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.

**

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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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

Tunstead - Garston passes the pretty station at Hale; the signal box (now closed) is integral to the main station build, the louvres in the wall to the left were presumably for ventilating a storage area for perishables, good local milk and cheese no doubt.

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.

-

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!

This is actually a sculpture, in Melbourne, Victoria, named The Lady of St Kilda, on St Kilda Beach. You can see St Kilda Pier on the right. This commemorates an eponymous ship that gave its name to St Kilda, the town in Melbourne.

"The City of St. Kilda took its name from a schooner, Lady of St. Kilda, which was built in Dartmouth, Devon, England to carry fruit from the Mediterranean to London. Speed was an essential element of the ship’s design because of the perishable nature of the cargo. In 1834, the vessel was bought by Sir Thomas Acland of Killerton, Devon."

Other shot: One for scale

In my work I deal with the artistic transformation of motifs from

everyday life as well as the social phenomena of our time. I am

interested in how human beings, with their standards and basic

values, behave, present themselves and move within the social

fabric. In the tension between its qualities and shortcomings, the

human figure is often the starting point for my reliefs and

sculptures. The respective relationship of the human being towards

him or herself or towards nature can be read in the current forms

of presentation and in those of the last decades. The archetype of

society, the smallest nuclear of a social life, is the image of “father,

mother, child”, an image that not least due to the long and very

loaded visual tradition of the “holy family”, is deeply rooted in our

society. (*Nativity Scene*, 2011).

Fragments of images and sculptures from past epochs and periods

constantly recur in the motifs. This results in hybrids containing

images of what is occurring in the currently omnipresent multimedia

world. Through the realization of the images using the archaic

technique of carving, motifs and visual language, which seemed to

have long been discarded, they reveal themselves to be unexpectedly

topical and controversial. Particularly with regard to the topics and

images of mundane everyday life, the iconic aspect of today’s culture

with its often century-old symbolism, emerges.

At first glance, I frequently use the same effects as the media and

internet images we are surrounded by: a superficially-oriented, slick

wrapping that is appealing yet often turns out to be soulless

hollowness. As a result, there is a confounding break between

traditional appearance and the images of digital modernism, which

at best leads to a deceleration of images in our fast-paced age.

Contemporary representations, which in their iconographic visual

language are for example reminiscent of medieval saints, are

frequently produced. They are sometimes joined by animals, which

are not only symbols for the human psyche but also references to the

long-felt guilt-ridden relationship between humans and nature.

In order to orientate themselves in the present and to interpret it, the

viewers must be aware of the past and things that have passed. The

examination of the political challenges of our present and future

often leads to a composition that is characterized by a feeling of

perplexity and powerlessness. This frequently results in super-

elevations and ironic metaphors. The works, which often appear to

hover weightlessly, deal with nothing less than the questions of our

time, existence and perishability

A Form of Speech and of Death

He had a way of pronouncing the word unshakeable.

The final "l" enundated in the Dutch way,

they who preached for us, catechism, mission, Sunday services.

"Unshakeable certainty", "unshakeable faith", "power unshakeable"

When he used this strong word, he did not utter it

with the mouth of one who eats perishable substances,

or names what he deems unworthy of his better speaking

because common things:

hammer, anvil, iron, the foreman, the Chief.

"Unshakeable",

the tongue lingering at the base of the upper teeth,

the demanding doctrine requiring the purest sound,

in accordance with what it expressed, things of God,

eternal things, terrifying m the impossibility of their maculation.

But when this all too shakeable life stiffened his chin,

his paralysed and blackened tongue acquiesced,

its tip turned back to the root of the teeth,

unshakeable.

adelia prado

Jede Schönheit ist vergänglich

Week 43/52

Only nine weeks until the end of the year. Oh crap.

So, I wanted to go with a Halloween theme, and now I have two photos I want to post. The other one is going to the outtakes (to be posted on Monday, probably).

----

And so the Witch remained in her tower, the light bathing the room, coming in from the small window above her head. She took the tiny skull from the cage where she liked to keep it and as she squeezed it, the bones bled.

Oh, it was too good. The spell was already working.

------

[+1 in the comments]

In my work I deal with the artistic transformation of motifs from

everyday life as well as the social phenomena of our time. I am

interested in how human beings, with their standards and basic

values, behave, present themselves and move within the social

fabric. In the tension between its qualities and shortcomings, the

human figure is often the starting point for my reliefs and

sculptures. The respective relationship of the human being towards

him or herself or towards nature can be read in the current forms

of presentation and in those of the last decades. The archetype of

society, the smallest nuclear of a social life, is the image of “father,

mother, child”, an image that not least due to the long and very

loaded visual tradition of the “holy family”, is deeply rooted in our

society. (*Nativity Scene*, 2011).

Fragments of images and sculptures from past epochs and periods

constantly recur in the motifs. This results in hybrids containing

images of what is occurring in the currently omnipresent multimedia

world. Through the realization of the images using the archaic

technique of carving, motifs and visual language, which seemed to

have long been discarded, they reveal themselves to be unexpectedly

topical and controversial. Particularly with regard to the topics and

images of mundane everyday life, the iconic aspect of today’s culture

with its often century-old symbolism, emerges.

At first glance, I frequently use the same effects as the media and

internet images we are surrounded by: a superficially-oriented, slick

wrapping that is appealing yet often turns out to be soulless

hollowness. As a result, there is a confounding break between

traditional appearance and the images of digital modernism, which

at best leads to a deceleration of images in our fast-paced age.

Contemporary representations, which in their iconographic visual

language are for example reminiscent of medieval saints, are

frequently produced. They are sometimes joined by animals, which

are not only symbols for the human psyche but also references to the

long-felt guilt-ridden relationship between humans and nature.

In order to orientate themselves in the present and to interpret it, the

viewers must be aware of the past and things that have passed. The

examination of the political challenges of our present and future

often leads to a composition that is characterized by a feeling of

perplexity and powerlessness. This frequently results in super-

elevations and ironic metaphors. The works, which often appear to

hover weightlessly, deal with nothing less than the questions of our

time, existence and perishability

SWS / DTS collaboration e2e. Best Viewed Original. 11 shots, hand-held (hence the crookedness). Waldo Gates Jews Sumoe Dcom Cipe.

"I simply let the darkness in the sky become coextensive with the darkness in my skull and bowels and bones. Everything that falls upon the eye is apparition, a sheet dropped over the world's true workings. The nerves and the brain are tricked, and one is left with dreams that these specters loose their hands from ours and walk away, the curve of the back and the swing of the coat so familiar as to imply that they should be permanent fixtures of the world, when in fact nothing is more perishable. Say that my mother was as tall as a man, and that she sometimes set me on her shoulders, so that I could splash my hands in the cold leaves above our heads. Say that my grandmother sang in her throat while she sat on her bed and we laced up her big black shoes. Such details are merely accidental. Who could know but us? And since their thoughts were bent upon other ghosts than ours, other darknesses than we had seen, why must we be left, the survivors picking among flotsam, among the small, unnoticed, unvalued clutter that was all that remained when they vanished, that only catastrophe made notable? Darkness is the only solvent. While it was dark, despite Lucille's pacing and whistling, and despite what must have been dreams (since even Sylvie came to haunt me), it seemed to me that there need not be relic, remnant, margin, residue, memento, bequest, memory, thought, track or trace if only the darkness could be perfect and permanent" (Marilynne Robinson, 'Housekeeping').

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.

913/917/921/918, last four F-units working in California

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.

The building hidden behind the fence and the shrubs is a cafe - I arrived just after opening time and had a second breakfast. My first breakfast consisted of the bits of perishable food that were in my kitchen. I needed more sustenance for the road.

Once used to haul perishable foods, this FGE RBL (reefer, bunkerless) is now a tool car for the welded rail train!

Dolton, IL

Photo by John Eagan

Standing at the heart of Witney the Buttercross was probably originally a simple market cross, although different local traditions suggest that it also may have been the spot on which stood an ancient preaching cross, a shrine, or a statue of the Virgin Mary. The central stone pillar which is raised up on a bed of steps is older than the surrounding twelve pillars that support the roof and it may be the remains of the original market cross or shrine. It was in 1606 that Richard Ashcombe left £50 to build a house 'over and above' the cross and it then became a place where people sold perishable goods such as butter. The clock turret was added later in 1683 following a bequest by William Blake of Cogges who was a successful draper, wool merchant and local benefactor.

Nel periodo preistorico, Kronos, Rhea, Gaia, Themis, Eileithyia, Hercules Idaios e altre divinità erano venerate ai piedi della collina di Kronios, proprio nel sito occupato dagli Altis in tempi successivi.

Qui gli scavi hanno portato alla luce un primitivo santuario e forse un insediamento del periodo elladico inferiore III (2300-2000 aC); il sito fu occupato ininterrottamente fino al periodo Tardo Elladico III (1600-1100 a.C.).

Diversi edifici preistorici nella zona dell'Heraion sono stati indagati e riempiti.

L'edificio III, l'unico edificio ancora visibile, è situato a sud-est dell'Heraion, al di sotto dei livelli arcaico e classico del tempio.

Si tratta di una struttura absidata orientata nord-sud.

Il corso inferiore superstite delle mura è in pietra irregolare, mentre la parte superiore delle mura era probabilmente in materiali deperibili.

I ritrovamenti in ceramica datano l'edificio alla fine del primo periodo Elladico III (2150-2000 a.C.) e indicano contatti con la cultura Cetina sulla costa dalmata.

Questi edifici absidati, insieme al tumulo preistorico all'interno del Pelopion, sono le strutture più antiche sopravvissute nel santuario.

In the prehistoric period, Kronos, Rhea, Gaia, Themis, Eileithyia, Hercules Idaios and other deities were venerated at the foot of Kronios Hill, on the very site occupied by the Altis in later times.

Here excavations have brought to light a primitive sanctuary and perhaps a settlement from the Lower Helladic III period (2300-2000 BC); the site was occupied continuously until the Late Helladic III period (1600-1100 BC).

Several prehistoric buildings in the Heraion area have been investigated and filled.

Building III, the only building still visible, is located south-east of the Heraion, below the Archaic and Classical levels of the temple.

It is an apsidal structure oriented north-south.

The surviving lower course of the walls is made of irregular stone, while the upper part of the walls was probably made of perishable materials.

Ceramic findings date the building to the end of the early Helladic III period (2150-2000 BC) and indicate contacts with the Cetina culture on the Dalmatian coast.

These apsidal buildings, along with the prehistoric mound within the Pelopion, are the oldest surviving structures in the sanctuary.

_MG_3681m

Offer books because chocolates are perishable and the flowers make you fat

Union Pacific 6346 shoves on a Delano-McFarland to Cheyenne perishables train through Echo, Utah on Sept. 22, 2017.

Exactly one our on the dot after shooting them heading east on the street destined for Burnham on the surviving portion of the old PRR Milroy Branch, the Juniata Valley Railroad crew was back heading west.

Here is the Juniata Valley Railroad heading wet on Water Street with two gondolas picked up at the big Standard Steel mill in Burnham. Leading the train in sharp PRR styled heritage paint is SW900 2106 blt. Nov. 1953 for the Pittsburgh and Shawmut Railroad as their number 236.

After leaving the yard and interchange with NS the line crosses the Juniata River then immediately enters Water Street for 3/10ths of a mile down the road. Lewiston also features a second stretch of street running on the Maitland Branch just east of the junction, but they didn't go that way today.

A bit of history from the North Shore Companies web site:

Today, Juniata Valley Railroad is an 18.5 mile short line that interchanges with Norfolk Southern in Lewistown, PA. JVRR delivers commodities that vary from scrap and finished metals to plastics, fertilizer and pulp. The infrastructure is owned by SEDA-COG JRA (Susquehanna Economic Development Association - Council of Governments Joint Rail Authority).

The Juniata Valley Railroad was incorporated in 1996 to assume from Conrail the operation of the three branch lines radiating out of Lewistown. These lines include remnants of the former railroads extending to Selinsgrove and to Milroy, and the branch to the West Mifflin Industrial Park. The Pennsylvania Railroad (PRR) had been incorporated in 1846, to construct from Harrisburg to Pittsburgh. Three years later (1849) Lewistown became its first western terminus, and industry quickly developed due to the proximity of the Juniata iron ores.

The Freedom Forge at Burnham/Yeagertown had been producing pig iron from these ores since 1795, and was acquired by Andrew Carnegie in 1865. The Mifflin & Centre County Railroad (M&C RR) was projected to build northward through this iron belt, from Lewistown to Milesburg, in 1860. Construction began in 1863, and by 1865 the line extended only 12 miles to Milroy, there being no favorable route northward over Seven Mountains to Milesburg. The PRR leased the M&CC RR in May 1865, and for years handled enormous traffic to and from Burnham Steel Company, successor to the Freedom Forge. The north end of the line was abandoned in segments between 1976 and 1980.

Entrepreneurs also projected a line eastward from Lewistown to the Susquehanna River at Selinsgrove and Port Trevorton, incorporating the Middle Creek Railroad in 1865. Despite having constructed some roadbed, this line was waning by 1870. It was reincorporated as the Sunbury & Lewistown Railroad in 1870, opened from Lewistown to Selinsgrove, 43.5 miles, on December 1, 1871, and immediately leased by the PRR.

But the traffic was rural and the little line was foreclosed in 1874. It was reincorporated again in 1874 and immediately leased “by PRR interests.” Under PRR control, it served as an important shortcut for moving Wilkes-Barre anthracite westward, avoiding Harrisburg, and for moving perishables to New York markets via interchange with the Lehigh Valley Railroad at Mt. Carmel, avoiding both Harrisburg and Philadelphia. With the industrial decline of the 1950s, the middle of the line was taken up beginning in 1957. Conrail operated the line from 1976 until the Juniata Valley RR became the operator August 19, 1996.

Lewistown, Pennsylvania

Friday July 31, 2020

PLEASE, NO invitations or self promotions, THEY WILL BE DELETED. My photos are FREE to use, just give me credit and it would be nice if you let me know, thanks.

The building with the pointed roof is the Ice House.

This is built over the original well of the icehouse built about 1720. Filled in winter from the pond nearby, the straw insulation kept ice and perishable foods during the summer. By Royal edict, the doorways faced north and were opened only after sunset.

The Old Scugog Road is famous for its holiday display of Christmas lights! You will have the chance to see the streets are light up with Christmas spirit and while you are there, drop off a non perishable food item for donation.

Every year, here we have thousands of cars and tour buses going through this beautiful neighborhood to view the awesome beauty of holiday lights show. This year, we will have a unique Christmas, green and wet...

Please sit back, turn of the lights and enjoy my Old Scugog Christmas Lights series, or play the slideshow...

Or press L for better viewing.

You can also visit me at www.azimaging.ca and www.500px.com/azimaging I may not respond to you all, but all comments are highly appreciated

The new even greener ‘Tesco Express’ has only taken 14 days from Southampton Docks, travelling at less than walking pace with plenty of breaks. Poor old Hubert, the former conversational Latin speaking horse has found little use for his language skills since Britain formerly became Little Britain and the cost of diesel doubled. But at least the green agenda has been satisfied, but sadly at the expense of the perishable fruit within the containers which is now well past its ‘best by’ date - it’s all bananas.

Underside

In the course of the Federation's ever expanding exploratory activities, many extraordinary phenomena were observed. Particularly perishable specimens had to be analysed on the ground and so roving laboratories were employed to allow speedy analysis of the exotic minerals, flora, and fauna found on newly discovered worlds.

Solar panels allowed for much longer journeys into these boundless vistas.

The 40th anniversary of Classic Space keeps on roving! I actually finished this build well before Febrovery, but didn't manage to photograph properly until recently. The lab is detachable. It has an interior with two scientists, but I found it impossible to capture! (It also has a windscreen below the steering, though it's hard to see here.) All old grey of course.

It was my parents anniversary recently, so I made them a chocolate cake, as well as cooking a fancy dinner. Here you see me about to enjoy a piece of that cake by the light of my laptop screen. ;-)

Crazy Cake

3 cups flour

2 cups sugar

6 Tbsp cocoa (I make it heaping, for extra chocolately goodness)

1 tsp salt

2 tsp baking soda

2 tsp vanilla extract

2 Tbsp vinegar

3/4 cup vegetable oil

2 cups cold water

Sift together dry ingredients. Make three wells - two small, one large. In a small well put the vanilla, in another the vinegar, and in the third large well put the oil. Start stirring, pouring in your water immediately. Blend thoroughly. Preheat oven to 350º

Cupcakes - makes roughly 24 (more or less). Bake 12-15 minutes, test for doneness with toothpick, it can take longer depending on your oven or size of cupcakes.

Layer cake - two 9" round pans, greased and floured with wax or parchment paper on the bottom. Bake 25-30 minutes, test for doneness with knife. Remove sides of cake pans and cool before icing.

Sheet cake - 9"x13" (or similar) pan, grease and flour, bake 50-60 minutes until done. You can ice this style of cake in the pan, while it's still warm, if you like it that way.

This is a wartime cake recipe that comes from my British grandmother. Because perishable ingredients were hard to count on, this recipe doesn't use any at all! It is also very forgiving. For example the original recipe uses melted shortening instead of vegetable oil. Oil is my preference and it made no difference in quality. I've also used olive oil when I ran out of something lighter and it still turned out perfect! When I've run short unexpectedly on cocoa I melted chocolate to make up the difference. The only ingredient I would avoid compromise on is the cocoa and the vanilla. Don't go artificial on the vanilla, and buy good cocoa or chocolate.

If you've got someone with an egg or dairy allergy it's a great recipe to use without sacrificing quality. I expect its even easy to turn it into a vegan recipe too. It's dense and stable the way a good homemade style cake should be. Great traditionally iced or cubed and layered into custard.

Oh, another nice variation I've made is Potato Crazy Cake. Substitute one cup of flour with a cup of cooked potato well mashed or riced. Mix it with the 2 cups water to keep it from hardening up. This variation makes the cake even more moist.

I expect if you wanted to try out your own variations, it would prove a very forgiving recipe.

BNSF 3702 and company take a perishable train out of the Central Valley up and over the loop at Walong, as the snow slowly begins to recede from the quick artic blast the day before.

Massachusetts Army National Guard Spc. Gilbert Lima waits to fire during the 26th Annual Marksmanship Advisory Council Region One (MAC1) Combat Championships held at Camp Ethan Allen Training Site in Jericho, August 19-21, 2022. The MAC1 provides a combat focused marksmanship sustainment training event and competition for all the states in New England and New York. These matches are the second priority in the Chief of the National Guard Bureau’s guidance for sustainment training events. The matches are operational focused marksmanship sustainment exercises, designed to validate and sustain perishable marksmanship skills essential to mobilization readiness and success. (U.S. Army National Guard photo by Staff Sgt. Sebastian Rothwyn)

Unlike Pompeii, which was buried under a rain of stones and ash, Herculaneum was buried by a mudslide, which was later solidified in the form of a "concrete". This made excavation very difficult task, but allowed a better preservation of perishable materials (wood and food). Moreover, unlike Pompeii, whose roofs and ceilings were destroyed by the eruption, many buildings have retained many levels.

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A diferencia de Pompeya, sepultada bajo una lluvia de piedras y cenizas, Herculano fue sepultada por un alud de lodo, que se consolidó más tarde en forma de un " hormigón ". Esto hizo que la excavación tarea muy difícil, sino que permitió una mejor conservación de materiales perecederos (madera y productos alimenticios). Por otra parte, a diferencia de Pompeya, cuyos tejados y techos fueron destruidos por la erupción, muchos edificios han conservado varios niveles.

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A differenza di Pompei, che è stata sepolta sotto una pioggia di sassi e cenere, Ercolano fu sepolta da una colata di fango, che è stato successivamente solidificato sotto forma di un "cemento". Questo ha reso scavo compito molto difficile, ma ha permesso una migliore conservazione di materiali deperibili (legno e alimentare). Inoltre, a differenza di Pompei, i cui tetti e soffitti sono state distrutte dall'eruzione, molti edifici hanno mantenuto livelli.

Another frame from this exceptionally cool shot I'm just dropping in here before filing.

Exactly one our on the dot after shooting them heading east on the street destined for Burnham on the surviving portion of the old PRR Milroy Branch, the JVRR was back heading west.

Here is the Juniata Valley Railroad heading wet on Water Street with two gondolas picked up at the big Standard Steel mill in Burnham. Leading the train in sharp PRR styled heritage paint is SW900 2106 blt. Nov. 1953 for the Pittsburgh and Shawmut Railroad as their number 236.

After leaving the yard and interchange with NS the line crosses the Juniata River then immediately enters Water Street for 3/10ths of a mile down the road. Lewiston also features a second stretch of street running on the Maitland Branch just east of the junction, but they didn't go that way today.

A bit of history from the North Shore Companies web site:

Today, Juniata Valley Railroad is an 18.5 mile short line that interchanges with Norfolk Southern in Lewistown, PA. JVRR delivers commodities that vary from scrap and finished metals to plastics, fertilizer and pulp. The infrastructure is owned by SEDA-COG JRA (Susquehanna Economic Development Association - Council of Governments Joint Rail Authority).

The Juniata Valley Railroad was incorporated in 1996 to assume from Conrail the operation of the three branch lines radiating out of Lewistown. These lines include remnants of the former railroads extending to Selinsgrove and to Milroy, and the branch to the West Mifflin Industrial Park. The Pennsylvania Railroad (PRR) had been incorporated in 1846, to construct from Harrisburg to Pittsburgh. Three years later (1849) Lewistown became its first western terminus, and industry quickly developed due to the proximity of the Juniata iron ores.

The Freedom Forge at Burnham/Yeagertown had been producing pig iron from these ores since 1795, and was acquired by Andrew Carnegie in 1865. The Mifflin & Centre County Railroad (M&C RR) was projected to build northward through this iron belt, from Lewistown to Milesburg, in 1860. Construction began in 1863, and by 1865 the line extended only 12 miles to Milroy, there being no favorable route northward over Seven Mountains to Milesburg. The PRR leased the M&CC RR in May 1865, and for years handled enormous traffic to and from Burnham Steel Company, successor to the Freedom Forge. The north end of the line was abandoned in segments between 1976 and 1980.

Entrepreneurs also projected a line eastward from Lewistown to the Susquehanna River at Selinsgrove and Port Trevorton, incorporating the Middle Creek Railroad in 1865. Despite having constructed some roadbed, this line was waning by 1870. It was reincorporated as the Sunbury & Lewistown Railroad in 1870, opened from Lewistown to Selinsgrove, 43.5 miles, on December 1, 1871, and immediately leased by the PRR.

But the traffic was rural and the little line was foreclosed in 1874. It was reincorporated again in 1874 and immediately leased “by PRR interests.” Under PRR control, it served as an important shortcut for moving Wilkes-Barre anthracite westward, avoiding Harrisburg, and for moving perishables to New York markets via interchange with the Lehigh Valley Railroad at Mt. Carmel, avoiding both Harrisburg and Philadelphia. With the industrial decline of the 1950s, the middle of the line was taken up beginning in 1957. Conrail operated the line from 1976 until the Juniata Valley RR became the operator August 19,1996.

Lewistown, Pennsylvania

Friday July 31, 2020

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.

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.

🍂 Join us as we come together and give thanks for the season's bounty at our 2025 Seogyeoshire Gŵyl y Cynhaeaf (Harvest Festival)! 🍂

September 28 -October 6

St. Padarn's Church, Seogyeo Town &

Harvest Festival Market at the main community allotment maps.secondlife.com/secondlife/Gaori/223/198/33

🍂 HARVEST FESTIVAL ACTIVITIES 🍂

🌽 Harvest Offering - You are invited to donate (rez) a non-perishable food item near the alter at St. Padarn's Church in Seogyeo Town. Upon conclusion of the festival, our local boy scout group will gather the donations into small parcels and distribute them to those in need.

Bus Service: maps.secondlife.com/secondlife/Seogyeo/172/189/37

🍎 Harvest Festival Market - Come enjoy seasonal treats, collect gifts from local shops and play fun games at our community allotment!

Bus service: maps.secondlife.com/secondlife/Gaori/223/198/34

CONTACTS: For questions or more information, contact Zoe Foodiboo or Cuthbert Helendale.

Special thanks to: Fabiana van Nieuwenhoven for organizing this event; Cuthbert Helendale and Georgina Rowley for donating our event space; and to Dex & the Boy Scouts, Emm, Harlo, Iskrin, Katharine, Leofrida, Libby, Roslyn, Seaplane, Tripp, and Valerie for their time and energy toward making our harvest market extra-special!