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Crater Lake National Park is an American national park located in southern Oregon. Established in 1902, Crater Lake is the fifth-oldest national park in the United States and the only national park in Oregon.[3] The park encompasses the caldera of Crater Lake, a remnant of a destroyed volcano, Mount Mazama, and the surrounding hills and forests
Alex Perry launches new designer eyewear range at Marble Bar, Hilton Hotel Sydney
Earlier this evening Australian fashion designer Alex Perry revealed his new designer eyewear range, the Alex Perry 2012 Collection for Specsavers.
It all took place at the super fashionable, Victorian styled event at Sydney’s famous Marble Bar.
The event featured a glamorous runway show inspired by the romance of 19th century Europe, where Alex Perry models delved into a darker, sultrier fashion inspiration that turned heads.
Amidst the decadent and seductive backdrop of Sydney’s Marble Bar there was feminine touches of the Victorian era for the lucky few to see, from which Alex has drawn inspiration to create the dramatic and powerful eyewear range.
Guests who stayed the night got to see the new Specsavers limited edition striking red frame revealed.
Models and fashion elite present included Alex Perry, Sarah Murdoch, Charlotte Dawson, and Kerri-Anne Kennerley.
Well done to everyone associated with the success of the launch.
Websites
Specsavers
Marble Bar
Hilton Hotel (Sydney)
Open Haus
Eva Rinaldi Photography Flickr
www.flickr.com/evarinaldiphotography
Eva Rinaldi Photography
Splash News & Pictures
5.000 cc
V8
565 pk
Vmax : 225 km/h
-100 km/h : 5,4 sec
2.591 kg
CO2 : 298 g/km
Expo : Dream Cars 2019
Auto / Moto / Van : 97° European Motor Show Brussels
Autosalon Brussel
Salon de l'Auto Bruxelles
Brussels - Belgium
January 2019
Members of The Royal Canadian Dragoons (RCD) conduct level 2 and 3 patrols, which are troop level firing movements, to be operationally ready for deployments or foreign expeditions, in the training area of Garrison Petawawa on March 24, 2021.
Photo: Corporal Sarah Morley, Canadian Armed Forces photo
Des membres du Royal Canadian Dragoons (RCD) effectuent des patrouilles de niveau 2 et 3, qui consistent en des mouvements de tir en troupe, afin d’être prêts sur le plan opérationnel pour les déploiements ou les expéditions à l’étranger, dans le secteur d’entraînement de la garnison Petawawa, le 24 mars 2021.
Photo : Caporal Sarah Morley, Forces armées canadiennes
Former U.S. Army Fort Ord Firing Range 8, now part of the Fort Ord Dunes State Park.
This range was visible from California State Route 1 north of Monterey, California, and I remember seeing it in use many times from the 1970s until the base closed in 1994.
The California State Park system has preserved the range master's tower, and a few other structures, but the majority of the range is being reclaimed by nature.
Fort Ord Dunes State Park
(California Department of Parks and Recreation web site):
Fort Ord Dunes State Park (Wikipedia):
The Fountain Range is the high ridge in the back. It and the surrounding hillsides dwarf the SQPG as it approaches Glenfraser
June 05, 2004
(8-122)
This photograph shows the Laser Ranging Facility at Goddard's Geophysical and Astronomical Observatory in Greenbelt, Md. The observatory helps NASA keep track of orbiting satellites. The lower of the two green beams is from the Lunar Reconnaissance Orbiter's dedicated tracker. The other laser, although appearing to originate from above, originates from another ground system at the facility. Both beams are pointed at the moon -- specifically at LRO in orbit of the moon -- in this photo.
The picture was taken on Aug. 1, 2009, when Goddard invited guests to celebrate LRO's successful arrival at the moon. Guests could gaze at stars and the moon through telescopes, talk with the LRO team and see new images from the satellite, among other activities. A number of hands-on activities for young children and their families provided knowledge and understanding of the phases of the moon, crater creation and the scale of the Earth/moon system.
The LRO mission, built and managed by NASA's Goddard Space Flight Center, launched on June 18, 2009.
Image Credit: NASA/Debbie McCallum
NASA Goddard Space Flight Center contributes to NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s endeavors by providing compelling scientific knowledge to advance the Agency’s mission.
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Mule deer grazing in the sagebrush as the sun rises and the moon sets. Mule deer are often highly migratory, engaging in seasonal movements between summer range habitats high in the mountain forests of the west, to winter range habitats at lower elevations in sagebrush steppe. Some populations of deer in this part of Oregon make fall and spring migrations of up to 90 miles.
ohannes Hermann Zukertort (Polish: Jan Hermann Cukiertort; 7 September 1842 – 20 June 1888) was a leading Polish chess master. He was one of the leading world players for most of the 1870s and 1880s, and lost to Wilhelm Steinitz in the World Chess Championship 1886, generally regarded as the first World Chess Championship match. He was also defeated by Steinitz in 1872 in an unofficial championship; both were the world's best players.
Zukertort filled his relatively short life with a wide range of other achievements as a soldier, musician, linguist, journalist and political activist. He became a naturalised citizen of the United Kingdom in 1878.
Zukertort was born 7 September 1842 in Lublin, Congress Poland as Jan Hermann Cukiertort. He said that his mother was the Baroness Krzyżanowska (Krzyzanovska). His father was a Christian Protestant missionary of Jewish origin. The Christian mission among the Jewish population in Russian-occupied Poland was considered an illegal activity. Therefore, the Zukertort family emigrated to Prussia. He was educated at the gymnasium of Breslau, and in 1866 at the University of Breslau, from which he graduated in medicine in 1866. As a member of the medical corps of the German army he saw service in 1866, and again during the Franco-Prussian war of 1870–71.
Zukertort is widely believed to have embellished his biography. In an account of his life for the Norfolk News in 1872 he claimed aristocratic descent, fluency in nine languages, proficiency in swordsmanship, dominoes and whist; said he had played 6,000 games of chess with Adolf Anderssen, fought in numerous battles and was awarded seven medals besides the Order of the Red Eagle and the Iron Cross. He also found time to get an M.D. at Breslau in 1865 and work on the staff of Bismarck's private organ the Allgemeine Zeitung in addition to writing two chess books and working as the editor of a chess magazine for several years. "There is some truth in the last sentence: he was co-author of the books, co-editor of the chess magazine."
Zukertort learned to play chess in Breslau when he was about 19. Entering a tournament in that city, and receiving the odds of the queen, he lost every game, whereupon he took up the study of Bilguer's Handbuch, with the result that in 1862 he won games from the leading German chess player Adolf Anderssen at the odds of a knight. Zukertort studied with Anderssen and within a very few years he became one of the strongest players in Germany.
Among many other notable matches that Zukertort played with Anderssen, he defeated him in 1866, lost in 1868 by a score of eight wins, three losses, one draw, and finally defeated him convincingly (5–2; no draws) in a match in 1871. In 1867 he moved to Berlin and in 1872 to London. In that year, he played Wilhelm Steinitz in London, losing 9–3 (7 losses, 1 win, 4 draws).
Although Zukertort lost both his matches against Steinitz, he proved that he was superior to other opponents throughout the late 1870s and early 1880s. During this period top-class tournaments were rare and Zukertort's best performances were mostly in matches, notably against Anderssen in 1871 and Joseph Henry Blackburne in 1881 (6 wins, 2 losses, 5 draws). Nonetheless Zukertort was one of the most successful tournament players of his time: third place behind Steinitz and Blackburne at London, 1872; first place at Cologne and second at Leipzig in 1877; tied for first with Simon Winawer at the Paris International Chess Congress in 1878 and beat Winawer in the playoff; second at Berlin in 1881, behind Blackburne; tied for fourth at Vienna in 1882; first at London in 1883, 3 points ahead of Steinitz.
Zukertort's win in the London 1883 chess tournament was his most significant success: he won his games against most of the world's leading players, scoring 22/26, and he finished 3 points ahead of Steinitz, who was second with 19/26. This tournament established that Steinitz and Zukertort were clearly the best two players in the world, and led to the World Chess Championship match between these two.
The 1886 World Chess Championship match lasted from 11 January to 29 March 1886. After building up a 4–1 lead Zukertort wilted, lost four of the last five games and lost the match by 12½–7½.
After this defeat, Zukertort's health suffered and he was a greatly weakened player for the remaining two years of his life. Diagnoses of his ailments include rheumatism, coronary heart disease, kidney problems, and arteriosclerosis. His results after the 1886 match declined steeply: seventh at London and third at Nottingham in 1886; fifteenth at Frankfurt and fourth at London in 1887; lost a match in 1887 against Blackburne (1 win, 5 losses, and 8 draws); and seventh at London in 1888.
Poor health and lack of physical stamina appeared to be one of Zukertort's two long-term weaknesses: some commentators attributed to illness the severity of his defeat in the 1872 match against Steinitz; aside from the aforementioned tournaments, in the 1883 London tournament he won 22 of his first 23 games, enough to give him an uncatchable lead, but lost his last three games. His other weakness was that, while no one had greater attacking flair, Zukertort never approached Steinitz' understanding of positional play, and Steinitz often outmaneuvered him fairly simply.
Unlike the majority of attacking players, Zukertort preferred openings such as 1.c4 and 1.Nf3 that are closed or semi-closed and offered the possibility of transpositions—in fact in the early 1880s 1.Nf3 was known as "Zukertort's Opening", 40 years before it became known as the Réti Opening.
In his prime Zukertort also excelled at blindfold chess. In 1876, he played sixteen games simultaneously while blindfolded, winning eleven, drawing four, and losing only one.
Zukertort died 20 June 1888, in London from a cerebral haemorrhage after playing a game in a tournament Simpson's Divan, which he was leading at the time.
Brompton Cemetery
This is the southern entrance to the San Francisco Chinatown, located on Bush Street. This is the address of the first Leica store to open in northern California.
The Leica 30-90mm f/3.5-5.6 Vario Elmar-S is simply the world's finest zoom lens in this focal length range (24-70mm in 35mm equivalent terms). Except for the smaller max f-stop, this lens is just as good as any of the Leica S prime lenses in this focal length range, and the S prime lenses are already the best lenses in the business. Very impressive for a zoom to match that.
Above shot: Leica S type 006 + 30-90 Vario Elmar-S, circular polarizer filter used, hand-held. The full 37.5MP image is uploaded at 90% JPEG, if anyone is interested in taking a closer look - there are a lot of interesting little details in the image.
I took this photograph in Algeciras, Spain in 1995.
To this day I've no idea why it was there. I assumed it was going for export as it was parked next to the container terminal along with another vehicle.
It's a half Range Rover, half Discovery creation. The details from the DVLA indicate it started life as a Range Rover on 3 January 1973. Its MOT expired in May 2006.
The Land Rover Discovery was launched in 1989, with the 5 door version available in 1990, so this body wasn't that old when the conversion took place.
The conversion was probably quite easy as, at the time, the Discovery was based on the running gear of the Range Rover.
Note the 'Range Rover' over the top of the rear door.
The rear lights of the Series 1 Discovery were from the Austin Maestro van.
Yes, believe it or not, the origin of the mighty Range Rover goes back to the communistic clumsiness of British Leyland, where, in one of their rare moments of genius, they realised the dream that a contemporary 4x4 could be married with the luxuries and styling of a regular saloon car!
The original concept of the Range Rover can be traced back to the groundbreaking original Land Rover of the 1940's, where upon its introduction in 1948 as an extended development of the American Willy's Jeep, the Land Rover had taken the world by storm and become the most desired 4x4 in the world. Light, practical, endlessly tunable and easy to maintain, the Land Rover was a hit across the globe, primarily in the colonies of the British Empire, taking people to remote regions that had once been only within the reach of a Horse or a Camel. Initially, a plan was made to create a saloon style version of the Land Rover in 1949 with the help of coachbuilder Tickford, dubbed the 'Land Rover Station-Wagon', but this was not exactly a success and sold only 700 examples before the car was withdrawn from production in 1951. The main features of the Station-Wagon were a wooden-framed body, seven seats, floor carpets, a heater, a one-piece windscreen and other car-like features, its hand-built nature kept prices high.
In 1954 Land Rover took another stab at the Station Wagon concept, only this time it was built in-house rather than outsourced to a different company. This version's primary market was for those who required an off-road vehicle with greater capacity, such as ambulances or even small buses in remote regions such as the Scottish Highlands. But even though this second incarnation of the Station Wagon was available with features such as an interior light, heater, door and floor trims and upgraded seats, the basic Land Rover roots of this car meant it was still tough and capable, but the firm suspension made its road performance somewhat mediocre.
In 1958, Land Rover took yet another stab with the Road Rover, a development of combining the Land Rover chassis and running gear with the internal furnishings and body of a regular saloon car. The intended audience of the Road Rover was again in the remote British Colonies of Africa and the Australian Outback, where the firm suspension would be useful on the long, uneven roads. By the 1960's however, developments across the pond in the United States were starting to rock Rover's boat, as the newly coined Sports Utility Vehicle (SUV) began to make progress. International Harvester released the Scout, and Ford the Bronco, offering a different blend of off and on-road ability from existing utility 4x4s such as the Land Rover and the Jeep, proving capable of good on-road comfort and speed while retaining more than adequate off-road ability for most private users. The Jeep Wagoneer proved the concept further, being both spacious and practical, but still with the raunchy off-road abilities to conquer the harsh American terrain.
Being frontline observers to this, Rover dealers in the United States looked on in horror as the American motor industry cornered the market for the SUV, and through frustration the president of Rover's USA division sent head office a Land Rover Series II 88 fitted with a Buick V8, designed for contemporary American pickup trucks, which offered far greater on-road performance and refinement than any Land Rover then in production.
Things came full circle though thanks to a man named Charles Spencer King, a former apprentice at Rolls Royce and one of the most prominent figures in the ownership of Rover and its transition to British Leyland. Taking over the development, he began the development program with the 100-inch Station Wagon project, taking the original concepts of the previous Road Rover and fitting it with coil springs after coming to the conclusion that only long-travel coil springs could provide the required blend of luxury car comfort and Land Rover's established off-road ability. His realisation of this apparently came when he drove a Rover P6 across rough scrubland adjacent to Land Rover's Solihull Factory, but was also helped by the fact that Land Rover purchased the coil springs from a Ford Bronco and began developing from those. Permanent 4WD was also necessary so as to provide both adequate handling and to reliably absorb the power that would be required by the vehicle if it was to be competitive, which came through in the form of a new transmission known as the Land Rover 101 Forward Control. The final piece to the puzzle though was the use of the Buick derived Rover V8, a strong, reliable, lightweight and endlessly tunable engine. In addition to the regular V8, the car was fitted with both a starting handle for emergencies, and carburettors to help continue to supply fuel at extreme angles.
The final design, launched in 1970 with bodywork styled largely by the engineering team rather than David Bache's styling division, was marketed as 'A Car For All Reasons'. In its original guise, the Range Rover was more capable off-road than the Land Rover but was much more comfortable, offering a top speed in excess of 100mph, a towing capacity of 3.5 tons, spacious accommodation for five people and groundbreaking features such as a four-speed, dual-range, permanent four-wheel-drive gearbox and hydraulic disc brakes on all wheels. The body was constructed, in keeping with other Rover products, of lightweight aluminium, and in its first incarnation was only available as a two-door utilitarian runabout, rather than the five-door luxury car we know today. This was rectified in 1981 when a 4-door version was made available, but this doesn't mean that the Range Rover wasn't a success before this change.
Upon its launch in June 1970, the Range Rover was lauded with critical acclaim, and Rover was praised for succeeding in marrying the practicalities of a modern 4x4 with the luxury capabilities of a standard road car. With a top speed of 95mph and a 0-60 acceleration of less than 15 seconds, performance was stated as being better than many family saloon cars of its era, and off-road performance was good, owing to its long suspension travel and high ground clearance. The bulky but practical design was also praised, with many considering it a piece of artwork, with one example being put on display in the Louvre in Paris! Early celebrity ownership also helped the sales quota, but not in the same way you'd expect today. Instead of Musicians and Movie Stars buying up stashes of Range Rovers like they do nowadays, people of established wealth such as Princess Diana and Government bodies became proud custodians of these mighty machines.
Problems however were quick to occur, as let's not forget, this was a British Leyland product. Reliability was a major issue, with strike cars being especially poor as many would leave the factory with vital components missing or not installed properly. To save costs, many pieces of the cars were carried over from other Leyland products, with switches and dials being donated from Austin Allegros, and the door handles coming direct from Morris Marinas. Name any of the faults endemic to British Leyland products of the time, and the Range Rover suffered from the same curse, be they mechanical, electric, cosmetic, or, worst of all, the demon rust!
But the Range Rover survived to see the 1980's despite its faults, and after the introduction of an extra set of doors it started to gain a true identity as the luxury motor of choice for the new money. With the additional 5-door layout, new variants such as the long wheelbase Vogue and the SE (Special Equipment) versions took many of the luxury items of the Jaguar XJ series such as leather seats and hazelnut wooden trim and placed them into the Range Rover. In the 1980s as well, special utility versions began to be developed, including a 6x6 Fire Tender for airfields and small airports, Ambulances for military bases and remote regions, and one special variant for his holiness the Pope, affectionately dubbed the Popemobile!
However, towards the late 1980's the Range Rover in its original incarnation was starting to look very much its age. The angular design was looking tired, and internally its utilitarian roots were in evidence. The dashboard was not much like that of a regular saloon car, but more a bus or a truck, with a huge steering wheel like that from a tractor, and was not particularly well equipped. Land Rover however intended to narrow the Range Rover's portfolio to the truly luxury market rather than having the low end versions which didn't sell as well due to their expense. In 1989 Land Rover launched the Discovery, which was similar in size to the Range Rover but cheaper and given a more family layout with seats and furnishings being carried over from the Austin Montego. To bring the Range Rover back into the front line of luxury motors for the 1990's, Rover Group (the descendant of British Leyland) put together a plan to design a new car under the chassis codenumber P38A (or just P38 for short). Four years of development and £300 million later, the car was launched to a whirlwind of critical acclaim. With a beautifully equipped interior, a more car-like design of dashboard and with a wider variety of luxury trim levels, including the personalised Autobiography editions, the P38 was the first of the mighty Range Rovers to appeal to the bling-bling generation.
This, however, left the original Range Rover out in the cold, and even though it was still a much loved part of the British motoring scene, the time had come for the original, dubbed the Range Rover Classic after launch of the P38. The last of the original Range Rovers slunk silently of the production line at Solihull in 1996, with production now fully based on the new P38, as well as to future developments such as the Freelander of 1997 and ongoing Discovery and Defender. Today original Range Rovers are somewhat easy to come by depending on where you look. In London you'll find a fair few (after all, these were the original Chelsea Tractors), but even in the country you'll bump into these things, especially around my home of Devon where the Range Rover/Land Rover products were perfect for the rugged Moorland terrain. Early British Leyland ones you'd be hard pressed to find, most rusting away in the 1980's, but the Rover Group ones of the 80's and 90's are by no means rare.
But even so, 45 years after the first Range Rover left the factory in Solihull, Range Rovers continue to be produced today, now in it's 4th Generation and available in more variations than ever before! Although British Leyland has long since died together with their many woeful products such as the Morris Marina and the Austin Allegro, the Range Rover is very much their legacy, the last of their original products to survive the strikes and bankruptcy, fighting off the fuel crisis and privatisation by the Thatcher Government, and then being split in 2000 by BMW and juggled between owners Ford and TATA Steel, and still being the luxury motorised toy of the modern day rich! :)
This was parked at the National Water Sports centre near the white water course I guess as part of some sort of corporate sponsorship so I thought I'd have a go at painting it!
The gloves are from Fire Girl Toys and fit the Phicen wrist pegs nicely. I would have liked a more pronounced trigger finger, and the angle of the right-hand makes it more suitable for rifles than pistols.
The Range Rover Velar - what is it?
Despite Range Rover having (apparently) used this name in the past - I confess that I didn't know exactly what a Velar is (or would be) seeing as it did not directly replace any existing Land Rover product line.
Some further investigation showed that it shared its platform with the Jaguar F-Pace - a clever idea, but still not particularly helpful.
Even the description of the market segment - 'Compact Premium SUV' - still doesn't accurately cover it - this is not a small car.
So, expanding down to the details. The Velar uses V6 and V8 engines, mounted longitudinally, and driving all four wheels. The body is of monocoque construction (unibody) - as are nearly all Land Rover products today - and built from aluminium - as are the bigger Range Rover / Range Rover Sport / Discovery Sport.
What seems to be the case is a lot of cars that look like they are about the same size, and marketed at mostly the same customer. All I can say is that the Velar is lower and sportier - less practical, but rides on a longer wheelbase (than the Discovery) for more of a performance-biased driving experience.
All well and good, but isn't that what a Range Rover Sport is supposed to be?
I think I am still confused.
OK people, quick history lesson. In medieval churches a lot of time was spent standing up in prayer. You had seven or eight services and the old legs would ache. So someone had the bright idea of making the seats flip up and put a small ledge on them so you could sort of half stand while resting your legs.
These were an act of mercy, so they were called mercy seats (misericords).
I'll be putting a picture of some of the carvings in St Laurence, Ludlow over the next few days. They are from the pews and I thought a bit of context first could be helpful.
The stalls date from the 1400s.