriers and the lack of fluency in the national language, Lao. The ethnic kids speak their own language. About 32% of all Laotians are related to Ethnic groups. Totally 160 ethnic groups and speak 82 distinct living languages.

Rivers, mountains and forests thanks to these natural resources this planet can host many forms of life. Lao people depend on natural resources for their livelihood, their relationship with nature is very close. Their livelihood is inseparable from nature. For centuries throughout Laos, people have depended on rich biodiversity. Pa Dek is an essential food for Lao people. Every meal includes some. Pa Dek can be mixed in to add flavor to any Lao food. Pa Dek itself is the main food of Laos. Pa Dek is a non perishable food. Once it is prepared, it can be keep for a year or more even without refrigerating. Pa Dek can be kept in an airtight jar. With Pa Dek, people are happy, they rest assured that they have a long term supply of food for their family. Pa Dek is made from fish that people catch from natural bodies of water. They maybe rivers, lakes, ponds, wells, or wetlands, depending on the season. People catch fish for Pa Dek at the start of the rainy season. At this time, water levels in the rivers are higher, and fish begin migrating to spawning areas. When water levels begin to lower, fish again come downstream for dry season. Lao people know they can catch the most fish in the rainy season.

How may I pass through life with the least inconvenience?

(John Newton)

If I am redeemed from eternal misery by the death of Jesus; and if He is now preparing a glorious mansion for me near Himself, that I may drink of the rivers of pleasure at His right hand for evermore--then the question is not (at least ought not to be), "How may I pass through life with the least inconvenience?"

Rather it should be: "How may my little span of life be made most subservient to the praise and glory of Him who loved me, and gave Himself for me?"

"Live your lives as strangers here in reverent fear. For you know that it was not with perishable things such as silver or gold that you were redeemed from the empty way of life handed down to you from your forefathers--but with the precious blood of Christ, a lamb without blemish or defect!" 1 Peter 1:17-19

M40 near Bishops Tachbrook 08/10/2022

100 x: The 2023 Edition Image 86 ~ Theme My Favorite Photos for the month of September.

I always think of some friends of ours who live in Hawaii when Halloween is pending. They love this holiday and create a "Haunted House Event" every year that draws people from all over the island! Tim, the mastermind of animatronics and sound effects, makes new scary props every year. He enlists their neighbors and family to volunteer for "roles" as goblins, devils, walking dead, and more, who lurk about, scaring the "bejesus" out of young and old! Tim & his wife, Leah, have just one request of people who attend, to bring non-perishable food items to help the local food pantry. Besides a fright, they give out candy too. During the pandemic, he modified his property to allow drop offs of the food items in decorated bins near his front porch and he devised a "shoot" from the upper level of his home to the lower level so that he could send wrapped candy down to the visitors for no contact treats!

Carta (Sibiu County): Cistercian monastery

The city and monastery of Carta are located 43 km from Sibiu on the road to Brasov. Here are preserved the ruins of the Cistercian monastery, one of the oldest and most important monuments of the primitive Gothic church in Transylvania. The Cistercians are a monastic order originating in France and widespread in several countries.

The Carta Cistercian Abbey played a major role in the political, economic and cultural history of medieval Transylvania, as well as in the introduction but also in the dissemination of Gothic art in the inter-Carpathian space.

The monastery was founded in the years 1205-1206 by King Andrew II of Hungary.

The beginnings of the monastery are confirmed with the erection of its first buildings, used, as the Cistercians used it, from perishable materials, that is to say wood. These can be dated with relative certainty between the years 1205-1206.

The stone parts of the monastery will be erected between the years 1220 and the end of 1230. The construction of the monastery was carried out in two main phases of execution, chronologically interrupted by the great Tatar invasion of 1241.

In the first phase of construction, which has stylistic characteristics dependent on the late Romanesque, the general plan of the monastery was drawn, the walls delimiting its inner courtyard being raised to a height of 3-4m above the ground.

In 1260, after the assassination caused by the Mongol invasion in the spring of 1241, construction work will resume under the direction of a new architect, trained in the environment of mature Gothic, and with the contribution of a workshop of stone with an eclectic structure.

By 1300, the church and the eastern wing of the Charter Monastery were completed, with the completion and construction of the southern wing of the abbey continuing for approximately two decades.

The fierce struggles with the Ottomans from 1421 to 1432 and the decline of the order made the church and its monastery a ruin. This also led to its closure by King Mathias Corvin in 1474.

However, the west facade is still standing and above the Gothic portal is a large rose window. The tower attached to the facade was built later, in the middle of the 15th century, and its transformation into a bell tower took place later.

Currently, the monastery no longer has all the original buildings and annexes, many of which collapse. The vaults of the huge church have collapsed and there are only a few exterior walls and two interior beams (south and north). To the south, there is still a single Roman column, and the side ships, according to the Cistercian plan, end in a small square choir. The main ship no longer has a ceiling - in its place is a cemetery in memory of the German soldiers killed in the First World War.

The Reformed Church today occupies only the choir and the apse of the old basilica. The Gothic portal has probably been moved from a side entrance and its profile betrays Gothic influences.

Numerous examples of the tombs of the founders of Cistercian churches allow the existence of a royal necropolis under Carta.