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Jaulian (Urdu: جولیاں; meaning Seat of Saints[1]) is a ruined Buddhist monastery dating from the 2nd century CE,[2] located in Pakistan. Jaulian is located in Haripur District, Khyber Pakhtunkhwa province, near the provincial border with Punjab and the city of Taxila.
Jaulian, along with the nearby monastery at Mohra Muradu, form part of the Ruins of Taxila – a collection of excavations that were inscribed as a UNESCO World Heritage Site in 1980.
Location
Jaulian is located on a hill 100 metres above the nearby modern village of Jaulian. The cities of Rawalpindi and Islamabad are approximately 35 km and 45 km to the southeast, respectively and situated near Khanpur Taxila road; a picnic place near Khanpur Dam. Jaulian is located near the Mohra Muradu monastery, and the ancient Taxilan city of Sirsukh. Moreover, Piplan Remains, Badalpur Stupa and Jinnah Wali Dheri Stupa are nearby places.
History
Jaulian was built by the Kushans in the 2nd century CE – around the same time as the nearby Mohra Muradu[3] Jaulian, along with the rest of Ancient Taxila, was devastated in the 450s CE during the invasion of the White Huns, and later abandoned. Subsequent rulers, such as the Hun King Mihirakula, persecuted the region's Buddhists,[4] and the site never recovered.
Excavations
The ruins at Jaulian are situated on a hill top, and consist of: a main central stupa, 27 peripheral smaller stupas, 59 small chapels displaying scenes from the life of Buddha, and two quadrangles around which monastic living quarters were arranged. The form and building of Jaulian is similar to that of the nearby Mohra Muradu.[3]
Main stupa
The main stupa at Jaulian was much smaller than that of Mohra Muradu or the Dharmarajika Stupa,[3] and is badly damaged. It was extensively coated in stucco plaster, as are almost all the sculptures and architectural details.[3] Despite the use of an easily moldable material, the quality of decoration at Jaulian is considered to be less impressive than that of Mohra Muradu.[3] The original plaster is preserved at some places.
The main stupa is surrounded by 21 smaller "votive stupas" that contained religious iconography – though some posit that some of the votive stupas were actually built as tombs for revered monks. The statues located in the votive stupas are mostly preserved; though a number of have been removed and are housed in museums.the original fabric of the main stupa itself which stands in the middle of the upper court
A statue of Buddha in a votive stupa with a hole in the navel was called the "Healing Buddha". Pilgrims would put their fingers in the icon's navel, and pray for cures of various ailment. A 5th century inscription preserved under the statue shows that it was given by a friar Budhamitra Dharmanandin.[5]
Monastery
The monastery at Jaulian is similar to that of nearby Mohra Muradu.[3] Jaulian monastery was a two-level building that contained 28 students' rooms on the first floor, and 28 more on the second floor. The two levels are connected by stone stairs which are still preserved. Some of the rooms contain preserved statues of the Buddha. Each room had a niche to hold lamps, and a window offering a source of fresh air and natural light. The windows were designed to be narrower at the outer edge, of and larger at the inner edge in order guard against wild animals. The rooms were plastered and decorated with plasterwork and paintings.
As was common at other large monasteries in the Gandhara region such as Takht-i-Bahi and Dharmarajika, a section of the monastery was set aside specifically for the production of Buddhist manuscripts, typically on birch bark,[3] a highly perishable material.
The monastery further contained a large pool that was used for washing, and a kitchen. A stone for grinding spices is well- preserved at the site, as well as two stone mills that were used to grind grains.
Stacks of refrigerated containers, or reefers waiting at the port of Hampton Roads. The pattern of these stacked containers makes for interesting, almost abstract image.
Shipping container that uses refrigeration to transport temperature-sensitive cargo and perishable goods such as food, beverages, pharmaceuticals, and flowers.
OLYMPUS DIGITAL CAMERA
In the era without refrigeration, when cottages in the countryside rarely had any basement, this sort of deep cellar for storing perishable food supplies was very popular. Cold in a summer, always above freezing point in a winter. Cream, butter, cheeses and meat stayed fresh much longer than in a cottage.
Jagodne Poland
My latest machinima: vimeo.com/tizzycanucci/safeshipment.
Combines video of Non-Perishable by ꓟarina ꓟunter at Berg at Nordan Art, my own rl exhibition and archive film from the Prelinger Archive.
Mellow Yellow - La Maison Charest, Quebec City (Vieux Quebec),.
Happy Window Wednesday!
36 to 38 Rue Saint-Pierre, Quebec. Year of construction, 1757. (1)
“The first two levels are period (1757-1758), in "stone of Beauport". This stone, taken from the limestone beds of the Côte de Beaupré, was much more resistant than the "Cape Stone", made of black shale taken from the Rock of Quebec and used previously. The masonry also withstood the cannonading of the siege of Quebec City in 1759. A 32-pound cannonball hammered into a wall was even found during the restoration.
Through the history of these houses, we learn a lot about the adaptation of construction techniques in the colony. The double windows, almost nonexistent in France, have appeared. The craftsmen made better use of the species of wood according to their qualities: cedar to cover parts exposed to bad weather, cherry for galleries and stairs, spruce and pine for framing, ash for beams and frames and walnut for cabinets and doors of higher caliber. Climate requires, the gables have been reinforced steep slopes to facilitate the fall of the snow.
In summer and winter, the vaulted cellars of the Charest house were kept between 10 and 12 degrees, and allowed the storage of wines, alcohol and perishable goods such as hams, cheeses and molasses.”(2)
“Today, Maison Charest - or more specifically, the cellars of Maison Charest - is occupied by La Tanière3. Since 1977, the restaurant Tanière3 has always strived to push the boundaries of true Quebec cuisine.” (3)
Sources:
(1). www.ville.quebec.qc.ca/citoyens/patrimoine/bati/fiche.asp...
(2). www.lesoleil.com/maison/bistro-lorygine-vent-de-fraicheur...
[Original article in French. Translated from French into English via Google Translate]
(3) taniere3.com/en
The Beacon sets to capture the essence of traditional lighthouses and trigger an emotional response from the local community, thus creating a surprising experience at Woodbine Beach. The concept translates into the archetypal lighthouse conical shape, reduced to its simplest expression and conformed to the lifeguard stand proportions. With the support of selected charities and media, we seek to promote The Beacon as a temporary drop-off location for non-perishable items such as canned food or clothes. The Beacon represents an opportunity to establish a permanent network of donation hotspots in Toronto, and a great addition to an urban park environment.
Known to West Country crews as 'Thousands' with locoman seen comfortably reading Tuesday's news, celebrity railtour loco D1013 'Western Ranger' clatters away at the head of 08.35 Penzance-London Paddington service.
The focus is on holidays with passengers appearing at the platform strangely in various directions!
Much general traffic of the period is on show conveying parcels and perishables.
6th July 1976
Doug Harrop Photography • June 7, 1977
After stopping at Strawberry to allow Amtrak's San Francisco Zephyr to pass, Union Pacific's RVNPP (Roseville, California - North Platte, Nebraska Perishables) train is back on the move.
The train features mechanical refers loaded with fresh produce from California's Central Valley. UP 8050 is traversing the verdant Weber River valley between Peterson and Morgan, Utah.
一張照片的易朽性是非常重要的。如果一張照片會腐朽，我們會說：『感謝老天，我很慶幸我看到了那時刻。』
Perishability in a photograph is important in a picture. If a photograph looks perishable we say, "Gee, I'm glad I have that moment."
- John Loengard, Pictures under discussion by John Loengard , ISBN: 0817455396
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● Non-HDR-processed / Non-GND-filtered
● Black Card Technique 黑卡作品
Excerpt from facebook.com:
A couple years ago the Frosty's Village team (Melissa & Christina (shown here) along with Annie and Leah and Robert) started putting up the same Frosty inflatable, hoping to brighten up their neighbourhood. That grew into a campaign to see if the neighbours would band together and put up as many Frostys as possible. If you want to join in on the fun, Christina has a few Frostys ready to go. They’re building on last year's great success and it's become a MUST-SEE nighttime drive thru for your family in December with about 100 Frostys up so far. So many Frostys went up last weekend, and now is a great time to visit and count all the Frostys in Frosty’s village. They partnered with @burlfoodbank to collect food donations as well – the food drive will run for the month of December. When you visit Frosty’s Village consider dropping off a non-perishable food item at 1148 Lockhart Rd! It is well lit with two Frostys, some signage and a bin for your donation!
“Death is the mother of beauty. Only the perishable can be beautiful, which is why we are unmoved by artificial flowers.”
― Wallace Stevens
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Another upload from last months London Flickr Group Photowalk, this time it's an eye-catching fluorescent orange front door in Bethnal Green.
Click here for more photos from this and other London Flickr Photowalks : www.flickr.com/photos/darrellg/albums/72177720301569918
Our next photowalk still be held on the 8th June where we'll be venturing south of the river...... More details here if that sounds of interest : www.flickr.com/groups/londonflickrgroup/discuss/721577219...
From Wikipedia, "Bethnal Green is an area in London, England and is located in the London Borough of Tower Hamlets. It is in east London and part of the East End. The area emerged from the small settlement which developed around the Green, much of which survives today as Bethnal Green Gardens, beside Cambridge Heath Road. By the 16th century the term applied to a wider rural area, the Hamlet of Bethnal Green, which subsequently became a Parish, then a Metropolitan Borough before merging with neighbouring areas to become the north-western part of the new Tower Hamlets.
Economic focus shifted from mainstream farming produce for the City of London – through highly perishable goods production (market gardening), weaving, dock and building work and light industry – to a high proportion of commuters to city businesses, public sector/care sector roles, construction, courier businesses and home-working digital and creative industries. Identifiable slums in the maps of Booth in Life and Labour of the People in London (3 editions, 1889–1903) were in large part cleared before the aerial bombardment of the Second World War which accelerated clearance of many tightly packed terraces of small houses to be replaced with green spaces and higher-rise social housing."
© D.Godliman
The monument, which translated means "Monument to the Discoveries"
consists of a 52 metre-high slab of concrete, carved into the shape of the prow of a ship. The side that faces away from the river features a carved sword stretching the full height of the monument.
The original monument was built with perishable materials, but it was rebuilt in concrete in 1960, in time for the commemoration of the 500th anniversary of the death of Henry the Navigator.
He is the figure at the tip of the monument, looking out over the river. Behind Henry, on both sides of the monument, are statues of 33 other great people of that era, including explorers, cartographers, artists, scientists and missionaries.
Lisbon, Portugal
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.
Edinburgh Haymarket Station was originally the head office and terminus of the Edinburgh and Glasgow Railway. It was designed by the civil engineer John Miller or possibly by David Bell, who prepared some designs for him in the 1840s. The beautifully proportioned two-storeyed office block is built in stone in a Classical style with a Doric porch or portico. The building has advanced end bays and five centrally recessed bays. By 1845 the railways were booming in Scotland. This led to many changes. People became more mobile, towns were linked, perishable goods could be moved long distances, and economic growth was encouraged.
After delivering a train of perishables to Union Pacific's Riverdale Yard in Ogden, Utah, SP SD40T-2 No. 8369 drifts toward home rails the morning of June 30, 1986. The 8369 was built new for the Southern Pacific by EMD in April 1978.
Catalina Island, California
1 Peter 1:18-19
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 ancestors, but with the precious blood of Christ, a lamb without blemish or defect.
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.
Food, Glorious Food
The pantry was used for storing dairy products and food pickled in whey. Meat, fish and other less perishable commodities were kept in well ventilated shacks. Large barrels were arranged along the sides of the pantry, while shelves held smaller vessels. The mistress of the house prepared food in the pantry and served it to the members of the household in their eating bowls, askur, or other containers. They carried them into the badstofa to eat.
1. Large ASKUR for serving up food.
2. Jug for a mixture of whey and water, a refreshing cool drink.
3. Por for roasting coffee beans, imported COFFEE GRINDER, and Icelandic stone COFFEE GRINDER.
4. COPPER POT with a flat bottom and lid, and two handies. On the handle is the date 1791 AD. It was last used for dyeing.
5. Рот for open hearth. In the handles are hooks, used for lifting the pot off the hearth. On the stone slab is a HORSEHAIR SCOURER for pots, and a SPATULA for scraping the inside of pots
6. Ротноок for hanging pots over the fire. The pot could be raised and lowered to adjust the heat.
7. BREAD MOULD with mirror writing. The inscription could be read correctly from the loaf.
8. WOODEN LADLES and SPOON. The wooden spoon was used for stirring pots.
9. TUREEN. Large turned WOODEN BOWL with lid, with carved handles on either side. From Hornstrandir, a region famed for wooden artefacts made of driftwood.
10. FISH PLATTER. Boiled fish was served on the platter, with melted suet in the centre.
11. FISH SPATULA for lifting fish from the pot. From the West Fjords about 1850.
12: SMALL MULTIPURPOSE WOODEN CANISTER.
13. CHEESE PRESS for pressing out excess whey and compressing the cheese. On the bottom are holes to allow the whey to drain off. A heavy weight was placed on the lid.
14. MILK PAN in which milk was left to separate out. When the cream had risen to the top of the milk, the skimmed milk was tapped off at the bottom.
15. WOODEN MILK PAIL. All utensils used for milk were made of wood.
16. CHURN for churning cream into butter.
17. MILK WHISK. For whipping lightly curdled milk.
18. SIEVE FOR skyr. The sieve was lined with cheesecloth, and milk curd, skyr, placed inside. Excess whey drained off the skyr. The soured whey was used for preserving food, or mixed with water to drink.
19. MILK TRUG in which milk was left to separate. When the cream had risen to the top, the trug was tipped, and the cream was held back with one hand while the skimmed milk was poured off.
20. LARGE WOODEN BARREL for storing skyr and other foods pickled in whey for the winter.
Created by Cottinelli Telmo (1897–1948) and the sculptor Leopoldo de Almeida (1898–1975), Padrão dos Descobrimentos was first erected in 1940, in a temporary form, as part of the Portuguese World Exhibition, built with perishable materials.
The monument was reconstructed in 1960 to mark 500 years since the death of the Infante Dom Henrique (Henry the Navigator). This time it was made of concrete and rose-tinted Leiria stone masonry, with the sculptures made of Sintra limestone masonry.
Ref: padraodosdescobrimentos.pt/en/monument-to-the-discoveries
Nothing special here, but just wanted fill in a little gap in my Boston and Albany coverage. The passenger station only a few car lengths behind me is a much more photogenic prop so I prefer it when shooting here in town as I this shot: flic.kr/p/2n1VXDv
But I'm a sucker for all historic elements or anything to add visual interest to the scene so I needed at least one shot with the old brick freight house dating from the 1890s. Virtually every town had one of these back in the day, each with their own team track where boxcars of lcl (less than carload freight) were unloaded and stored for customers to come pick up. Of course those days are long past as the railroads retreated to doing what they are best at, hauling heavy bulk commodities, while consumer goods and perishables shifted to trucks and individual shipments became the drain of UPS, FedEx and now Amazon. Though most of these freight houses have long been rendered asunder, a few remain repurposed by new owners. I never got to see the large one that stood in Palmer into the late 1980s and none remain in any of the major cities along the route, but this one still stands in its original location witnessing the passage of a dozen trains a day, none that will ever again stop.
Here is one of those trains, CSXT train I022 (daily Syracuse to Worcester premium intermodal), hustling east past the stalwart structure at about MP 73.5 on what is now modern day CSXT's Boston Sub.
Warren, Massachusetts
Friday March 25, 2022
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.
CSX MP15AC 1138 shoves a single 50' standard height ARMN reefer down the rickety spur to Garden Wholesale Inc. back in 2014. At the time this customer was receiving a car of onions and other vegetables once a week to every two weeks, something that had been done for decades, and there were talks of reactivating the spur to the left leading to Sysco Foods who had just moved in. Design Container was another active customer on the branch who received a boxcar of paper at a similar rate as the Garden. Unfortunately, Sysco never started receiving shipments here and Garden Wholesale was forced to stop receiving rail shipments after CSX's service continued to deteriorate more and more with increased focus on "precision scheduled railroading". In this case, precision scheduled railroading meant leaving a carload of perishables sit in the yard that's less than a mile down the road for a week and a half before making the delivery - the same time it takes for it to make it all the way from Idaho to Jacksonville. Design Container threw in the towel soon after with similar service issues. Now the industrial lead sits disused and engulfed by weeds for going on six years now, with at least two if not three prospective customers who would likely still like to ship by rail but simply cannot tolerate the incomprehensibly bad service offered by the railroad company headquartered in this very city, CSX. Jacksonville, FL
The River Tamar forms the boundary between Cornwall and Devon. Rising only 4 miles from Bude and the Atlantic Ocean, the it flows south, slowly at first, for nearly 50 miles to the English Channel. In its middle reaches, the River Tamar winds its way through steep wooded country. This is also an area strewn with the relics of two centuries of mining.
Alongside mining, the Tamar Valley was famed for its cherry and apple orchards. Today it is hard to comprehend that this landscape, mostly shrouded in scrub and woodland on the steep valley sides, supported an industry of eight to ten thousand people at the height of the season in the 1950s, more than the entire population today.
The market gardens were known as “gardens” and were nearly all family-run, generally of only three to four acres and on sheltered south-facing slopes. The tidal river helped reduce frost and the steep valleys sheltered the holdings from the south west wind. For almost a hundred years the valley was the "earliest" strawberry growing area in the country.
It was the arrival of the Great Western Railway, which reached Plymouth in 1849, bridging the Tamar to Saltash in 1859, coupled with the growing pool of unemployed mining labour that made this horticultural revolution possible. The key to the industry's success was the speed with which the railway delivered perishable fruit to distant markets - particularly Covent Garden in London - within twenty-four hours of being picked.
Until mechanisation in the 1950s the gardens were largely worked by hand. “We didn't get backache on the hills because you weren't bending over all the time like you would on flat ground.” Special tools were made to work the slopes such as the 'Tamar Valley dibber'.
In the 1900s as disease became rampant amongst the fruit plantations the growers started to cultivate daffodils on a vast scale. The indigenous Tamar Double White became the valley's most famous flower: “I never met anyone who didn't like Double Whites - they were head and shoulders above other narcissus. The boxes were always lined with blue paper, it really set them off”. Many of the old varieties still flower in hedges and in odd corners where cultivation has long been abandoned.
In 1966, the cuts imposed by Beeching's reorganisation of the national rail system had a severe impact and many of the local stations were left unmanned. This marked the beginning of the end of the industry. Increased freight charges quickly followed and soon freight services completely ceased. Once fruit could no longer be delivered to the markets within twenty-four hours it ceased to be sent. Many growers turned to selling by direct purchase ('Pick Your Own') as well as to the local markets.
It has already been mentioned that God first loves us before we have the possibility of loving Him. This ontological priority must be always remembered. God could have created beings who could not but glorify Him, and He did so in creating the angels. But in the case of human beings, He created persons endowed with free will, beings worthy of loving Him consciously but also capable of not loving Him. There is no such thing as love through coercion. Divine Love is a reality that permeates creation by virtue of the very act of creation by the Divinity who is also Mercy, Compassion, and Love. But from the human side, it is possible not to love God as it is possible to reject His very existence.
Life in this world is not only a test of our faith, as the Quran asserts, but also of our love for God and the possibility of reciprocating on our own limited level His love for us. As the sacred saying quoted at the beginning of this chapter asserts, it is the right of men and women that God be a lover for them. On the basis of this reality, God asks us to be a lover for Him in the fullness of our free will.
The great impediment to responding positively to this divine invitation is that there are so many other things that can become objects of our love, starting with our own ego. God is aware of this situation, hence the revelation of religions and the spiritual power contained within them, which can disentangle the love of the soul for the transient and the perishable and turn it toward God. When the Sufis speak of love, they are thinking of its liberating and not confining aspect. To love God fully is to possess complete freedom from every other bond, and since God is absolute and infinite, it is to experience absolute and infinite freedom.
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The Garden of Truth by Seyyed Hossein Nasr
'Not one of Flora’s brilliant race
A form more perfect can display;
Art could not feign more simple grace
Nor Nature take a line away.'
Montgomery—On Planting a Tulip-Root.
“Souvenirs are perishable; fortunately, memories are not.”
(Susan Spano)
Souvenirs (memories) I store in an old letter case.
It's a special day for us - our son (6) left for his first school trip this morning. Hope he'll return with tons of great memories!
Have a great start into the week!
IMO: 9194476
MMSI: 538005038
Call Sign: V7AO7
Flag: Marshall Is [MH]
AIS Vessel Type: Cargo
Gross Tonnage: 9649
Deadweight: 11791 t
Length Overall x Breadth Extreme: 144.52m × 21.8m
Year Built: 1999
Status: Active.
A reefer ship is a refrigerated cargo ship, typically used to transport perishable commodities which require temperature-controlled transportation, such as fruit, meat, fish, vegetables, dairy products and other foods.
OLYMPUS DIGITAL CAMERA
In the era without refrigeration, when cottages in the countryside rarely had any basement, this sort of deep cellar for storing perishable food supplies was very popular. Cold in a summer, always above freezing point in a winter. Cream, butter, cheeses and meat stayed fresh much longer than in a cottage.
Jagodne Poland
There was a magic light on that fateful morning, "the morning that was about to not happen at all". That sunrise seemed to last far longer than usual... It sometimes happens, and, while the origin of such a phenomenon remains mysterious, it is most certainly a blissful gift.
It was ebb tide, and there were some wide, perfectly still tidal pools that were reflecting perfectly that wondrous light and sky, producing a stunning effect. There was something woven into that interplay between the sky and the waters. There was meaning. For some precious, apparently endless minutes, I felt one with the cosmos.
Newton's law of universal gravitation was one of the most stunning breakthroughs in the history of mankind. It revealed the origin of Kepler's laws of planetary motion. It allowed astronomers to predict the passage of comets, most famously Halley's. It allowed astronomers to predict the existence of previously unknown planets in our cosmic neighborhood. Yet its single most important contribution to our worldview was the realisation that the whole universe is governed by the same laws. It was a dramatic paradigm shift: we were no longer confined within a special region of the universe, made of imperfect, perishable matter, governed by ad hoc laws in opposition with the perfect, eternal harmony of the spheres—a terrestrial world made of pain, corruption, decay, and death due to our sinful nature. Newton's law eradicated this deeply rooted worldview and showed that everything everywhere obeyed the very same fundamental laws. That we are made of the very same stuff as the whole universe. That the pains of life and the unavoidable decay and death of everything on Earth were not divine punishments but the regular course of Nature. Starting from that point, we found out that even the stars die. Even our universe will die, eventually. Maybe, in some way. This does not wipe our struggling and suffering away, of course, but can help us to see our (small, oh, how small...) place in the whole and, maybe, to find meaning in a meaningless universe. Well, all these thoughts, that have taken so much time to be laid down in words and to be read by you right now, were crowding my mind all at once as I was capturing this exposure bracketing, in the funny way thoughts can overlap and mingle into each other, coexisting all at once. I have shared the result of my photographic endeavour and the thoughts that make it meaningful to me, so I should have accomplished my mission. I hope that you like my work, and I wish you a good life, feeling one with the universe.
Explored on 2024/06/22 nr. 59.
Laura and I were on one of those little, precious vacations of ours. We were at the seaside, at Milano Marittima (i.e., Milan-on-the-seaside, but the name of the place should not fool you: it is more than 300 km from Milan). We had a wonderful, intimate time - and I went chasing sunrises, earning three sunrise sessions in four days. I am normally careful not to photograph too much and too seriously on such occasions, even when the place is luring me, since my main focus is on us being together. Yet I am somehow lucky to have a thing for sunrises, since this allows me to dedicate some time to photography that does not weigh on our precious together-time - indeed, when I am back, she is usually still asleep. So here I am with a shot from my first session, and the best one (we'll see if I can squeeze something worth your attention from the other two).
I have obtained this picture by blending an exposure bracketing [-2.0/-1.0/0/+1.0/+2.0 EV] by luminosity masks in the Gimp (EXIF data, as usual, refers to the "normal exposure" shot).
As usual, I gave the finishing touches with Nik Color Efex Pro 4 and played a bit with dodging and burning.
Raw files were processed with Darktable.
Bhagwat Gita : Shloka of the day -July 29, 2016
Bg 2.18
TEXT 18
TEXT
antavantaimedehä
nityasyoktäùçarériëaù
anäçino ‘prameyasya
tasmädyudhyasvabhärata
Audio
SYNONYMS
anta—vantaù—perishable; ime—all these; dehäù—material bodies; nityasya—eternal in existence; uktäù—are said; çarériëaù—of the...
iskcondwarka.org/shloka/bhagwat-gita-shloka-of-the-day-ju...
I originally planned to go into New York City to photograph counterfeit Louis Vuitton bags. I wanted to blog about the frequent sightings of Coach, Burberry, and Louis Vuitton handbags at CVS. In my naivety, I used to believe all the bags were authentic. However, I believe now that while the majority of the Coach and Burberry bags were real, the clear majority of Louis Vuitton fashions were counterfeit. My suspicions were confirmed upon my numerous conversations with customers about their handbags. Many of them would mention they "fell off the truck" at Canal Street when I commented about their pretty handbags. In fact, the only confirmation of an authentic Louis Vuitton fashion was from a man who had a Vuitton wallet. When I asked him about the plethora of counterfeits running around, he also mentioned Canal Street. He has seen the counterfeits himself and they look absolutely authentic. I, too, had to see these gorgeous counterfeits. Thus, began an excursion to Canal Street to start my Blackout Day!
Paul accompanied me on this excursion to the City. We were supposed to have lunch with our friend Peter, but he was unavailable and would soon disappear into a cellular void. We headed into NYC via the Newport/Pavonia PATH station and then hopped out on Christopher Street only to hop into a subway to take us to Chinatown and into the heart of mystery.
We noticed alot of scenes like this on Canal Street. Hordes of people would gather around in a small circle while a Chinese merchant would quickly lift up a tarp covering a table in order to reveal the counterfeit merchandise beneath; all the while, the merchant would nervously glance up and around the sidewalk area. Presumably they were looking for cops, but maybe they were just looking for suspicious activity counter to their own. The merchant in this picture quickly closed up shop and sent the customers away after he caught me taking pictures of his business.
Paul and I continued to walk along Canal Street observing the suspicious activities of the day. Merchants would often not even have the counterfeit merchandise underneath the tarp. They would just have a paper with pictures of all the products with them. After a customer chose a product, the merchant would then retrieve the fake Vuitton bag. I found it extremely difficult to photograph a bag because there weren't any around! I was also afraid that merchants would try to seize my camera or break my legs if they caught me taking pictures of them.
I walked into a store and saw this woman clutching a Vuitton bag. My eyes immediately lit up and I asked her (in spanish) if I could photograph her bag. I finally had a photo of a Vuitton bag! Her companion insisted that it was a real bag when I asked about its authenticity. I'm not sure whether to believe him or not. Later in the day, I would continue to ask people if I could photograph their Vuitton bags, only to receive strange looks in return. I would end up just photographing their bags without their permission.
We then made a quick stop at City Hall to photograph the infrastructure in order to "examine" its vulnerabilities and weaknesses. After I took this photo, the officer of the USMS SDNY (United States Marshal Service - Southern District of New York) who is pointing on the left, walked up to me and ordered me to stop photographing government property. I burned with rage as I wished again for a hidden camera. After this encounter, we went to Union Square for a drink at the Heartland brewery. We both had their Indiana Pale Ale, which was pretty good. Paul and I planned to head over to the Williamsburg section of Brooklyn for a drink, then head back here to buy a gallon of beer to take home. Little did we know what was in store for us on the subway to Brooklyn.
This is the subway car I was trapped in for over an hour. This L-line subway left the 1st Avenue station and was heading over to Brooklyn when at about 4:20 the subway stopped and the lights went off. The crew reassured us that it was just the subway line and that things we were going to start moving very soon. However, it was soon apparent we weren't going anywhere, and the problem was probably larger than we expected. After all, where were the cops and fire department to help us? The man in the forefront of this photograph pointed this out. The chickens on the train grew restless as the air got really fucking thick and the temperature must've been around 100 degrees inside the car. People from the cars in front of us began an exodus to the back of the train - it was a light trickle of people at first and then it became quite obvious that people were trying to leave. Some gangbangers in the back of our car climbed out onto the catwalk and disappeared into the darkness. Eventually everyone realized this subway train had to be evacuated. Oh boy!
The procession to the back of the train was slow and aggravating. Apparently only the front and the back of the train had doors open to the catwalk. So we made a run for the back of the train and encountered a mass of humanity in the second to last car, where there was an opening. It was even hotter inside this car than the car we were stuck in because there were so many people jammed together trying to get out. We were all penned in and sharing bodyheat and it was nasty. People in the car started losing their nerves and tried prying other doors open and yelling for people to push and get out of the way. Quite scary. Eventually we all got out onto the catwalk.
The catwalk was narrow and dirty to the max. I refused to touch anything except the girl in front of me ;) Paul would later emerge out of the train station with hands that were black as night. I felt like I was in the Temple of Doom. The tunnel was pitch black, save for a few flashlights of the engine company that was there to assist us. The catwalk would go from narrow to extremely narrow without warning and there were multiple "dirty" obstacles in the way. I luckily used my LCD screen on my camera to help light my way (which unfortunately used the battery power I wish I had later in the night). I tried to shut my camera off for a second to conserve the battery, but I found myself horribly frightened at negotiating the catwalk in pitch black darkness.
After emerging from the darkness back onto the surface, we headed back to Union Square (and we'd be back again!). It was amazing to see all the throngs of people walking uptown on the avenue. It was like thousands of salmon pushing upstream to spawnsville. Cars tried to wrest back control of the streets with intermittent success, but the humans put up fierce resistance. Eventually, the machines were allowed one lane, and pedestrians controlled the rest of the avenue.
We marched onto Times Square, where there were thousands of more people milling around. It was so strange to see the place without electricity. This Square is notorious for light pollution that makes the night seem like the afternoon. John Stossel from ABC's 20/20 was there to work the crowd and report about the courageous self-control the humans have displayed in not looting and actually helping other people out. At this point in time, I was fully expecting a riot come nightfall.
Paul and I decided to check out the Ferry to see if it was a viable means to return to New Jersey. However, it was quite a mess. The lines had to be at least 10 blocks long with no movement in sight. Another pedestrian we talked to said that she had been on line for half an hour and didn't move anywhere - and she even cut the line! So, with that in mind, our next alternative was to walk to the Lincoln tunnel and see if we could walk the tunnel to New Jersey. Who would've thought that it would come to this!?
When we reached the tunnel, it was apparent that there would be no walking, and apparently very limited driving inside the tunnel. Floods of buses came through the tunnel and into New York. Probably every bus in the region came to lend a hand. They lined the streets for blocks and people would walk up to the bus driver's window and ask where the bus was heading. If the destination was suitable, the pedestrians would hop on in. What convenience! We had an opportunity to exit New York and take a bus to Hoboken. Fortunately, we burned that bridge and opted to wait for nightfall and the possibility of social unrest.
There was an obscene number of people sprawled on the ground at the makeshift refugee camp aka Madison Square Garden. I do not know what they were waiting for, but there were alot of them to negotiate through. At this point, we began to scour for food. New York City's resources were being rapidly depleted, we had to get our share. Many bodegas and deli's were closed. Some ingenious entrepreneurs moved all of their perishable foodstuffs and drinks outside onto the sidewalk. The Happy Blackout Day streetfair had begun!
Even more ingenious storeowners parked cars on vertically on the sidewalk with their headlights beaming into this store. One deli that we inexplicably frequented numerous times yesterday had a jeep parked on the sidewalk with its high-beams shining inside. They really ripped us off price-wise, but hey, you pay for the atmosphere.
Radios also played a critical part in hearing about news from the outside world. On more than one occasion, Paul and I would stop to listen in on Julia Poppa of 10/10 WINS The news was never good, but the communal experience of sharing a radio with fellow transient peoples on a pitch black street was comforting.
Sometime during the night, we eventually made our way back to Union Square a third time. We were drawn by the hint of light and the loud sound of rhythmic drum beats. There was a huge orgy of dancing and merriment in the square. The closest thing I can relate it to is the Zion rave scene in the Matrix Reloaded. This place was off the wall - it was a huge celebration of societal goodwill. At this point in time, Paul and I were resting up - Paul bought a 6-pack of Beck's and we eagerly took long swigs in front of the Po-Po! It was a great place to have some beers, eat some Pirate's booty and take in the atmosphere. There would be no rioting tonight, just alot of orgies. After Union Square, we dropped by Washington Square and saw the same festivities being led by NYU frat boys.
Paul and I wandered around for a long time in the dark and kept walking in circles. Eventually we made our way to the Christopher Street station to take the Path home - as usual, there were police officers outside it. However, Paul wanted to go to Battery Park and take the ferry back from there. I relented - I wanted to extend the experience too, but not as long as it would eventually turn out. We first dropped by this park on the Hudson river and watched the Jersey City skyline while drinking beer and sitting on the grass like hippies.
Then there was this hour long trek to Battery Park only to find out the ferry wasn't operating. I think Paul lost his cool here, but he'll really lose it in Hoboken! After a cabbie offered to take us to Newark for $40 (then $30), we found a cool cabbie that would take us back to Christopher Street station for whatever price we found fit. This cabbie was actually heading to Jersey himself since he was low on gas - I hope he found some. Anyway, we finally got on the Path and opted to get off in Hoboken. What a mistake! We anticipated that the car garage would be closed at this hour (1AM) and it would be easier for Jason to pick us up from here. However, Jason wasn't able to pick us up, and Paul's dad would be able to...in Newark. So we went back into the station, waited a little longer in the sweatbox (the entire station was being run on by generator) and finally Paul talked to a PATH employee and found out there would be no more trains coming into Hoboken because the train signals were not working. We got off the last train in Hoboken! Ahhh! Prudence and Expediency were on our side at last when NJ Transit offered to take us and 3 other people to Newark Penn Station, for free! Hooray for NJ Transit! They were the super happy ending to this 15 hour journey of mystery and excitement!
This is my favorite picture of the evening; it was snapped while we were aimlessly wandering the city. In the afternoon I was at unease because I was having negative fantasies about the origins of this event. I felt much more at peace during the dark evening. Yesterday I logged the most miles in a day for my feet, and yet I enjoyed every moment of it. Maybe it was because I will never experience another day like this again. I will never be able to see the stars from the middle of New York City like I did that night. I will never again be able to be in the middle of the financial district, and look up to see the only illumination comes from the moon. What a beautiful sight that was.
There were also some less metaphysical achievements accomplished yesterday. When is the next time I will be able to take a public leak in Battery Park, Greenwich village, Financial District, and some other place in lower Manhattan? I also probably won't be able to walk in the middle of an unlit street while drinking a beer again. Everyone had free reign of the city yesterday, and everyone had a good time at it. Oh yeah, we also saw Jay-Z leave a bar ;)
Angkor Thom"Great City", located in present-day Cambodia, was the last and most enduring capital city of the Khmer empire. It was established in the late twelfth century by King Jayavarman VII.:378–382:170
It covers an area of 9 km², within which are located several monuments from earlier eras as well as those established by Jayavarman and his successors. At the centre of the city isJayavarman's state temple, the Bayon, with the other major sites clustered around the Victory Square immediately to the north.
Map of Central Angkor Thom
Angkor Thom was established as the capital of Jayavarman VII's empire, and was the centre of his massive building programme. One inscription found in the city refers to Jayavarman as the groom and the city as his bride.:121
Angkor Thom seems not to be the first Khmer capital on the site, however. Yasodharapura, dating from three centuries earlier, was centred slightly further northwest, and Angkor Thom overlapped parts of it. The most notable earlier temples within the city are the former state temple of Baphuon, and Phimeanakas, which was incorporated into the Royal Palace. The Khmers did not draw any clear distinctions between Angkor Thom and Yashodharapura: even in the fourteenth century an inscription used the earlier name.:138 The name of Angkor Thom—great city—was in use from the 16th century.
The last temple known to have been constructed in Angkor Thom was Mangalartha, which was dedicated in 1295. Thereafter the existing structures continued to be modified from time to time, but any new creations were in perishable materials and have not survived.
The Ayutthaya Kingdom, led by King Borommarachathirat II, sacked Angkor Thom, forcing the Khmers under Ponhea Yat to relocate their capital southeast.:29
Angkor Thom was abandoned some time prior to 1609, when an early western visitor wrote of an uninhabited city, "as fantastic as the Atlantis of Plato".:140 It is believed to have sustained a population of 80,000–150,000 people.
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.
The apple motif is allusive in many ways. Voluminous and sensuous, it graces innumerable still-life compositions, but it is also traditionally pictured as the forbidden fruit.
One of the leading figures of American Pop art and an early pioneer of environmental and installation art, Claes Oldenburg reveals in his works the hidden potential of everyday objects, making them tangible, soft, and humorous. Oversized foodstuffs such as an ice cream cone or baked potato, often rendered in a somewhat unpredictable way, are frequent elements in his vocabulary.
The perishability and vulnerability of the decaying apple core evinces Oldenburg's consistent preoccupation with the process of decline and death. It is also the residue of a natural ("perfect") form altered ("spoiled") by human intervention. The existential imperative of growth and decomposition - its poignancy once heightened by the lushness of vanitas pictures, with a worm or insect accentuating the moralizing intent - is ironically underscored in Apple Core by both the mock-heroic scale and the "organic" coloring. Ultimately, these very elements, enhanced by tongue-in-cheek sculptural-painterly effects and hard-soft punning (the "rotten" apple has an actual steel core and is fashioned in stiffened urethane foam), make Apple Core an endearing rather than forbidding piece, inviting tactile exploration.
Another photo of this unique sculpture is in comment box below.
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Thanks to all for 11,000.000+ views and kind comments ... !
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The Beacon sets to capture the essence of traditional lighthouses and trigger an emotional response from the local community, thus creating a surprising experience at Woodbine Beach. The concept translates into the archetypal lighthouse conical shape, reduced to its simplest expression and conformed to the lifeguard stand proportions. With the support of selected charities and media, we seek to promote The Beacon as a temporary drop-off location for non-perishable items such as canned food or clothes. The Beacon represents an opportunity to establish a permanent network of donation hotspots in Toronto, and a great addition to an urban park environment.
Preah Khan temple city in the Angkor Historical park.
The view down the central corridor towards the inner sanctuary richly decorated with dancing apsaras on the pillars and lintels above walkways. Preah Khan was a large temple city built in the 12th century, with a Buddhist university and almost 100,000 people dedicated to serve the temple, with officials and farmers, dancers and monks.
In addition, imagine the surrounding villages and agriculture with sophisticated water supply systems and fisheries on Tonle Sap lake feeding the temple city, and all of Angkor.
All that remains today are the stone walls, the roofs made from perishable materials and the surrounding villages have long disappeared. To put this into perspective a little, in the 13th century Paris in France became the largest city in Europe with a population of around 80,000 (source: www.paris-city.fr)
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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.
Registration: HP-1939UCG
Named: Baby Rocket
Type: 727-225F
Engines: 3 × PW JT8D-15 s3
Serial Number: 22552
First flight: Aug 19, 1981
UniWorld Air Cargo is a Cargo Airline based in Panama City in Central America. UniWorld began operations in 2019 using Tocumen International Airport as a hub airport to connect air cargo between the Americas and the Caribbean. UniWorld specializes in moving perishables, live animals, and general cargo with regular flights, charter services, and ACMI agreements.
Poster for Aviators.
One of UP's perishable trains from Washington State makes the trip east on the Clinton Sub at sunset. The train is madeup of all ARMN mechanical refers and is heading for east coast points via interchange with the CSXT at Chicago, IL. Surprising this short train was in a 2x1 DP setup.
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In the era without refrigeration, when cottages in the countryside rarely had any basement, this sort of deep cellar for storing perishable food supplies was very popular. Cold in a summer, always above freezing point in a winter. Cream, butter, cheeses and meat stayed fresh much longer than in a cottage.
Jagodne Poland