I have been spending today mostly thinking, I have experienced my first heartbreak. It wasn't massive in perspective, but it was to me. I won't go depressive into it, but it with someone that had made me feel so alive and new and for that I am so grateful. A night of learning and living. But it's because of it not continuing for a reason I may never know that I have to learn to re-attach the cogs working inside me and see the beauty in what I have experienced. I have found new pieces lately that I felt could never fit in my system and for that, I feel like another chapter in my story has been written to reflect on.

Best viewed Original size.

 

40143 is re-attached to 08.40 Liverpool Lime Street to Scarborough after running round in Huddersfield having arrived via Bradley Junction - 05/08/1984.

 

© 2014 - 53A Models of Hull Collection. Scanned from the original 35mm colour transparency; photographed by the late David R Vickers. Re-scanned, re-edited & re-sized image.

 

- - - - - -

K42 loaded grain train from Loxton prepares to depart from the Tailem Bend yard with 2207,703,GM43,CLP17 on 10-9-09.

CLP17 has just been added as the banker to assist over the hills.

The higher axle load locos were detached and re attached at Tailem Bend due to the slower speed limits applied to them on the branches

It’s December 1st, time for snowflakes! This one is special for me as it illustrates the magical – albeit disfiguring – process of sublimation. But before we get into all that, I want to remind everyone that my latest snowflake coin from the Royal Canadian Mint is now available – and they are selling out. I’m not sure how fast, but I do know that they have limited sales to one per person on their website: www.mint.ca/en/shop/coins/2023/dollar20-pure-silver-hexag... . Don’t miss out on the first hexagonal coin minted as collector’s Canadian currency.

 

This image depicts a primary set of five snowflakes, all photographed after they had been resting on the ground for a while. The telltale signs are obvious, starting with the very rounded tips of the outermost branches. By the logic that “what sticks out the farthest, grows the fastest”, the inverse is also true: what sticks out the farthest will sublimate the fastest in a low-humidity environment. Sublimation, for those unfamiliar with the word, is going from a solid state of matter directly to a gas without first becoming a liquid. Snowflakes will return to the air that created them fairly quickly, even in cold weather.

 

But there’s another area of sublimation that rarely gets discussed: internal or conjoined sublimation. Imagine a disc of air trapped inside a snowflake. As the water molecules sublimate in an enclosed space, they look for another place to attach themselves to. This is less likely to be large flat surfaces and more likely to be corners and edges. As this process continues, the flat surfaces will lose more molecules, and the edges will gain them. A disc, given enough time by this logic, would eventually become a sphere. It gets better (and more beautiful) when you have air trapped between two complex surfaces of different snowflakes effectively “holding hands”.

 

Vibrant tie-dye colour can be created by means of optical interference in these spaces. The gap between the two branches has to be narrow and the internal cavity mostly or completely closed off from the outside air. As water molecules release themselves in a low-humidity environment, they will re-attach on the surface structures available, in a much more complex manner than a disc becomes a sphere. Still, it’s effective a “rounding out” of the details. If the gap is thin enough, then physics plays a beautiful note to generate colours, the same physics that puts rainbows in soap film.

 

The fascination comes in the tiniest details around these rainbow puddles of air as well. Look close, and I mean REAL close, and you’ll see a curious trail of tiny bubbles around the larger sources of colour. I’m not a physicist, but I can hypothesize what is happening here: as the outer edges of the structure gather more of the errant water molecules, deviations in the surface topography can close off the structure while leaving little pockets of air behind, these discs then continuing their own fate to become independent spheres.

 

Sublimation is usually something I avoid; I want to photograph snowflakes as quickly as possible to preserve their original shapes and structures. However, if one allows a snowflake to “age” in a cluster, you might be surprised what treasures you can discover.

 

I’ll be trying my best to post a new snowflake photograph every other day until Christmas. Stay tuned for more. :)

Two for One! This is a fun example of snowflakes that have “stuck” together, likely after falling to the ground. Notice the reflection of the top one on the bottom one?

 

Snowflakes can stick together for a few reasons. One might be that they have been resting against each-other for a lengthy period of time and the sublimation of ice from one re-attaches to the other, creating a weak bond from all the swapping molecules. Another cause happens closer to the freezing point or just above it when the snow starts to melt – this is what makes snow “sticky” on a larger scale to make snowballs and snowmen. This could be both, but the latter is definitely true – you can see the bottom snowflake starting to sweat!

 

Notice the abundance of small circular shapes in random patterns on the surface of the bottom flake in the bottom right? These are tiny specks of liquid water on the surface of the snowflake. When it’s closer to the freezing point, or if there is significant ambient heat, a snowflake can start to melt as I photograph it. Usually the light from my ring flash doesn’t affect the snowflake enough to cause this, but I have to push my luck sometimes in more comfortable weather!

 

Normally in a scenario like this, I would try to separate these two crystals and possibly photograph them independently. When I tried, they didn’t budge. Even the smallest amount of force can break a snowflake, and if they were stick together so well then there would be a scar… unpleasant! So here they are, photographed in their union… but wait, remember that shadow and thickness? This pair might solve a previous mystery!

 

Remember this snowflake from earlier in the series?: www.flickr.com/photos/donkom/45457185194/ - we have a very similar shape in this one, but the added clue is the considerable thickness. That means we’re possibly dealing with a column-type crystal that has grown plates on at least one side – the top plate appears to be the larger one here. It’s still not conclusive, as the colourful bubbles in the ice (thin film interference) are not really possible if the center portion of this is a column… at least not by standard rules! However, this is a second way this could happen.

 

Just as columns can transition into plate-type growth, plates can transition into columnar growth. It’s rare, but here’s a clear example: www.flickr.com/photos/donkom/16781523325/ . I’ve seen examples where a crystal can transition back AGAIN to its original growth format, so these could be a plate-column-plate design with a new plate forming off the top hexagonal “wall”. This means it grows back towards the center and outward at the same time, and that could really be a “hole” in the middle, as many people might describe it as an ornate ashtray.

 

Of course, I could be wrong… but it’s so much fun to speculate and ask “what if?”. I do that to some degree in my book Sky Crystals, which you should seriously check out if you enjoy posts like this: www.skycrystals.ca/

We’re still in the Queen Elizabeth Park, 50 or so kilometres north of Wellington, New Zealand...

 

After our enjoyable Picnic Lunch under the shade of a large “Coolibar Tree” (better known as an old Pine), we boarded a second historic Tram belonging to Wellington Tram Museum for another 2 kilometre-long Trip out to the beach... This time, it was a Single Saloon "Fiducia" built in 1939!

 

The Fiducia only has the one Passenger saloon and was built in time for the New Zealand Centennial celebrations in 1940. It was billed as “Comfort On Wheels”; it had (and still has) padded seats (compared to the wooden seats in the Double Saloon trams), it supposedly offered a much quieter, quicker and smoother ride, and it sported a pole at either end – which meant that when the Tram reached the end of its Journey, the Motorman only had to raise the Pole at the opposite end, and then drop the one which had powered the tram thus far!

 

The Double Saloon Tram (featured on this Site a couple of days ago) only had one pole, so when the Motorman had to change direction at night-time, the passenger saloon was plunged into darkness until the pole could be re-attached to the Overhead...!

 

It was interesting to note, however, that the Fiducia actually rocked and rolled along the track quite badly when we rode it, but hey: that was all a part of the fun of riding in a 76 year old Light Rail vehicle!

 

(Left click the Image to view Large; click again to return to normal).

  

On another matter... Mrs Lance and I will be away for a week as from tomorrow (Wednesday); we’re not going far, but it will be nice to get away. So unless I can get my aging Laptop to engage with this Site while we’re away, you wont hear from me for a week or so, but be assured: we will return...!

 

In the meantime, stay warm (or cool), stay safe – and keep your camera handy!

  

I spotted this Case Moth Cocoon so snapped a shot with my phone before placing it back in a tree. Hopefully it will be able to successfully re-attach itself.

You can read more about the Case Moth here museumvictoria.com.au/discoverycentre/discovery-centre-ne...

This was a massive lesson in what not to do with my kit when I think I have finished shooting!

 

I had finished shooting and experimenting with different lenses (so as to try and figure out this compression thing I here people going on about) while shooting "the tree" and decided it was time to leave so as to get back to work in plenty of time. So detached the 70-200 and instead of re-attaching the 17-40 I put on all the appropriate covers. As I headed back to the car I noticed some rays of sun breaking through the remaining fog and the canopy of the tree's opposite my favourite New Forest location.

 

After nearly being killed by about 3 drivers driving in fog with no lights I made it to the other side of the road to be greeted with the above..............needless to say all hell broke loose to get the kit set up! Unfortunately there was a fence stopping me heading further into this area for a better composition but I'm fairly happy how this turned out non the less!

 

I would also like to say a massive thank you to a couple of very good friends who have seen potential in my photography and had My Website built for me. There are still a few tweaks to be made but I hope you all like it. I only hope I can justify your thoughts about my work now ;-) ..................Dinner at ours soon?

 

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More Flickr for My LE work .

More Flickr for Other stuff.

West Coast Railway Company class 47804 and 802 along with Black Five 44871 approach Sutton Bridge Junction with the empty coaching stock from Carnforth Steamtown on route to Bristol Kingsland Road. The steamer was attached at Crewe after the class 47's had brought the stock in from Carnforth but the pair of diesels were then re attached to head the stock to its final destination . 44871 will work the "Royal Duchy" steam charter the following day from Bristol Temple Meads to Psr

ALF24 and FQ01 have run around their loaded grain train at Snowtown, and prepare to re-attach to the southern end to form 4172S to Adelaide. ALF24 wears the older, domestic version of the Gensee & Wyoming livery, whilst FQ01 has been repainted into the present day livery, the same colour orange as other G&W locos around the world.

Les tours de Castillon sont un site archéologique situé à Paradou (Bouches-du-Rhône) sur la chaîne de la Pène (massif des Alpilles). Le site a été habité entre le IIe siècle av. J.-C. et le XVe siècle, avec un maximum de population entre les XIIIe et XIVe siècles. Il a ensuite été abandonné par ses habitants qui sont allés peupler le nouveau village à quelques centaines de mètres plus au nord, dénommé aujourd'hui Paradou.

 

Des fouilles archéologiques récentes ont permis de reconstituer l'histoire de cet oppidum. Le site peut être visité aujourd'hui. On y observe la présence de trois tours encore debout datant du Moyen Âge et qui marquaient les limites de la ville ancienne. Le rempart a disparu dans sa quasi-totalité. Des fouilles archéologiques y ont été menées entre 1986 et 1990 et ont révélé l'existence de cet oppidum très détérioré par le temps et les fouilles clandestines1.

 

Histoire

Antiquité

 

Le site des tours de Castillon a dominé durant des siècles une vaste étendue marécageuse, dénommée les marais des Baux et dont il constituait la frontière nord. Son emplacement par rapport à ce marais n'est pas anodin. Il se situe au-dessus d'un point de franchissement des marais, le pont Saint-Jean2, sur le chaînon de collines de La Pène, à 41 mètres d'altitude.

 

Propriété des seigneurs des Baux au Moyen Âge, le site est habité depuis bien plus longtemps2. Les premières traces d'occupation semblent remonter au IIe siècle av. J.-C.1, même si des tessons retrouvés pourraient être plus anciens de deux à trois siècles. L'oppidum n'est fortifié qu'à partir du IIe siècle av. J.-C., période à laquelle il s'entoure d'un mur en brique crue sur un socle de pierres sèches large de 1,50 mètre3. Le parement en grand appareil est postérieur à ce premier rempart mais date approximativement de la même période ou au plus tard de la période augustéenne1. Contre le rempart, des cases à brique crues sur solin de pierres sont appuyées. Le rempart a beaucoup souffert. Ses blocs ont été prélevés au Moyen Âge pour permettre la construction de divers ouvrages. On considère qu'il devait se trouver deux portes au castrum, au nord et au sud, même s'il n'a pas été possible d'en apporter la preuve à ce jour4. Les pierres utilisées viennent probablement des Alpilles. Il s'agit d'un calcaire burdigalien typique des Baux ou du Montpaon4. Le premier rempart devait être en briques crues, comme le mur des maisons du castrum, tandis que le second rempart, de moindre qualité, était fait d'adobes.

 

Il existe des traces d'un incendie qui a probablement détruit le village entre la fin du IIe et le début du Ier siècle. Toujours est-il que, s'il a sans doute été inhabité à ce moment, le site compte à nouveau une certaine population au début de l'époque romaine1.

 

Une chaussée antique a été repérée par des vues aériennes mais n'a pas encore été datée, même si on peut sans doute l'estimer d'époque romaine4.

Moyen Âge

Quartier d'habitation médiéval.

 

À l'origine propriété de l'abbaye de Montmajour, le site des Tours de Castillon devient possession du seigneur des Baux entre le XIe siècle et le XIIe siècle5. Le site permet de par sa position d'être en communication permanente avec le château des Baux et de contrôler la voie de communication traversant le marais des Baux et menant à la plaine de la Crau. Les sources écrites mentionnent le château au XIIe siècle. Aux XIIIe et XIVe siècles, un rempart enserre la colline. Les angles sont dans un premier état occupés par des tours carrées renforcées par la suite par des tours curvilignes et des lices en avant6. Un petit quartier d'habitation a été fouillé entre 1986 et 1990. Dans cette zone, l'habitat prend de l'ampleur au XIVe siècle et subit de nombreuses modifications durant son occupation. Des silos, des caves et des citernes ont été identifiées. L'abandon est opéré progressivement dans les dernières années du XIVe siècle7.

 

Nécropole

La nécropole découverte sur le versant sud-est du site des tours de Castillon, regardant vers les marais des Baux, a révélé la présence de cinq corps sans doute datés du Moyen Âge. Seuls les sexes de trois de ces corps ont pu être identifiés : il s'agit de deux hommes et d'une femme. Les corps étaient à l'intérieur de sépultures en decubitus dorsal, les bras en adduction et les jambes en extension. Ce sont tous des adultes, entre 21 et 45 ans et ils mesurent entre 1,61 cm et 1,73 cm, ce qui constituent des tailles élevées8.

Provence (/prəˈvɒ̃s/, US: /proʊ-/; French: [pʁɔvɑ̃s]; Provençal: Provença in classical norm or Prouvènço in Mistralian norm, pronounced [pʀuˈvɛnsɔ]) is a geographical region and historical province of southeastern France, which extends from the left bank of the lower Rhône to the west to the Italian border to the east, and is bordered by the Mediterranean Sea to the south.[1] It largely corresponds with the modern administrative region of Provence-Alpes-Côte d'Azur and includes the departments of Var, Bouches-du-Rhône, Alpes-de-Haute-Provence, as well as parts of Alpes-Maritimes and Vaucluse.[2] The largest city of the region is Marseille.

 

The Romans made the region the first Roman province beyond the Alps and called it Provincia Romana, which evolved into the present name. Until 1481 it was ruled by the Counts of Provence from their capital in Aix-en-Provence, then became a province of the Kings of France.[2] While it has been part of France for more than five hundred years, it still retains a distinct cultural and linguistic identity, particularly in the interior of the region.[3]

 

History

Main article: History of Provence

See also: Lower Burgundy

Prehistoric Provence

 

The entrance to the Cosquer Cave, decorated with paintings of auks, bison, seals and outlines of hands dating to 27,000 to 19,000 BC, is located 37 meters under the surface of the Calanque de Morgiou near Cassis.

 

A bronze-age dolmen (2500 to 900 BC) near Draguignan

The coast of Provence has some of the earliest known sites of human habitation in Europe. Primitive stone tools dating back 1 to 1.05 million years BC have been found in the Grotte du Vallonnet near Roquebrune-Cap-Martin, between Monaco and Menton.[4] More sophisticated tools, worked on both sides of the stone and dating to 600,000 BC, were found in the Cave of Escale at Saint Estėve-Janson, and tools from 400,000 BC and some of the first fireplaces in Europe were found at Terra Amata in Nice.[5] Tools dating to the Middle Paleolithic (300,000 BC) and Upper Paleolithic (30,000–10,000 BC) were discovered in the Observatory Cave, in the Jardin Exotique of Monaco.[6]

 

The Paleolithic period in Provence saw great changes in the climate. Two ice ages came and went, the sea level changed dramatically. At the beginning of the Paleolithic, the sea level in western Provence was 150 meters higher than today. By the end of the Paleolithic, it had dropped to 100 to 150 metres below the sea level today. The cave dwellings of the early inhabitants of Provence were regularly flooded by the rising sea or left far from the sea and swept away by erosion.[7]

 

The changes in the sea level led to one of the most remarkable discoveries of signs of early man in Provence. In 1985, a diver named Henri Cosquer discovered the mouth of a submarine cave 37 metres below the surface of the Calanque de Morgiou near Marseille. The entrance led to a cave above sea level. Inside, the walls of the Cosquer Cave are decorated with drawings of bison, seals, auks, horses and outlines of human hands, dating to between 27,000 and 19,000 BC.[8]

 

The end of the Paleolithic and beginning of the Neolithic period saw the sea settle at its present level, a warming of the climate and the retreat of the forests. The disappearance of the forests and the deer and other easily hunted game meant that the inhabitants of Provence had to survive on rabbits, snails and wild sheep. In about 6000 BC, the Castelnovian people, living around Châteauneuf-les-Martigues, were among the first people in Europe to domesticate wild sheep, and to cease moving constantly from place to place. Once they settled in one place they were able to develop new industries. Inspired by pottery from the eastern Mediterranean, in about 6000 BC they created the first pottery made in France.[7]

 

Around 6000 BC, a wave of new settlers from the east, the Chasséens, arrived in Provence. They were farmers and warriors, and gradually displaced the earlier pastoral people from their lands. They were followed about 2500 BC by another wave of people, also farmers, known as the Courronniens, who arrived by sea and settled along the coast of what is now the Bouches-du-Rhône.[7] Traces of these early civilisations can be found in many parts of Provence. A Neolithic site dating to about 6,000 BC was discovered in Marseille near the Saint-Charles railway station. and a dolmen from the Bronze Age (2500–900 BC) can be found near Draguignan.

 

Ligures and Celts in Provence

Between the 10th and 4th century BC, the Ligures were found in Provence from Massilia as far as modern Liguria. They were of uncertain origin; they may have been the descendants of the indigenous Neolithic peoples.[9] Strabo distinctly states they were not of Celtic origin and a different race from the Gauls.[10] They did not have their own alphabet, but their language remains in place names in Provence ending in the suffixes -asc, -osc. -inc, -ates, and -auni.[9] The ancient geographer Posidonios wrote of them: "Their country is savage and dry. The soil is so rocky that you cannot plant anything without striking stones. The men compensate for the lack of wheat by hunting... They climb the mountains like goats."[11] They were also warlike; they invaded Italy and went as far as Rome in the 4th century BC, and they later aided the passage of Hannibal, on his way to attack Rome (218 BC). Traces of the Ligures remain today in the dolmens and other megaliths found in eastern Provence, in the primitive stone shelters called 'Bories' found in the Luberon and Comtat, and in the rock carvings in the Valley of Marvels near Mont Bégo in the Alpes-Maritimes, at an altitude of 2,000 meters.[12]

 

Between the 8th and 5th centuries BC, tribes of Celtic peoples, probably coming from Central Europe, also began moving into Provence. They had weapons made of iron, which allowed them to easily defeat the local tribes, who were still armed with bronze weapons. One tribe, called the Segobriga, settled near modern-day Marseille. The Caturiges, Tricastins, and Cavares settled to the west of the Durance river.[13]

 

Celts and Ligurians spread throughout the area and the Celto-Ligures eventually shared the territory of Provence, each tribe in its own alpine valley or settlement along a river, each with its own king and dynasty. They built hilltop forts and settlements, later given the Latin name oppida. Today the traces 165 oppida are found in the Var, and as many as 285 in the Alpes-Maritimes.[12] They worshipped various aspects of nature, establishing sacred woods at Sainte-Baume and Gemenos, and healing springs at Glanum and Vernègues. Later, in the 5th and 4th centuries BC, the different tribes formed confederations; the Voconces in the area from the Isère to the Vaucluse; the Cavares in the Comtat; and the Salyens, from the Rhône river to the Var. The tribes began to trade their local products, iron, silver, alabaster, marble, gold, resin, wax, honey and cheese; with their neighbours, first by trading routes along the Rhône river, and later Etruscan traders visited the coast. Etruscan amphorae from the 7th and 6th centuries BC have been found in Marseille, Cassis, and in hilltop oppida in the region.[12]

 

Greeks in Provence

Main article: Greeks in pre-Roman Gaul

 

Remains of the ancient harbour of Massalia, near the Old Port of Marseille

Traders from the island of Rhodes were visiting the coast of Provence in the 7th century BC. Rhodes pottery from that century has been found in Marseille, near Martigues and Istres, and at Mont Garou and Evenos near Toulon. The traders from Rhodes gave their names to the ancient town of Rhodanousia (Ancient Greek: 'Ροδανουσίαν) (now Trinquetaille, across the Rhône river from Arles), and to the main river of Provence, the Rhodanos, today known as the Rhône.[14]

 

The first permanent Greek settlement was Massalia, established at modern-day Marseille in about 600 BC by colonists coming from Phocaea (now Foça, on the Aegean coast of Asia Minor). A second wave of colonists arrived in about 540 BC, when Phocaea was destroyed by the Persians.[15]

 

Massalia became one of the major trading ports of the ancient world. At its height, in the 4th century BC, it had a population of about 6,000 inhabitants, living on about fifty hectares surrounded by a wall. It was governed as an aristocratic republic, by an assembly of the 600 wealthiest citizens. It had a large temple of the cult of Apollo of Delphi on a hilltop overlooking the port, and a temple of the cult of Artemis of Ephesus at the other end of the city. The Drachma coins minted in Massalia were found in all parts of Ligurian-Celtic Gaul. Traders from Massalia ventured inland deep into France on the Rivers Durance and Rhône, and established overland trade routes deep into Gaul, and to Switzerland and Burgundy, and as far north as the Baltic Sea. They exported their own products; local wine, salted pork and fish, aromatic and medicinal plants, coral and cork.[15]

 

The Massalians also established a series of small colonies and trading posts along the coast; which later became towns; they founded Citharista (La Ciotat); Tauroeis (Le Brusc); Olbia (near Hyères); Pergantion (Breganson); Caccabaria (Cavalaire); Athenopolis (Saint-Tropez); Antipolis (Antibes); Nikaia (Nice), and Monoicos (Monaco). They established inland towns at Glanum (Saint-Remy) and Mastrabala (Saint-Blaise.)

 

The most famous citizen of Massalia was the mathematician, astronomer and navigator Pytheas. Pytheas made mathematical instruments which allowed him to establish almost exactly the latitude of Marseille, and he was the first scientist to observe that the tides were connected with the phases of the moon. Between 330 and 320 BC he organised an expedition by ship into the Atlantic and as far north as England, and to visit Iceland, Shetland, and Norway. He was the first scientist to describe drift ice and the midnight sun. Though he hoped to establish a sea trading route for tin from Cornwall, his trip was not a commercial success, and it was not repeated. The Massalians found it cheaper and simpler to trade with Northern Europe over land routes.[16]

 

Roman Provence (2nd century BC to 5th century AD)

 

Triumphal Arch of Orange, first century AD

 

The Roman arena at Arles (2nd century AD)

 

The baptistery of Fréjus Cathedral (5th century) is still in use

In the 2nd century BC the people of Massalia appealed to Rome for help against the Ligures. Roman legions entered Provence three times; first in 181 BC the Romans suppressed Ligurian uprisings near Genoa; in 154 BC the Roman Consul Optimus defeated the Oxybii and the Deciates, who were attacking Antibes; and in 125 BC, the Romans put down an uprising of a confederation of Celtic tribes.[17] After this battle, the Romans decided to establish permanent settlements in Provence. In 122 BC, next to the Celtic town of Entremont, the Romans built a new town, Aquae Sextiae, later called Aix-en-Provence. In 118 BC they founded Narbo (Narbonne).

 

The Roman general Gaius Marius crushed the last serious resistance in 102 BC by defeating the Cimbri and the Teutons. He then began building roads to facilitate troop movements and commerce between Rome, Spain and Northern Europe; one from the coast inland to Apt and Tarascon, and the other along the coast from Italy to Spain, passing through Fréjus and Aix-en-Provence.

 

In 49 BC, Massalia had the misfortune to choose the wrong side in the power struggle between Pompey and Julius Caesar. Pompey was defeated, and Massalia lost its territories and political influence. Roman veterans, in the meantime, populated two new towns, Arles and Fréjus, at the sites of older Greek settlements.

 

In 8 BC the Emperor Augustus built a triumphal monument at La Turbie to commemorate the pacification of the region, and he began to Romanize Provence politically and culturally. Roman engineers and architects built monuments, theatres, baths, villas, fora, arenas and aqueducts, many of which still exist. (See Architecture of Provence.) Roman towns were built at Cavaillon; Orange; Arles; Fréjus; Glanum (outside Saint-Rémy-de-Provence); Carpentras; Vaison-la-Romaine; Nîmes; Vernègues; Saint-Chamas and Cimiez (above Nice). The Roman province, which was called Gallia Narbonensis, for its capital, Narbo (modern Narbonne), extended from Italy to Spain, from the Alps to the Pyrenees.

 

The Pax Romana in Provence lasted until the middle of the 3rd century. Germanic tribes invaded Provence in 257 and 275. At the beginning the 4th century, the court of Roman Emperor Constantine (280–337) was forced to take refuge in Arles. By the end of the 5th century, Roman power in Provence had vanished, and an age of invasions, wars, and chaos began.

 

Arrival of Christianity (3rd–6th centuries)

There are many legends about the earliest Christians in Provence, but they are difficult to verify. It is documented that there were organised churches and bishops in the Roman towns of Provence as early as the 3rd and 4th centuries; in Arles in 254; Marseille in 314; Orange, Vaison and Apt in 314; Cavaillon, Digne, Embrun, Gap, and Fréjus at the end of the 4th century; Aix-en-Provence in 408; Carpentras, Avignon, Riez, Cimiez (today part of Nice) and Vence in 439; Antibes in 442; Toulon in 451; Senez in 406, Saint-Paul-Trois-Châteaux in 517; and Glandèves in 541.[18] The oldest Christian structure still surviving in Provence is the baptistery of the cathedral in Fréjus, dating from the 5th century. At about the same time, in the 5th century, the first two monasteries in Provence were founded; Lérins, on an island near Cannes; and Saint-Victor in Marseille.

 

Germanic invasions, Merovingians and Carolingians (5th–9th centuries)

 

King Boson and San Stephen (fragment of fresco at Charlieu Abbey)

Beginning in the second half of the 5th century, as Roman power waned, successive waves of Germanic tribes entered Provence; first the Visigoths (480); then the Ostrogoths; then the Burgundians; finally, the Franks in the 6th century. Arab invaders and Berber pirates came from North Africa to the Coast of Provence in the beginning of the 7th century.

 

During the late 7th and early 8th century, Provence was formally subject to the Frankish kings of the Merovingian dynasty, but it was in fact ruled by its own regional nobility of Gallo-Roman stock, who ruled themselves according to Roman, not Frankish law. Actually, the region enjoyed a prestige that the northern Franks hadn't, but the local aristocracy feared Charles Martel's expansionist ambitions.[19] In 737 Charles Martel headed down the Rhône Valley after subduing Burgundy. Charles attacked Avignon and Arles, garrisoned by the Umayyads. He came back in 739 to capture for a second time Avignon and chase the duke Maurontus to his stronghold of Marseille.[19] The city was brought to heel and the duke had to flee to an island. The region was thereafter under the rule of Carolingian Kings, descended from Charles Martel; and then was part of the empire of Charlemagne (742–814).

 

In 879, after the death of the Carolingian ruler Charles the Bald, Boso of Provence, (also known as Boson), his brother-in-law, broke away from the Carolingian kingdom of Louis III and was elected the first ruler of an independent state of Provence.

 

The Counts of Provence (9th–13th centuries)

 

The Catalan Ramon Berenguer I, Count of Provence, in the Castle in Fos, painted by Marià Fortuny (Reial Acadèmia Catalana de Belles Arts de Sant Jordi, on deposit at the Palace of the Generalitat of Catalonia, Barcelona).

 

The Coat of Arms of Ramon Berenguer III, Count of Barcelona and his descendants, who as Counts of Provence ruled Provence from 1112 until 1246

 

Coat of Arms of the Counts of Provence of the House of Valois-Anjou, who ruled Provence from 1246 until it became part of France in 1486

Three different dynasties of Counts ruled Provence during the Middle Ages, and Provence became a prize in the complex rivalries between the Catalan rulers of Barcelona, the Kings of Burgundy, the German rulers of the Holy Roman Empire, and the Angevin Kings of France.[clarification needed]

 

The Bosonids (879–1112) were the descendants of the first King of Provence, Boson. His son, Louis the Blind (890–928) lost his sight trying to win the throne of Italy, after which his cousin, Hugh of Italy (died 947) became the Duke of Provence and the Count of Vienne. Hugh moved the capital of Provence from Vienne to Arles and made Provence a fief of Rudolph II of Burgundy.

 

In the 9th century, Arab pirates (called Saracens by the French) and then the Normans invaded Provence. The Normans pillaged the region and then left, but the Saracens built castles and began raiding towns and holding local residents for ransom. Early in 973, the Saracens captured Maieul, the Abbot of the Monastery at Cluny, and held him for ransom. The ransom was paid and the abbot was released, but the people of Provence, led by Count William I rose up and defeated the Saracens near their most powerful fortress Fraxinet (La Garde-Freinet) at the Battle of Tourtour. The Saracens who were not killed at the battle were baptised and enslaved, and the remaining Saracens in Provence fled the region. Meanwhile, the dynastic quarrels continued. A war between Rudolph III of Burgundy and his rival, the German Emperor Conrad the Salic in 1032 led to Provence becoming a fiefdom of the Holy Roman Empire, which it remained until 1246.

 

In 1112, the last descendant of Boson, Douce I, Countess of Provence, married the Catalan Ramon Berenguer III, Count of Barcelona, who as a result became Raymond Berenguer I, Count of Provence. He ruled Provence from 1112 until 1131, and his descendants, the Catalan counts ruled in Provence until 1246. In 1125, Provence was divided; the part of Provence north and west of the Durance river went to the Count of Toulouse, while the lands between the Durance and the Mediterranean, and from the Rhône river to the Alps, belonged to the Counts of Provence. The capital of Provence was moved from Arles to Aix-en-Provence, and later to Brignoles.[20]

  

The Church of Saint Trophime in Arles (12th century)

Under the Catalan counts, the 12th century saw the construction of important cathedrals and abbeys in Provence, in a harmonious new style, the romanesque, which united the Gallo-Roman style of the Rhône Valley with the Lombard style of the Alps. Aix Cathedral was built on the site of the old Roman forum, and then rebuilt in the gothic style in the 13th and 14th centuries. The Church of St. Trophime in Arles was a landmark of Romanesque architecture, built between the 12th and the 15th centuries. A vast fortress-like monastery, Montmajour Abbey, was built on an island just north of Arles, and became a major destination for medieval pilgrims.

 

In the 12th century three Cistercian monasteries were built in remote parts of Provence, far from the political intrigues of the cities. Sénanque Abbey was the first, established in the Luberon 1148 and 1178. Le Thoronet Abbey was founded in a remote valley near Draguignan in 1160. Silvacane Abbey, on the Durance river at La Roque-d'Anthéron, was founded in 1175.

 

In the 13th century, the French kings started to use marriage to extend their influence into the south of France. One son of King Louis VIII of France "the Lion", Alphonse, Count of Poitou, married the heiress of the Count of Toulouse, Joan. Another, Louis IX "the Saint" of France or Saint Louis (1214–1270), married Marguerite of Provence. Then, in 1246, Charles, Count of Anjou, the youngest son of Louis VIII, married the heiress of Provence, Beatrice. Provence's fortunes became tied to the Angevin Dynasty and the Kingdom of Naples.[21]

 

The Popes in Avignon (14th century)

Main article: Avignon papacy

 

The façade of the Palais des Papes.

In 1309, Pope Clement V, who was originally from Bordeaux, moved the Roman Catholic Papacy to Avignon.[22] From 1309 until 1377, seven Popes reigned in Avignon before the Schism between the Roman and Avignon churches, which led to the creation of rival popes in both places. After that three Antipopes reigned in Avignon until 1423, when the Papacy finally returned to Rome. Between 1334 and 1363 the old and new Papal Palaces of Avignon were built by Popes Benedict XII and Clement VI respectively; together the Palais des Papes was the largest gothic palace in Europe.[23]

 

The 14th century was a terrible time in Provence, and all of Europe: the population of Provence had been about 400,000 people; the Black Plague (1348–1350) killed fifteen thousand people in Arles, half the population of the city, and greatly reduced the population of the whole region. The defeat of the French Army during the Hundred Years' War forced the cities of Provence to build walls and towers to defend themselves against armies of former soldiers who ravaged the countryside.

 

The Angevin rulers of Provence also had a difficult time. An assembly of nobles, religious leaders, and town leaders of Provence was organised to resist the authority of Queen Joan I of Naples (1343–1382). She was murdered in 1382 by her cousin and heir, Charles of Durazzo, who started a new war, leading to the separation of Nice, Puget-Théniers and Barcelonnette from Provence in 1388, and their attachment to the County of Savoy. From 1388 up to 1526, the area acquired by the Savoy was known as Terres Neuves de Provence; after 1526 it officially took on the name County of Nice.

 

Good King René, the last ruler of Provence

 

Detail of the Burning Bush triptych by Nicolas Froment, showing René and his wife Jeanne de Laval

 

The Chateau of René in Tarascon (15th century)

The 15th century saw a series of wars between the Kings of Aragon and the Counts of Provence. In 1423 the army of Alphonse of Aragon captured Marseille, and in 1443 they captured Naples, and forced its ruler, King René I of Naples, to flee. He eventually settled in one of his remaining territories, Provence.

 

History and legend has given René the title "Good King René of Provence", though he only lived in Provence in the last ten years of his life, from 1470 to 1480, and his political policies of territorial expansion were costly and unsuccessful. Provence benefitted from population growth and economic expansion, and René was a generous patron of the arts, sponsoring painters Nicolas Froment, Louis Bréa, and other masters. He also completed one of the finest castles in Provence at Tarascon, on the Rhône river.

 

When René died in 1480, his title passed to his nephew Charles du Maine. One year later, in 1481, when Charles died, the title passed to Louis XI of France. Provence was legally incorporated into the French royal domain in 1486.

 

1486 to 1789

Soon after Provence became part of France, it became involved in the Wars of Religion that swept the country in the 16th century. Between 1493 and 1501, many Jews were expelled from their homes and sought sanctuary in the region of Avignon, which was still under the direct rule of the Pope. In 1545, the Parliament of Aix-en-Provence ordered the destruction of the villages of Lourmarin, Mérindol, Cabriéres in the Luberon, because their inhabitants were Vaudois, of Italian Piedmontese origin, and were not considered sufficiently orthodox Catholics. Most of Provence remained strongly Catholic, with only one enclave of Protestants, the principality of Orange, Vaucluse, an enclave ruled by Prince William of the House of Orange-Nassau of the Netherlands, which was created in 1544 and was not incorporated into France until 1673. An army of the Catholic League laid siege to the Protestant city of Mėnerbes in the Vaucluse between 1573 and 1578. The wars did not stop until the end of the 16th century, with the consolidation of power in Provence by the House of Bourbon kings.

  

View of Toulon Harbour around 1750, by Joseph Vernet.

The semi-independent Parliament of Provence in Aix and some of the cities of Provence, particularly Marseille, continued to rebel against the authority of the Bourbon king. After uprisings in 1630–31 and 1648–1652, the young King Louis XIV had two large forts, fort St. Jean and Fort St. Nicholas, built at the harbour entrance to control the city's unruly population.

 

At the beginning of the 17th century, Cardinal Richelieu began to build a naval arsenal and dockyard at Toulon to serve as a base for a new French Mediterranean fleet. The base was greatly enlarged by Jean-Baptiste Colbert, the minister of Louis XIV, who also commissioned his chief military engineer Vauban to strengthen the fortifications around the city.

 

At the beginning of the 17th century, Provence had a population of about 450,000 people.[24] It was predominantly rural, devoted to raising wheat, wine, and olives, with small industries for tanning, pottery, perfume-making, and ship and boat building. Provençal quilts, made from the mid-17th century onwards, were successfully exported to England, Spain, Italy, Germany and Holland.[25] There was considerable commerce along the coast, and up and down the Rhône river. The cities: Marseille, Toulon, Avignon and Aix-en-Provence, saw the construction of boulevards and richly decorated private houses.

  

Marseille in 1754, by Vernet

At the beginning of the 18th century, Provence suffered from the economic malaise of the end of the reign of Louis XIV. The plague struck the region between 1720 and 1722, beginning in Marseille, killing some 40,000 people. Still, by the end of the century, many artisanal industries began to flourish; making perfumes in Grasse; olive oil in Aix and the Alpilles; textiles in Orange, Avignon and Tarascon; and faience pottery in Marseille, Apt, Aubagne, and Moustiers-Sainte-Marie. Many immigrants arrived from Liguria and the Piedmont in Italy. By the end of the 18th century, Marseille had a population of 120,000 people, making it the third largest city in France.[24]

 

During the French Revolution

Main article: French Revolution

Though most of Provence, with the exception of Marseille, Aix and Avignon, was rural, conservative and largely royalist, it did produce some memorable figures in the French Revolution; Honoré Gabriel Riqueti, comte de Mirabeau from Aix, who tried to moderate the Revolution, and turn France into a constitutional monarchy like England; the Marquis de Sade from Lacoste in the Luberon, who was a Deputy from the far left in the National Assembly; Charles Barbaroux from Marseille, who sent a battalion of volunteers to Paris to fight in the French Revolutionary Army; and Emmanuel-Joseph Sieyès (1748–1836), an abbé, essayist and political leader, who was one of the chief theorists of the French Revolution, French Consulate, and First French Empire, and who, in 1799, was the instigator of the coup d'état of 18 Brumaire, which brought Napoleon to power.

  

La Marseillaise 1792

Provence also produced the most memorable song of the period, the La Marseillaise. Though the song was originally written by a citizen of Strasbourg, Claude Joseph Rouget de Lisle in 1792, and it was originally a war song for the revolutionary Army of the Rhine, it became famous when it sung on the streets of Paris by the volunteers from Marseille, who had heard it when it was sung in Marseille by a young volunteer from Montpellier named François Mireur. It became the most popular song of the Revolution, and in 1879 became the national anthem of France.

 

The Revolution was as violent and bloody in Provence as it was in other parts of France. On 30 April 1790, Fort Saint-Nicolas in Marseille was besieged, and many of the soldiers inside were massacred. On 17 October 1791 a massacre of royalists and religious figures took place in the ice storage rooms (glaciere) of the prison of the Palace of the Popes in Avignon.

 

When the radical Montagnards seized power from the Girondins in May 1793, a real counter-revolution broke out in Avignon, Marseille and Toulon. A revolutionary army under General Carteaux recaptured Marseille in August 1793 and renamed it "City without a Name" (Ville sans Nom.) In Toulon, the opponents of the Revolution handed the city to a British and Spanish fleet on 28 August 1793. A Revolutionary Army laid siege to the British positions for four months (see the Siege of Toulon), and finally, thanks to the enterprise of the young commander of artillery, Napoleon Bonaparte, defeated the British and drove them out in December 1793. About 15,000 royalists escaped with the British fleet, but five to eight hundred of the 7,000 who remained were shot on the Champ de Mars, and Toulon was renamed "Port la Montagne".

 

The fall of the Montagnards in July 1794 was followed by a new White Terror aimed at the revolutionaries. Calm was only restored by the rise of Napoleon to power in 1795.

 

Under Napoleon

Napoleon restored the belongings and power of the families of the old regime in Provence. The British fleet of Admiral Horatio Nelson blockaded Toulon, and almost all maritime commerce was stopped, causing hardship and poverty. When Napoleon was defeated, his fall was celebrated in Provence. When he escaped from Elba on 1 March 1815, and landed at Golfe-Juan, he detoured to avoid the cities of Provence, which were hostile to him, and therefore directed his small force directly to the northeast of it.[26]

 

19th century

 

Marseille in 1825

Provence enjoyed prosperity in the 19th century; the ports of Marseille and Toulon connected Provence with the expanding French Empire in North Africa and the Orient, especially after the opening of the Suez Canal in 1869.

 

In April–July 1859, Napoleon III made a secret agreement with Cavour, Prime Minister of Piedmont, for France to assist in expelling Austria from the Italian Peninsula and bringing about a united Italy, in exchange for Piedmont ceding Savoy and the Nice region to France. He went to war with Austria in 1859 and won a victory at Solferino, which resulted in Austria ceding Lombardy to France. France immediately ceded Lombardy to Piedmont, and, in return, Napoleon received Savoy and Nice in 1860, and Roquebrune-Cap-Martin and Menton in 1861.

 

The railroad connected Paris with Marseille (1848) and then with Toulon and Nice (1864). Nice, Antibes and Hyères became popular winter resorts for European royalty, including Queen Victoria. Under Napoleon III, Marseille grew to a population of 250,000, including a very large Italian community. Toulon had a population of 80,000. The large cities like Marseille and Toulon saw the building of churches, opera houses, grand boulevards, and parks.

 

After the fall of Louis Napoleon following the defeat in the Franco-Prussian War barricades went up in the streets of Marseille (23 March 1871) and the Communards, led by Gaston Cremieux and following the lead of the Paris Commune, took control of the city. The Commune was crushed by the army and Cremieux was executed on 30 November 1871. Though Provence was generally conservative, it often elected reformist leaders; Prime Minister Léon Gambetta was the son of a Marseille grocer, and future prime minister Georges Clemenceau was elected deputy from the Var in 1885.

 

The second half of the 19th century saw a revival of the Provençal language and culture, particularly traditional rural values. driven by a movement of writers and poets called the Felibrige, led by poet Frédéric Mistral. Mistral achieved literary success with his novel Miréio (Mireille in French); he was awarded the Nobel Prize for literature in 1904.

 

20th century

Between World War I and World War II, Provence was bitterly divided between the more conservative rural areas and the more radical big cities. There were widespread strikes in Marseille in 1919, and riots in Toulon in 1935.

 

After the defeat of France by Germany in June 1940, France was divided into an occupied zone and unoccupied zone, with Provence in the unoccupied zone. Parts of eastern Provence were occupied by Italian soldiers. Collaboration and passive resistance gradually gave way to more active resistance, particularly after Nazi Germany invaded the Soviet Union in June 1941 and the Communist Party became active in the resistance. Jean Moulin, the deputy of Charles de Gaulle, the leader of the Free France resistance movement, was parachuted into Eygalières, in the Bouches-du-Rhône on 2 January 1942 to unite the diverse resistance movements in all of France against the Germans.

 

In November 1942, following Allied landings in North Africa (Operation Torch), the Germans occupied all of Provence (Operation Attila) and then headed for Toulon (Case Anton). The French fleet at Toulon sabotaged its own ships to keep them from falling into German hands.

 

The Germans began a systematic rounding-up of French Jews and refugees from Nice and Marseille. Many thousands were taken to concentration camps, and few survived. A large quarter around the port of Marseille was emptied of inhabitants and dynamited, so it would not serve as a base for the resistance. Nonetheless, the resistance grew stronger; the leader of the pro-German militia, the Milice, in Marseille was assassinated in April 1943.

 

On 15 August 1944, two months after the Allied landings in Normandy (Operation Overlord), the Seventh United States Army under General Alexander Patch, with a Free French corps under General Jean de Lattre de Tassigny, landed on the coast of the Var between St. Raphael and Cavalaire (Operation Dragoon). The American forces moved north toward Manosque, Sisteron and Gap, while the French First Armored Division under General Vigier liberated Brignoles, Salon, Arles, and Avignon. The Germans in Toulon resisted until 27 August, and Marseille was not liberated until 25 August.

 

After the end of the War, Provence faced an enormous task of repair and reconstruction, particularly of the ports and railroads destroyed during the war. As part of this effort, the first modern concrete apartment block, the Unité d'Habitation of Corbusier, was built in Marseille in 1947–52. In 1962, Provence absorbed a large number of French citizens who left Algeria after its independence. Since that time, large North African communities settled in and around the big cities, particularly Marseille and Toulon.

 

In the 1940s, Provence underwent a cultural renewal, with the founding of the Avignon Festival of theatre (1947), the reopening of the Cannes Film Festival (begun in 1939), and many other major events. With the building of new highways, particularly the Paris Marseille autoroute which opened in 1970, Provence became destination for mass tourism from all over Europe. Many Europeans, particularly from Britain, bought summer houses in Provence. The arrival of the TGV high-speed trains shortened the trip from Paris to Marseille to less than four hours.

 

At the end of the 20th century, and the beginning of the 21st century, the residents of Provence were struggling to reconcile economic development and population growth with their desire to preserve the landscape and culture that make Provence unique.

 

Extent and geography

 

The Roman Province of Gallia Narbonensis around 58 BC

The original Roman province was called Gallia Transalpina, then Gallia Narbonensis, or simply Provincia Nostra ('Our Province') or Provincia. It extended from the Alps to the Pyrenees and north to the Vaucluse, with its capital in Narbo Martius (present-day Narbonne).

 

Borders

In the 15th century the Conté of Provence was bounded by the Var river on the east, the Rhône river to the west, with the Mediterranean to the south, and a northern border that roughly followed the Durance river.

 

The Comtat Venaissin, a territory which included Avignon, and the principality of Orange were both papal states, ruled by the Pope from the 13th century until the French Revolution. At the end of the 14th century, another piece of Provence along the Italian border, including Nice and the lower Alps, was detached from Provence and attached to the lands of the Duke of Savoy. The lower Alps were re-attached to France after the Treaty of Utrecht in 1713, but Nice did not return to France until 1860, during the reign of Napoleon III.[27]

 

The administrative region of Provence-Alpes-Cote d'Azur was created in 1982. It included Provence, plus the territory of the Comtat Venaissin around Avignon, the eastern portion of the Dauphiné, and the former county of Nice.

 

Rivers

 

The Rhône at Avignon

The Rhône river, on the western border of Provence, is one of the major rivers of France, and has been a highway of commerce and communications between inland France and the Mediterranean for centuries. It rises as the effluent of the Rhône Glacier in Valais, Switzerland, in the Saint-Gotthard massif, at an altitude of 1753 m. It is joined by the river Saône at Lyon. Along the Rhône Valley, it is joined on the right bank by Cévennes rivers Eyrieux, Ardèche, Cèze and Gardon or Gard, on the left Alps bank by rivers Isère, Drôme, Ouvèze and Durance. At Arles, the Rhône divides itself in two arms, forming the Camargue delta, with all branches flowing into the Mediterranean Sea. One arm is called the "Grand Rhône"; the other one is the "Petit Rhône".

  

The Gorge du Verdon.

The Durance river, a tributary of the Rhône, has its source in the Alps near Briançon. It flows south-west through Embrun, Sisteron, Manosque, Cavaillon, and Avignon, where it meets the Rhône.

 

The Verdon River is a tributary of the Durance, rising at an altitude of 2,400 metres in the southwestern Alps near Barcelonette, and flowing southwest for 175 kilometres through the Alpes-de-Haute-Provence and Var (départements) before it reaches the Durance at near Vinon-sur-Verdon, south of Manosque. The Verdon is best known for its canyon, the Verdon Gorge. This limestone canyon, also called the 'Grand Canyon of Verdon', 20 kilometres in length and more than 300 metres deep, is a popular climbing and sight-seeing area.

 

The Var River rises near the Col de la Cayolle (2,326 m/7,631 ft) in the Maritime Alps and flows generally southeast for 120 kilometres (75 mi) into the Mediterranean between Nice and Saint-Laurent-du-Var. Before Nice was returned to France in 1860, the Var marked the eastern border of France along the Mediterranean. The Var is the unique case in France of a river giving a name to a department, but not flowing through that department (due to subsequent adjustments to the department's boundaries).

 

The Camargue

With an area of over 930 km2 (360 mi2), the Camargue is Western Europe's largest river delta (technically an island, as it is wholly surrounded by water). It is a vast plain comprising large brine lagoons or étangs, cut off from the sea by sandbars and encircled by reed-covered marshes which are in turn surrounded by a large cultivated area.

 

The Camargue is home to more than 400 species of birds, the brine ponds providing one of the few European habitats for the greater flamingo. The marshes are also a prime habitat for many species of insects, notably (and notoriously) some of the most ferocious mosquitoes to be found anywhere in France. It is also famous for bulls and the Camargue horse.

 

Mountains

 

Vallon de Mollières, Mercantour National Park.

 

Alpilles landscape near Le Destet.

By considering the Maritime Alps, along the border with Italy, as a part of the cultural Provence, they constitute the highest elevations of the region (the Punta dell'Argentera has an elevation of 3,297 m). They form the border between the French département Alpes-Maritimes and the Italian province of Cuneo. Mercantour National Park is located in the Maritime Alps. On the other hand, if the département Hautes Alpes is also considered as part of the modern Provence, then the alpin Écrins mountains represent the highest elevations of the region with the Barre des Écrins culminating at 4102m.

  

View of Mont Ventoux from Mirabel-aux-Baronnies.

Outside of the Maritime Alps, Mont Ventoux (Occitan: Ventor in classical norm or Ventour in Mistralian norm), at 1,909 metres (6,263 ft), is the highest peak in Provence. It is located some 20 km north-east of Carpentras, Vaucluse. On the north side, the mountain borders the Drôme département. It is nicknamed the "Giant of Provence", or "The Bald Mountain". Although geologically part of the Alps, is often considered to be separate from them, due to the lack of mountains of a similar height nearby. It stands alone to the west of the Luberon range, and just to the east of the Dentelles de Montmirail, its foothills. The top of the mountain is bare limestone without vegetation or trees. The white limestone on the mountain's barren peak means it appears from a distance to be snow-capped all year round (its snow cover actually lasts from December to April).

 

The Alpilles are a chain of small mountains located about 20 kilometres (12 mi) south of Avignon. Although they are not particularly high – only some 387 metres (1,270 ft) at their highest point – the Alpilles stand out since they rise abruptly from the plain of the Rhône valley. The range is about 25 km long by about 8 to 10 km wide, running in an east–west direction between the Rhône and Durance rivers. The landscape of the Alpilles is one of arid limestone peaks separated by dry valleys.

  

Mont Sainte-Victoire, painted by Paul Cézanne

Montagne Sainte-Victoire is probably the best-known mountain in Provence, thanks to the painter Paul Cézanne, who could see it from his home, and painted it frequently. It is a limestone mountain ridge which extends over 18 kilometres between the départements of Bouches-du-Rhône and Var. Its highest point is the Pic des mouches at 1,011 m.

  

The massif des Maures

The Massif des Maures (Mountains of the Moors) is a small chain of mountains that lies along the coast of the Mediterranean in the Var Department between Hyères et Fréjus. Its highest point is the signal de la Sauvette, 780 metres high. The name is a souvenir of the Moors (Maures in Old French), Arabs and Berbers from North Africa, who settled on the coast of Provence in the 9th and 10th centuries.

 

The massif des Maures extends about sixty kilometres along the coast, and reaches inland about thirty kilometres. On the north it is bordered by a depression which is followed by the routes nationales 97 and 7 and the railroad line between Toulon and Nice. On the south it ends abruptly at the Mediterranean, forming a broken and abrupt coastline.

 

The peninsula of Saint-Tropez is part of the Massif des Maures, along with the peninsula of Giens and the islands offshore of Hyères; Porquerolles, Port-Cros, and île du Levant. Cape Sicié, west of Toulon, as well as the massif of Tanneron, belong geologically to the massif des Maures.

 

The Calanques

 

Calanque de Sugiton

The Calanques, also known as the Massif des Calanques, are a dramatic feature of the Provence coast, a 20-km long series of narrow inlets in the cliffs of the coastline between Marseille on the west and Cassis on the east. The highest peak in the massif is Mont Puget, 565 metres high.

 

The best known calanques of the Massif des Calanques include the Calanque de Sormiou, the Calanque de Morgiou, the Calanque d'En-Vau, the Calanque de Port-Pin and the Calanque de Sugiton.

 

Calanques are remains of ancient river mouths formed mostly during Tertiary. Later, during quaternary glaciations, as glaciers swept by, they further deepened those valleys which would eventually (at the end of the last glaciation) be invaded with sea and become calanques.

  

The Garrigue, typical landscape of Provence

The Cosquer cave is an underwater grotto in the Calanque de Morgiou, 37 metres (121 ft) underwater, that was inhabited during Paleolithic era, when the sea level was much lower than today. Its walls are covered with paintings and engravings dating back to between 27,000 and 19,000 BC, depicting animals such as bison, ibex, and horses, as well as sea mammals such as seals, and at least one bird, the auk.

 

Landscapes

The Garrigue is the typical landscape of Provence; it is a type of low, soft-leaved scrubland or chaparral found on limestone soils around the Mediterranean Basin, generally near the seacoast, where the climate is moderate, but where there are annual summer drought conditions.[28] Juniper and stunted holm oaks are the typical trees; aromatic lime-tolerant shrubs such as lavender, sage, rosemary, wild thyme and Artemisia are common garrigue plants. The open landscape of the garrigue is punctuated by dense thickets of Kermes oak.

 

Climate

 

Mistral wind blowing near Marseille. In the center is the Château d'If

 

Sisteron – la Baume rock

 

Forcalquier Cathedral

Most of Provence has a Mediterranean climate, characterised by hot, dry summers, mild winters, little snow, and abundant sunshine. Within Provence there are micro-climates and local variations, ranging from the Alpine climate inland from Nice to the continental climate in the northern Vaucluse. The winds of Provence are an important feature of the climate, particularly the mistral, a cold, dry wind which, especially in the winter, blows down the Rhône Valley to the Bouches-du-Rhône and the Var Departments, and often reaches over one hundred kilometres an hour.

 

Bouches-du-Rhône

Marseille, in the Bouches-du-Rhône, has an average of 59 days of rain a year, though when it does rain the rain is often torrential; the average annual rainfall is 544.4 mm. It snows an average of 2.3 days a year, and the snow rarely remains long. Marseille has an average of 2835.5 hours of sunshine a year. The average minimum temperature in January is 2.3 °C., and the average maximum temperature in July is 29.3 °C. The mistral blows an average of one hundred days a year.[29]

 

The Var

Toulon and the Department of the Var (which includes St. Tropez and Hyères) have a climate slightly warmer, dryer and sunnier than Nice and the Alpes-Maritime, but also less sheltered from the wind. Toulon has an average of 2899.3 hours of sunshine a year, making it the sunniest city in metropolitan France,[30] The average maximum daily temperature in August is 29.1 °C., and the average daily minimum temperature in January is 5.8 °C. The average annual rainfall is 665 mm, with the most rain from October to November. Strong winds blow an average of 118 days a year in Toulon, compared with 76 days at Fréjus further east. The strongest Mistral wind recorded in Toulon was 130 kilometres an hour.[31]

 

Alpes-Maritimes

Nice and the Alpes-Maritimes Department are sheltered by the Alps, and are the most protected part of the Mediterranean coast. The winds in this department are usually gentle, blowing from the sea to the land, though sometimes the Mistral blows strongly from the northwest, or, turned by the mountains, from the east. In 1956 a mistral wind from the northwest reached the speed of 180 kilometres an hour at Nice airport. Sometimes in summer the scirocco brings high temperatures and reddish desert sand from Africa. (See Winds of Provence.)

 

Rainfall is infrequent – 63 days a year, but can be torrential, particularly in September, when storms and rain are caused by the difference between the colder air inland and the warm Mediterranean water temperature (20–24 degrees C.). The average annual rainfall in Nice is 767 mm, more than in Paris, but concentrated in fewer days.

 

Snow is extremely rare, usually falling once every ten years. 1956 was a very exceptional year, when 20 centimetres of snow blanketed the coast. In January 1985 the coast between Cannes and Menton received 30 to 40 centimetres of snow. In the mountains, the snow is present from November to May

 

Nice has an annual average of 2694 hours of sunshine. The average maximum daily temperature in Nice in August is 28 °C., and the average minimum daily temperature in January is 6 °C.[32]

 

Alpes-de-Haute-Provence

The Department of Alpes-de-Haute-Provence has a Mediterranean climate in the lower valleys under one thousand metres in altitude and an alpine climate in the high valleys, such as the valleys of the Blanche, the Haut Verdon and the Ubaye, which are over 2500 metres high. The alpine climate in the higher mountains is moderated by the warmer air from the Mediterranean.

 

Haute-Provence has unusually high summer temperatures for its altitude and latitude (44 degrees north). The average summer temperature is 22 to 23 °C. at an altitude of 400 metres, and 18 to 19 °C. at the altitude of 1000 metres; and the winter average temperature is 4 to 5 °C. at 400 metres and 0 C. at 1000 metres. The lower valleys have 50 days of freezing temperatures a year, more in the higher valleys. Sometimes the temperatures in the high valleys can reach −30 °C. Because of this combination of high mountains and Mediterranean air, it is not unusual that the region frequently has some of the lowest winter temperatures and some of the hottest summer temperatures in France.

 

Rainfall in Haute-Provence is infrequent – 60 to 80 days a year – but can be torrential; 650 to 900 mm. a year in the foothills and plateaus of the southwest, and in the valley of the Ubaye; and 900 to 1500 mm. in the mountains. Most rainfall comes in the autumn, in brief and intense storms; from mid-June to mid-August, rain falls during brief but violent thunderstorms. Thunder can be heard 30 to 40 days a year.

 

Snow falls in the mountains from November to May, and in midwinter can be found down to altitude of 1000–1200 metres on the shady side of the mountains and 1300 to 1600 metres on the sunny side. Snowfalls are usually fairly light, and melt rapidly.

 

The Mistral (wind) is a feature of the climate in the western part of the Department, blowing from the north and the northwest, bringing clear and dry weather. The eastern part of the department is more protected from the Mistral. The Marin (wind) comes from the south, bringing warm air, clouds and rain.

 

Haute-Provence is one of the sunniest regions of France, with an average of between 2550 and 2650 hours of sunshine annually in the north of the department, and 2700 to 2800 hours in the southwest. The clear nights and sunny days cause a sharp difference between nighttime and daytime temperatures. Because of the clear nights, the region is home of important observatories, such as the Observatory of Haute-Provence in Saint-Michel-Observatoire near of Forcalquier.[33]

 

The Vaucluse

The Vaucluse is the meeting point of three of the four different climatic zones of France; it has a Mediterranean climate in the south, an alpine climate in the northeast, around the mountains of Vaucluse and the massif of the Baronnies; and a continental climate in the northwest. The close proximity of these three different climates tends to moderate all of them, and the Mediterranean climate usually prevails.

 

Orange in the Vaucluse has 2595 hours of sunshine a year. It rains an average of 80 days a year, for a total of 693.4 mm a year. The maximum average temperature in July is 29.6 °C., and the average minimum temperature in January is 1.3 °C. There are an average of 110 days of strong winds a year.[34]

 

Language and literature

Scientists, scholars and prophets

Pytheas (4th century BCE) was a geographer and mathematician who lived in the Greek colony of Massalia, which became Marseille. He conducted an expedition by sea north around England to Iceland, and was the first to describe the midnight sun and polar regions.

Petrarch (1304–1374) was an Italian poet and scholar, considered the father of humanism and one of the first great figures of Italian literature. He spent much of his early life in Avignon and Carpentras as an official at the Papal court in Avignon, and wrote a famous account of his ascent of Mount Ventoux near Aix-en-Provence.

Nostradamus (1503–1566), a Renaissance apothecary and reputed clairvoyant best known for his alleged prophecies of great world events, was born in Saint-Remy-de-Provence and lived and died in Salon-de-Provence.

Occitan literature

Main articles: Occitan language and Occitan literature

 

Raimbaut de Vaqueiras, from a collection of troubadour songs, BNF Richelieu Manuscrits Français 854, Bibliothèque Nationale Française, Paris.

Historically the language spoken in Provence was Provençal, a dialect of the Occitan language, also known as langue d'oc, and closely related to Catalan. There are several regional variations: vivaro-alpin, spoken in the Alps; and the provençal variations of south, including the maritime, the rhoadanien (in the Rhône Valley) and the niçois (in Nice). Niçois is the archaic form of provençal closest to the original language of the troubadours, and is sometimes to said to be literary language of its own.[35]

 

Provençal was widely spoken in Provence until the beginning of the 20th century, when the French government launched an intensive and largely successful effort to replace regional languages with French. Today Provençal is taught in schools and universities in the region, but is spoken regularly by a small number of people, probably less than five hundred thousand, mostly elderly.

 

Writers and poets in the Occitan language

 

"Folquet de Marselha" in a 13th-century chansonnier. Depicted in his episcopal robes

The golden age of Provençal literature, more correctly called Occitan literature, was the 11th century and the 12th century, when the troubadours broke away from classical Latin literature and composed romances and love songs in their own vernacular language. Among the most famous troubadours was Folquet de Marselha, whose love songs became famous all over Europe, and who was praised by Dante in his Divine Comedy. In his later years, Folquet gave up poetry to become the Abbot of Le Thoronet Abbey, and then Bishop of Toulouse, where he fiercely persecuted the Cathars.

 

In the middle of the 19th century, there was a literary movement to revive the language, called the Félibrige, led by the poet Frédéric Mistral (1830–1914), who shared the Nobel Prize for Literature in 1904.

 

Provençal writers and poets who wrote in Occitan include:

 

Raimbaut de Vaqueiras (1180–1207)

Louis Bellaud (1543–1588)

Théodore Aubanel (1829–1886)

Joseph d'Arbaud (1874–1950)

Robert Lafont (1923–2009)

French authors

 

Alphonse Daudet

 

Colette

Alphonse Daudet (1840–1897) was the best-known French writer from Provence in the 19th century, though he lived mostly in Paris and Champrosay. He was best known for his Lettres de mon moulin (eng: Letters from my Mill) (1869) and the Tartarin de Tarascon trilogy (1872, 1885, 1890). His story L'Arlésienne (1872) was made into a three-act play with music by Bizet.[36]

Marcel Pagnol (1895–1970), born in Aubagne, is known both as a filmmaker and for his stories of his childhood, Le Château de la Mere, La Gloire de mon Pere, and Le Temps des secrets. He was the first filmmaker to become a member of the Académie française in 1946.

Colette (Sidonie-Gabrielle Colette) (1873–1954), although she was not from Provence, became particularly attached to Saint-Tropez. After World War II, she headed a committee which saw that the village, badly damaged by the war, was restored to its original beauty and character

Jean Giono (1895–1970), born in Manosque, wrote about peasant life in Provence, inspired by his imagination and by his vision of Ancient Greece.

Paul Arène (1843–1896), born in Sisteron, wrote about life and the countryside around his home town.

Emigrés, exiles, and expatriates

In the 19th and 20th centuries, the climate and lifestyle of Provence attracted writers almost as much as it attracted painters. It was particularly popular among British, American and Russian writers in the 1920s and 1930s.

 

Edith Wharton (1862–1937), bought Castel Sainte-Claire in 1927, on the site of a former convent in the hills above Hyères, where she lived during the winters and springs until her death in 1937.

F. Scott Fitzgerald (1896–1940) and his wife Zelda first visited the Riviera in 1924, stopping at Hyères, Cannes and Monte Carlo, eventually staying at St. Raphaël, where he wrote much of The Great Gatsby and began Tender is the Night.

Ivan Bunin (1870–1953), the first Russian writer to win the Nobel Prize for Literature, went to France after the Russian Revolution, set several of his short stories on the Côte d'Azur, and had a house in Grasse.

Somerset Maugham (1874–1965) bought a house, the Villa Mauresque, in Saint-Jean-Cap-Ferrat in 1928, and, except for the years of World War II, spent much of his time there until his death.

Other English-speaking writers who live in or have written about Provence include:

 

Peter Mayle

Carol Drinkwater

John Lanchester

Willa Cather

Charles Spurgeon (who spent long periods in Menton)

Katherine Mansfield

Lawrence Durrell

Music

Music written about Provence includes:

 

The saxophone concerto Tableaux de Provence (Pictures of Provence) composed by Paule Maurice.

The opera Mireille by Charles Gounod after Frédéric Mistral's poem Mireio.

Georges Bizet, 'L'Arlésienne' incidental music to play by Alphonse Daudet.

Darius Milhaud, 'Suite Provençale'

Two song settings of Vladimir Nabokov's poem "Provence" in Russian and English versions by composers Ivan Barbotin and James DeMars on the 2011 contemporary classical album Troika.[37]

The piece "Suite Provencale", written for symphonic band by Jan Van der Roost.

Painters

 

The 14th-century ceiling of the cloister of Fréjus Cathedral is decorated with paintings of animals, people and mythical creatures

 

Triptych of the Burning Bush, by Nicolas Froment, in Aix Cathedral (15th century)

Artists have been painting in Provence since prehistoric times; paintings of bisons, seals, auks and horses dating to between 27,000 and 19,000 BC were found in the Cosquer Cave near Marseille.[38]

 

The 14th-century wooden ceiling of the cloister of Fréjus Cathedral has a remarkable series of paintings of biblical scenes, fantastic animals, and scenes from daily life, painted between 1350 and 1360. They include paintings of a fallen angel with the wings of a bat, a demon with the tail of a serpent, angels playing instruments, a tiger, an elephant, an ostrich, domestic and wild animals, a mermaid, a dragon, a centaur, a butcher, a knight, and a juggler.[39]

 

Nicolas Froment (1435–1486) was the most important painter of Provence during the Renaissance, best known for his triptych of the Burning Bush (c. 1476), commissioned by King René I of Naples. The painting shows a combination of Moses, the Burning Bush, and the Virgin Mary "who gave birth but remained a virgin", just as the bush of Moses "-burned with fire, and the bush was not consumed". This is the explication according to a plaque in the cathedral. A more likely reason for the juxtaposition is that in 1400 a shepherd, or shepherds, discovered a miraculous statue of the Virgin and Child inside another burning bush (thorn bush specifically), in the village of L'Epine in the present day department of La Marne. The site and statue were later visited by the "Bon Roi René". The wings of the triptych show King René with Mary Magdalene, St. Anthony and St. Maurice on one side, and Queen Jeanne de Laval, with Saint Catherine, John the Evangelist, and Saint Nicholas on the other.[40]

 

Louis Bréa (1450–1523) was a 15th-century painter, born in Nice, whose work is found in churches from Genoa to Antibes. His Retable of Saint-Nicholas (1500) is found in Monaco, and his Retable de Notre-Dame-de-Rosaire (1515) is found in Antibes.

 

Pierre Paul Puget (1620–1694), born in Marseille, was a painter of portraits and religious scenes, but was better known for his sculptures, found in Toulon Cathedral, outside the city hall of Toulon, and in the Louvre. There is a mountain named for him near Marseille, and a square in Toulon.

  

Paul Cézanne, L'Estaque, 1883–1885

 

Vincent van Gogh, Cafe Terrace at Night, September 1888

 

Paul Signac, The Port of Saint-Tropez, oil on canvas, 1901

In the 19th and 20th centuries, many of the most famous painters in the world converged on Provence, drawn by the climate and the clarity of the light. The special quality of the light is partly a result of the Mistral wind, which removes dust from the atmosphere, greatly increasing visibility.

 

Adolphe Monticelli (1824–1886) was born in Marseille, moved to Paris in 1846 and returned to Marseille in 1870. His work influenced Vincent van Gogh who greatly admired him.[41]

Paul Cézanne (1839–1906) was born in Aix-en-Provence, and lived and worked there most of his life. The local landscapes, particularly Montagne Sainte-Victoire, featured often in his work. He also painted frequently at L'Estaque.

Vincent van Gogh (1853–1890) liv

Using call-sign 'Dragon 02', US Air Force Lockheed U-2S 80-1083 making one of thirteen circuits at RAF Fairford

 

The U-2 'spy-plane' has centre-line undercarriage, twin main wheels along with special heat-resistant dual tail-wheels, relying on those down-turned wing tips when coming to rest after landing. Ground crew then quickly attach recoverable 'out-riggers' to the undersides of the wings designed to drop off as soon as the aircraft is airborne

 

During her circuits there she stopped at least once to have them re-attached before departing again and then once more when returning to taxi to the hangars

 

The third green?......well,

contrailing way above her at 38,000 feet on what used to be known as Airway 'Green One' was Norwegian's Boeing 787-9 Dreamliner LN-LNJ on her way from Rome to Boston in the USA

 

276A8355

I love these two so much. They provide a lot of comedy and daily entertainment. The two of them are best friends and they love doing things together. At this point, I can't take one for a walk without the other and I certainly can't do a photoshoot with just one of them without the other. They're attached to each other by the hip and we're so grateful that they get along as well as they do <3

 

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Copyright © Paw Prints Charming/Hillary Kladke

Do NOT use without permission!

This is a slightly less generic fighter than the first one, though from this view it does resemble a modern fighter jet. I basically built this around that 90-degree windshield piece, so that was . . . fun. I was also vaguely inspired by the Banshee design from Halo CE, though again, it's not as obvious from the front here.

Yes, this can fit a minifigure.

The idea is that the thrusters are on the side wings, and since they're attached with those incredibly overused ball joint pieces, they can technically maneuver nearly any direction the pilot needs them to. Perhaps laser cannons could be mounted on those wings as well; I've worked out how to add twin guns to the front (like a Banshee), but it takes away from the overall look.

I will upload more pictures with different view angles later on.

And if you don't like the exposed studs . . . well either see if you can find a piece that will work there (I've tried tiles and anything longer than 1x2 doesn't fit, and 1x2's themselves don't look good), or try to get over it I guess.

Are the back fins too much? Should I try something else?

Attachments and connections for ODC

Tin can telephone communications with the Danbos ^_^ And they're attached via the string

 

Today I went to the beach. When I left the house it was gorgeous and sunny and as soon as I arrived at the ocean a thick fog descended ..typical. But I got the shot I wanted anyway after lying in wet sand and answering people walking on the strands question as to what the hell I was doing - yes it involved these little dudes (the things we do!) Oh and I rescued a ladybird off a piece of driftwood. The 2nd one I have seen since we moved to Cali!

Then when I got home I suddenly remembered this idea I got the night before after seeing this ODC theme and said to himself I need to make a tin can telephone for Danbo, he agreed (lol) , so I did really quickly with string and tinfoil and then took this shot (Lucky got very interested in the string) all in 10mins >.< I love when that happens!

 

All rights reserved ©.

Images may not be copied or used in any way without my written permission

SSR'S WHEAT TRAIN HAS ARRIVED IN JUNEE WERE THE LOCO'S HAVE RUN AROUND THE TRAIN ATTACHED TO THE SYDNEY END & DEPARTED FOR ENFIELD SHORTLY AFTER RE-ATTACHING, THEY WILL ARRIVE IN ENFIELD YARD AROUND 3.00PM WERE THEY WILL LEAVE 20 WAGONS & THEN TAKE THE OTHER 20 WAGONS ONTO WESTONS MILLING.

After lots of hours tinkering, this is F-16 landing gear version umpteen. I made major changes. In the version I posted a few days ago, the drag braces (the diagonal bits with the finger hinges) were attached to the roof of the undercarriage bay. On the real aircraft, they're attached to the keel, however, so this is something I wanted to rectify. I also simplified the construction that the main struts are attached to and, by now, have built the rest of the bay, including the doors. It's all a very tight fit, but it works and seems quite sturdy.

 

It was an awful lot of effort, but to me getting it to work meant a big deal as it is quite literally central to the build.

56051 'Survival' re-attached to 6K37 Crewe Basford Hall - Pinnox Esso Sidings waiting to depart Crewe.

Class 50 locomotives Nos. 50031 Hood and 50009 Conqueror stand alone on the down main line at Woodborough in Wiltshire on Wednesday 9th July 1980.

 

Here's what had happened: it had been a pleasant surprise when the two "50s" had rolled into Exeter St Davids with 1A85, the 16:00 Plymouth to London Paddington service, hauling a load of twelve. All went well until the train reached Lavington, east of Westbury, where it came to an unexpected stop. My contemporary notes take up the story:

 

Conqueror failed at milepost 85¼ (traction motors). Assistance was provided from behind by a Class 47 hauling a following 2,000-ton stone train, which propelled the stricken express to Woodborough, where 47236 removed the "50s" and then took the train forward. Both "50s"' engines remained running up to the point of their removal.

 

What I am not clear about now is whether No. 47236 was the locomotive that had also hauled the stone train. You can just see a glimpse of a "47" under the bridge, partially obscured by the fellow leaning out of the window. I also wondered why No. 50031 was not simply re-attached to the train to complete the journey on her own, but I suppose it made more sense for Hood to drag her incapacitated sister to a suitable depot for repairs.

Best viewed Original size (1280 x 853 pixels).

 

The A4 Locomotive Society's preserved Gresley LNER A4 4-6-2 4498 "Sir Nigel Gresley" after servicing on Kingmoor (12A) depot is seen being re-attached to the stock in anticipation of working the return leg of the "On Tour From Leeds" railtour - 27/08/1967.

 

The special ran from Leeds to Carlisle (via the Settle & Carlisle line) and incorporated a visit to Kingmoor depot with the stock stabled along the shed on the up goods loop. The locomotive was turned and serviced at 12A before working the return journey to Leeds via Newcastle and the ECML to York, then on to Leeds via Church Fenton and Micklefield.

 

Confirmation of route and timings at: www.sixbellsjunction.co.uk/60s/670827a4.html

 

Please do not share or post elsewhere without permission of the copyright holder(s).

 

© 2021 - Peter Brumby / 53A Models of Hull. Scanned by me from the original 120 format colour negative; photographed by Peter Brumby & reproduced with his permission.

 

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Hi everyone, I proudly present my UCS version of Bo-Katan's Gauntlet Fighter from the Mandalorian.

 

Turning this ship into a minifig-scale model came with some challenges - especially when it comes to making the wing rotation work properly. The wings can rotate around the fuselage with a technic turntable while the landing configuration has to be achieved by removing the wing and re-attaching it with technic pins.

 

One big issue was the wings drooping due to their mounting very far back. I solved this for the most part with a sort of brick / plate sandwich construction that bends very little. A presentation stand with supports for the wings will make sure that it looks nice and clean in the future.

 

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length: 21,5 in / 54,6 cm

width: 21,9 in / 55,6 cm

pcs: ca. 2950

Sea Anemones

Sometimes called the ‘flowers of the sea’, sea anemones are actually beautiful animals, closely

related to jellyfish and corals.

 

Like jellyfish and corals, anemones belong to the group Cnidarians. The name Cnidaria comes from the Latin cnidae which means ‘nettle’. All of the animals within this group have stinging cells which they use for the capture of prey and to protect themselves against predators.

 

Most anemones can reproduce asexually through budding, where fragments break off and develop into new individuals. Some stretch themselves along their base and split across the middle resulting in two new anemones of equal size. This method is called longitudinal fission. In others, small pieces of tissue break from the base forming tiny anemones. This method is called basal laceration.

Fish, and shrimps, can often be found hiding from predators inside the floating tentacles of anemones.

The mouth of sea anemones is also their bottom!

Some anemones have tiny algae living inside them, allowing them to obtain extra energy from the sun!

“How do they move?”

Most sea anemones live attached, catching passing food with their tentacles. Sea anemones can move slowly by gliding on their base. Many are also capable of moving rapidly to avoid predation or competition by detaching, catching a current and re-attaching elsewhere.

What do they eat?”

The diet of most anemones consists of small animals such as plankton, crabs and fish, however a number of bigger sea anemones will eat much larger prey. For example, dahlia anemones can be greedy feeders that will prey on starfish and jellyfish

 

“How do they feed?”

Anemones have rings of tentacles surrounding their central mouth. Tentacles have specialised stinging cells called nematocysts. They use these to immobilise their prey so that the tentacles are then able to move the food into the mouth. The extending tentacles can also be used to catch passing food as it drifts past.

 

Some sea anemones are very long lived and have been known to reach 60-80 years. Because anemones are able to clone themselves they do not age and therefore have the potential to live indefinitely in the absence of predators or disease.

 

Explore FP!!!! I didn't get to see it...but Thanks to Johnny for sharing :)

Yay, i saw it it was still there today.

 

By the skin of my teeth I got this uploaded before my week was up.... I know I'm pushing it but things have been a bit crazy, and I have not even been on Flickr to post since my first weeks post to 52 weeks of Dogs.

This was not the route I was planning to go with my weekly shot but then again We were not planning a big Owee either!

Lylah had to have Emergency Surgery due to an accident with a partially fallen barb wire fence. She of course was running 100mph when she hit it & it was not visable due to the high grass in the woods. Lylah did a real number on herself and scared us to death. Thank god Nathan knew what he was doing, or this sweet young lady would most likely not be with us today...

The rusty barb wire sliced right through her main artery in her leg, in addition to 2 other veins & a couple of her tendons, and layers of muscle.

Normally if you are close to a vet this is not as huge of a deal but since they (I was working so the girls were just with Nathan) were over 2 hours away from the nearest vet, It was much more scarry. Nathan was terrified that she would bleed out, but he did a great job of using pressure & manipulating the artery & securing it prior to wraping it with the skin & vet tape ect. He massaged Lylah's paw all the way to the vet while he drove hoping that it woud be enough to keep blood from the smaller veins circulating.

Upon arrival at the vet they were waiting for her & I met them there, I was definately not ready for what I saw, but was so happy that she was alive & that she would be OK. I even got a little tail wiggle from her. She was in shock & had lost huge amounts of blood. The blood loss did cause a temporary anemic state that she has fully recovered from now.

 

This photo was taken the night after we brought her home from the vet, It was a rough night, she was still coming out of anisthesia when I had to pick her up, I know from my experiences with Kia what that intailed and chose to bring her home rather than leaving her at the vet so she could be on her own bed & in her own house, & I'm sure much more comfortable :) I slept on the dog bed with her when she did sleep & comforted her when she needed it & Kia slept with Dadddy.

The following day we had to go back in to the vet due to some extreme swelling of the paw & pastern, they added an anti inflamitory to her Baytril and the Tramidol that she was on for pain which seems to have helped tremendously.

Lylah seems to be recovering very quickly, & the stich line looks as good as can be expected. There are several layers of stiches below the surface due to the deapth of the cut. The surgeon was able to re-attach the 2 tendons so they are expecting a complete & full recovery of movement. (Yay!!!) She will probably have a pretty nasty scar, but we can deal with that :)

 

Hope you all had a very Wonderful Valentines Day.

Hugs to you all...

Mindy and the Gray girls

 

All Rights Reserved.

© M. Wilson Photography

I tried to remove the black center dots, except they're attached. Why am I not recalling Queen Ann's Lace with black dots? SOOC

View On Black

Unfortunately, tests one and two were inconclusive. Due to the number of test subjects that ended in an unfortunate accident with a mashy spike plate and some malfunctioning turrets, another round of testing is required to fully reach a conclusion!

 

The lab boys have spent a lot of time making sure that this test won’t remove any important extremities that you’ll need for future tests. Because we don’t want to lose important time re-attaching those pesky limbs!

 

Check out the full write-up on Lego ideas!

 

ideas.lego.com/projects/105176

 

Full set of high quality pictures will be up tomorrow morning!

The Flickr Lounge ~ Photographers' Choice

 

After this photo was taken we had a really destructive fall of snow which actually pulled this gorgeous hydrangea off the wall (It's been there over 30 years!) We've had to cut it back drastically in an effort to get it to stand upright again and it'll take a long time to re-attach itself to the wall.

 

Thank you to everyone who pauses long enough to look at my photo. All comments and Faves are very much appreciated

60054 seen at Kingsbury after coming off 6E54.

 

The loco will stay here as the driver has his PNB and the wagons are discharged.

 

The driver will then take the loco back to the oil terminal where they will re-attach the loco onto the rear wagon. It will then propel out , across the pointwork, and will then depart for Lyndsey.

SOUTHERN SHORTHAULS GRAIN TO WESTERNS MILLING AT ENFIELD IS ABOUT TO DEPART JUNEE, THE TRAIN ARRIVED IN JUNEE LAST NIGHT AFTER LOADING HALF OF IT WEST OF COOTA SOMEWERE, THE LOADED SECTION WAS STOWED AWAY IN JUNEE YARD AND THE OTHER HALF LOADED TODAY AT GRONG GRONG, IT ARRIVED BACK IN JUNEE THIS EVENING & AFTER RE-ATTACHING THE TWO TRAIN SECTIONS IS SEEN HERE READY TO DEPART FOR ENFIELD.

Peak Forest 13-5-23 We called in at Peak Forest just to see what was working the Attercliffe that day but found the Class 20s shunting the wagons for the Attercliffe into the lower sidings in front of Dove Holes Quarry. 60044 had failed on 6H02 Arpley-Tunstead empties and 66090 had gone to rescue it which probably needed the driver for the Attercliffe even if there was another loco on the stabling point to work the train. The box wagons couldn't be left on the loading bank and so the 20s were used to shunt the train into the lower siding just in case the Attercliffe should be cancelled. The 20s aren't allowed to shunt a whole train due to wheel-slip problems when reversing into the siding so the train was split in 2 to overcome this problem. The Attercliffe did run but 2 hours later than booked. 20007+205 are just drawing the front portion of the train out of Dove Holes Quarry and will reverse this up the side of the rear portion already in the siding before re-attaching the rear portion so that the train will arrive at destination in the right order for unloading

April 2021: after 12 years it is time for a revision of this pattern.

Also, I now present you 3 versions: for US, UK and NL crocheters.

 

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US - PATTERN CROCHETED HEART (design BeaG)

 

You’ll need

- yarn (I used an acrylic yarn)

- crochet hook (size that matches your yarn; I used a 3mm)

- a little stuffing material

 

Abbreviations

Ch = chain stitch

SC = single crochet (US)

st = stitch

tg = together (SC)

 

Pattern (make 2)

 

SC in rows

always make a Ch to turn (not mentioned in the pattern)

 

- 1 Ch, turn (yes, that means 2 Ch if you count the turn-Ch)

- 2 SC in first st, turn

- 2 SC in first st, 1 SC in next st (= 3), turn

- 2 SC in first st, 1 SC in all other st (= 4), turn

- 2 SC in first st, 1 SC in all other st (= 5), turn

continue SC in rows (2 SC in first st) untill you have 20 st, turn

 

first round part of the heart:

 

- 10 SC, turn

- first two tg (1+2) and last two tg (9+10), 1 SC in all other st (= 8)

- first two tg (1+2) and last two tg (7+8), 1 SC in all other st (= 6)

- first two tg (1+2) and last two tg (5+6), 1 SC in all other st (= 4)

- first two tg (1+2) and last two tg (3+4) (= 2)

fasten off

 

second round part of the heart:

 

re-attach in the 11th st of the 20 st row (right next to the first round part)

- 10 SC, turn

- first two tg (1+2) and last two tg (9+10), 1 SC in all other st (= 8)

- first two tg (1+2) and last two tg (7+8), 1 SC in all other st (= 6)

- first two tg (1+2) and last two tg (5+6), 1 SC in all other st (= 4)

- first two tg (1+2) and last two tg (3+4) (= 2)

fasten off

weave in all ends

 

Finish

Crochet both hearts together in SC. Leave a small opening in one of the straight sides.

Lightly stuff the heart. Close the opening by crocheting more SC.

Weave in ends.

 

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

 

UK - PATTERN CROCHETED HEART (design BeaG)

 

You’ll need

- yarn (I used an acrylic yarn)

- crochet hook (size that matches your yarn; I used a 3mm)

- a little stuffing material

 

Abbreviations

Ch = chain stitch

DC = single crochet (UK)

st = stitch

tg = together (DC)

 

Pattern (make 2)

 

DC in rows

always make a Ch to turn (not mentioned in the pattern)

 

- 1 Ch, turn (yes, that means 2 Ch if you count the turn-Ch)

- 2 DC in first st, turn

- 2 DC in first st, 1 DC in next st (= 3), turn

- 2 DC in first st, 1 DC in all other st (= 4), turn

- 2 DC in first st, 1 DC in all other st (= 5), turn

continue DC in rows (2 DC in first st) untill you have 20 st, turn

 

first round part of the heart:

 

- 10 DC, turn

- first two tg (1+2) and last two tg (9+10), 1 DC in all other st (= 8)

- first two tg (1+2) and last two tg (7+8), 1 DC in all other st (= 6)

- first two tg (1+2) and last two tg (5+6), 1 DC in all other st (= 4)

- first two tg (1+2) and last two tg (3+4) (= 2)

fasten off

 

second round part of the heart:

 

re-attach in the 11th st of the 20 st row (right next to the first round part)

- 10 DC, turn

- first two tg (1+2) and last two tg (9+10), 1 DC in all other st (= 8)

- first two tg (1+2) and last two tg (7+8), 1 DC in all other st (= 6)

- first two tg (1+2) and last two tg (5+6), 1 DC in all other st (= 4)

- first two tg (1+2) and last two tg (3+4) (= 2)

fasten off

weave in all ends

 

Finish

Crochet both hearts together in DC. Leave a small opening in one of the straight sides.

Lightly stuff the heart. Close the opening by crocheting more DC.

Weave in ends.

 

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

 

NL - PATROON GEHAAKT HART (ontwerp BeaG)

 

Nodig

- garen (ik heb acrylgaren gebruikt)

- haaknaald (maat die bij je garen past; ik heb een 3mm gebruikt)

- een beetje vulmateriaal

 

Afkortingen

L = losse

V = vaste

st = steek

sh = samenhaken (V)

 

Patroon (maak 2)

 

V in rijen

altijd een L maken om te keren (niet genoemd in het patroon)

 

- 1 L, keer (ja, dat betekent 2 L als je de keer-L meetelt)

- 2 V in eerste st, keer

- 2 V in eerste st, 1 V in volgende st (= 3), keer

- 2 V in eerste st, 1 V in alle andere st (= 4), keer

- 2 V in eerste st, 1 V in alle andere st (= 5), keer

ga door met V in rijen (2 V in eerste st) totdat je 20 st hebt, keer

 

eerste ronde gedeelte van het hart:

 

- 10 V, keer

- eerste twee sh (1+2) en laatste twee sh (9+10), 1 V in alle andere st (= 8)

- eerste twee sh (1+2) en laatste twee sh (7+8), 1 V in alle andere st (= 6)

- eerste twee sh (1+2) en laatste twee sh (5+6), 1 V in alle andere st (= 4)

- eerste twee sh (1+2) en laatste twee sh (3+4) (= 2)

rond af

 

tweede ronde gedeelte van het hart:

 

hecht aan in de 11e st van de 20 st rij (direct naast het eerste ronde gedeelte)

- 10 V, keer

- eerste twee sh (1+2) en laatste twee sh (9+10), 1 V in alle andere st (= 8)

- eerste twee sh (1+2) en laatste twee sh (7+8), 1 V in alle andere st (= 6)

- eerste twee sh (1+2) en laatste twee sh (5+6), 1 V in alle andere st (= 4)

rond af

hecht alle losse draden af

 

Afwerking

Haak beide harten aan elkaar met V. Laat een kleine opening in een van de rechte kanten.

Vul het hart licht op. Sluit de opening met meer V.

afhechten

 

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

 

PS: Feel free to use this pattern any way you like!

Commercial use is fine with me too.

Just don’t present or sell the pattern as your own.

THIS snowflake is important. As beautiful as it is, it provides us with the perfect example of multi-layered growth in the process of happening. I couldn’t have asked for a better snowflake to illustrate this! Before we explore the snowflake however, be sure to take a look at my new hexagon coin design from the Royal Canadian Mint: www.mint.ca/en/shop/coins/2023/dollar20-pure-silver-hexag...

 

I think I’m coming closer to understanding how the “splash” effect in the center of this snowflake is formed, but let’s start by look at the outer edges. Remember that additional layers will make the snowflake brighter in certain areas (more surfaces for light to reflect off of), so the brightest areas near the bottom tips represent a new layer covering up a lower indentation in the surface. This ceiling is sweeping across the lower layer, but it’s not the only one.

 

There is a thicker layer slightly further inside the “branch” that is growing outward as well. You can see the bright edges of these contrast with a shadow that it casts. If these were allowed to continue growing, the resulting structure would have trapped air bubbles on two separate levels overlapping each-other, creating an incredibly complex design. I had often wondered how multiple bubbles occasionally co-existed over the same space, and this specimen shows us exactly how that’s possible.

 

But how about that central splash? Start with the “alien birthday cakes” and imagine that they were at one point filling up all of the area where their tentacle-like appendages are. Imagine that these enclosed spaces were subject to sublimation over time, similar to how I described the process with Snowflake 940. Water molecules will break off (sublimate) and re-attach themselves to the crystal structure, favouring areas of re-attachment where the internal corners are. With so much attention to the corners, and with a chaotic system, little channels start to form that will eventually further break off into bubbles. These bubbles slowly become spherical over time. So, you see those tiny round bubbles and those weird tentacles? They didn’t grow that way – at least, that’s my running theory. It makes much more sense that they are the result of internal sublimation the ice surrounding trapped air pockets.

 

This snowflake also identifies how a cavity on the outer-most edges of a snowflake can also form. This methodology of growth is still very much possible, but it’s not the only way for a snowflake to “evolve” and grow from one form to another. I suspect that this multi-layered snowflake growth is responsible for some of the more unusual “skeletal form”-type snowflakes, but they are more common that previously thought.

Rebuilding of rear hull section... Landing gear (4 rear foldable legs) in place and easily supporting the ship. Engine/Winglet supported by core (with no support needed underneath!). It took a lot of effort to get this rebuilt to this point. There is a lot more fiddly bits to do to re-attach the vertical fin. After that I am going to build a technic frame for the forward section of the ship and to house the forward landing gear.

(¸.•´ .•´ ¸¸.•¨¯`• •`¯¨• ¸¸ `•. `•.¸)

How to UPDATE to v1.003

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

  

There are 4 NEW UPGRADED PARTS to v1.003 -

 

1 - v1.003 Webhud (included in the new update box).

(if you get any errors from your 'Animation Attachment' when you wear the new web hud ignore them, this will be fixed when you upgrade

Your 'Animation Attachment', see below).

 

2 - NEW 'Deformer Attachment' (included in the new update box). This works with the new custom deformers library. If you are purchasing separate deformer packs this is the attachment that you will install in to).

 

3 - 'Animation Attachment' needs upgrading to version v1.003 (use our new update hud to upgrade your old 'Animation Attachment' to v1.003 read below).

 

4 - An update hud to update your 'Animation Attachment' scripts.

  

You can GET THE NEW UPDATE BOX in 3 ways -

 

1) You should get an automatic update box sent out via caspervend when wearing your old web hud and caspervend prompts you to get an update. Inside the update box, as well as a new web hud and deformer attachment is an updater hud for your 'Animation Attachment'.

2) If you are wearing an old version of one of your items, the new v1.003 web hud will prompt you to upgrade while you are using it.

3) You can get a (free) new copy of the web hud product that has these new items within it.

  

HOW TO UPDATE your 'Animation Attachment' to v1.003

 

When we were designing our webhud, we wanted as little time and fuss for all our users to upgrade items.

Your full library will remain installed. So no need to re-install any of your jiggles or poses. Future releases will also work like this for fast, easy and fun upgrades.

 

1 - Wear your 'Animation Attachment' you wish to upgrade.

2 - Wear the new Update hud and 'Click To Update'.

3 - Wait for the script magic to work (you will see it working in your chat). Once finished your 'Animation Attachment' will automatically un-attach.

4 - You can manually rename your 'Animation Attachment' replacing the version number at the end of it's name to "v1.003"

(this won't make a difference to the scripts but it's easier for you to keep track of being up to date).

4a - If you get any error messages from your 'Animation Attachment' after upgrade you can ignore them the first few times

the web hud reloads as it will be adjusting settings.

5 - Re-attach your 'Animation Attachment' and your web hud will automatically recognise it..

6 - DONE! You are free to use all your new v1.003 items.

  

Tp on down to Birth!

maps.secondlife.com/secondlife/DLicious/91/239/28

 

I took quite a few pictures here but decided to post this one, just because the story is more interesting than any of the photos.

This is now a winery in Liberty, MO, but the "spirits" they serve are more than just the kind you drink!

 

Ghost Hunters and Ghost Adventures (TV shows) have both run shows about this place.

 

Here's a recap from Ghost Hunters:

"The Belvoir Winery in Liberty, Missouri has 4 buildings, and all of them are haunted! TAPS is called in to investigate the campus.

 

The buildings used to be an orphanage, an old people's home, a nursing home and a safety bunker. Currently, the orphanage is operating as a winery run by the client, Jesse Leimkuehler. He says the ghosts roaming the halls there are probably children, and they are harmless. Reports in that building include voices, music playing, footsteps and people have had their pant legs tugged.

 

In the other buildings, however, Jesse is worried that the paranormal activity is negative. If he tears the buildings down, he fears the ghosts will move into the winery. There is a morgue in the nursing home that is especially creepy, and people have been pushed and touched, seen dark shadow figures and heard voices. In the bunker, visitors have heard children singing.

 

More than 10,000 people have died in this complex over the years, so the potential for paranormal activity is certainly high!

 

During the investigation, the teams have several noteworthy experiences. Jason and Steve jump out of their skin when they hear a loud glass shattering. They look everywhere but there is no glass to be found! Amy and Adam similarly hear loud crashing noises. Britt and Michelle find themselves in a dark hallway chasing a black shadow that feels ominous to even the experienced investigators.

 

In the nursing home morgue, Adam is grabbed, and he and Amy hear whistling and voices. The two also investigate the bunker, where their recorders pick up a child's voice yelling. When they're in the orphanage they hear piano music coming down the hallways, when nobody is playing the piano!

 

Britt and Michelle, meanwhile, use RIM Pods in the winery hallway and place toys around to draw out the child spirits. The pods light up in succession, as though someone is running down the hallway!

 

It's great to see the old friends having fun together again: Steve and Tango get into hysterics over a Jello joke and Tango pulls a little prank on Steve.

 

During the reveal, Jesse tells Steve and Jason that he had another odd experience the day before when footsteps seemed to follow him to the laundry room. Jason and Steve share all their evidence with him. If the ghosts in the buildings he tears down are residual, they should stay with the objects they're attached to. But if they're intelligent, they may migrate to the winery.

 

If the latter happens, TAPS will return and help Jesse once again. Great investigation!"

 

Note that none of the buildings have been torn down.

 

Here's a link to the Ghost Hunters show if you're interested:

www.dailymotion.com/video/x1b0szs

French VIP Caravelle undergoing thorough restoration at Dugny. The wings have been sawn off outboard of the main undercarriage so I assume there is a plan to re-attach them!

Drawing 12 of the wagons forward, before the run round to re-attach the other 12.

St. Bartholomew’s Anglican Church - Dulcie Street, Bredbo. The present brick and tile church was built in 1929 at a cost of £618 and was dedicated and licensed on 16 September 1929. The church was re-attached to Cooma Parish in 1936.

A lowly seahorse enjoys some peace and quite below the waves, but it better not get too close to Gorm's sea-mines!

 

For the Galidor Royal Glinch building contest!

 

Worth noting that the 'mines' aren't photo-shopped in, they're attached to stands made out of Galidor parts that are positioned really close to the camera.

I made this quilted red leather handbag for my sister-in-law's birthday. My Father-in-law actually mistook it for a real handbag and grabbed the handle to lift it. LOL!! The strap had to be re-attached but I took it as a great compliment. Happy Birthday, Carol! 1-27-08

[Ds] Tempest Whip Expert v1.0

Dual Whips: One in each hand for ultimate control and creativity.

12 Animation Categories: Crack, Swing Left, Swing Right, Overhead, Underhand, Twirl, Sideways, Tease, Cross, Two Handed (Short and Long Two Whip Florentines, plus some Taunts).

Dynamic Sounds: Fully immersive audio to match your moves.

Color-changing HUD: Unlimited customization with our intuitive presets.

Includes 73 Animations: The most comprehensive collection for true aficionados.

 

The whip comes in three versions and has a demo.

 

This is for sale through 11 June at the Man Cave Event, in the shop after that.

 

Main Store: maps.secondlife.com/secondlife/Bondage/127/39/31

Marketplace: marketplace.secondlife.com/en-US/stores/157004

 

__________________________

 

-{ Lalou }- BDSM Frame [Fat-pack Maledom & Femdom]

Main store: maps.secondlife.com/secondlife/Lalou/192/70/1002

Marketplace: marketplace.secondlife.com/stores/200704

A stylish Arch Frame with auto cuff and chains for the submissive.

The submissive sits first, and and will get cuffs attached automatically, they can also be detached and/or re-attached from the menu by a button.

Avaliable as Femdom OR Maledom Frame.

 

__________________________

__________________________

 

Laconic - PETALSTRAP - WITH HUD {FLOWERS CAN BE TRANSPARENT}

-Store LM

-Picture of the item

 

-ONLY FOR-

♥REBORN

♥WAIFU

♥LARAX

♥LEGACY

♥PERKY

♥LARAX PETITE

 

Main store

Marketplace

 

__________________________

 

LACONIC - MISFIT CROWN Tattoo BOM

-LEL EVOX

-Upper Body

-4 Shades included

-Picture of Tattoo

 

*Placing may vary, shown on the picture is Fade*

 

Main store

Marketplace

   

I am so disappointed in the cookies. The tin is nice & there's 2 layers, but the cookies are all the same color, & they're attached. Compare them to to cookies in the Elegant Sweets set, it's just sad.

 

I went to ToysRUs today looking for Bloomix and TOTALLY did not expect them to have them. BUT THEY DID. I am so excited right now, oh my gosh. They had everyone except Flora, I guess someone beat me to her.

 

Pictures really don't do these dolls justice. I honestly wasn't expecting much from them but after seeing them in person, my entire opinion's changed. They're absolutely beautiful. It took me a good fifteen minutes standing there in the aisle trying to decide who I wanted to get first. Not gonna lie, Bloom ended up my favorite (because that totally doesn't happen everytime, right??) but I didn't get her because I know that even though these dolls ship 1 of each character per case now, she's STILL gonna be the most common. Wah.

 

But Bloom had the most beautiful makeup, wow. It was pink and blue and just stunning. And her hair! It has this big bump on top that just makes her look absolutely regal. My next favorite was probably Layla. She's got such pretty hair (kanekalon from what I can tell, btw) and a gorgeous outfit! And her makeup! Tecna was very pretty as well, I really liked the colors of her outfit and I thought her hair was super cute. Stella was kinda underwhelming, but still better than in photos. She's got pretty subtle understated makeup that I really like! But the construction of her outfit looked really awkward.

 

But I chose Musa, because she was my favorite in the photos we'd seen so far and I thought she looked gorgeous in person too. And I think I made the right choice; she's beautiful! I really like her hair, it's so long and pretty (btw, Dane, it is greasy, but only about as much as Believix Power, if that helps!) and her outfit is just all kinds of gorgeous! She probably has the least interesting to makeup of everyone I saw, but it's still cool. She pretty much has her Believix face (I wish they'd used Sirenix, but it's still good) with more pinkish lipstick and purple eyeshadow. Pretty!

 

The only thing I CANNOT stress enough is that you shouldn't mess with the sleeves on this doll. It's not that they're not well made; they are, but they're attached only by one end and I get the feeling that if you messed with it too much it WOULD come off. So be careful!

 

Overall, this doll and Bloomix as a whole really blew me away in person. I can't wait to go back soon and get another one.

Driver of EN13 misjudged the distance from WVN21 and the nearside mirror smashed the glass. EN13 was in service again later once the mirror had been re-attached!

I am so close to him, that I have to back up against the wall to get the 3 feet away that I needed to be away to capture him at 50mm. I am not afraid, I am in awe, and he does not appear at all bothered by me. He is biding his time until he is ready for release. He has more room than just this entry area where he happened to be hanging out, and I got in and out because I didn't want to invade his space for long. It was a great experience, and he was beautiful! Hugs and thanks for checking out all these Sanctuary shots! I know, there are a lot of them, but there are more to come!! LOL!

 

It was my first trip to Save Our Seabirds in Sarasota, FL. www.saveourseabirds.org Wow! I am still reeling! I think it may be one of the most awe inspiring experiences of my life. I know, I’m a nerd, but I am utterly sincere. My husband Derrick went as well, so that made it all the more fabulous, sharing the experience.

 

Our new friend Lynn, the Certified Wildlife Rehabilitator and in my book Certified Sandhill Crane Wrangler, met us there. We got an inside look at this fantastic facility. I have to tell you, I was OVER THE TOP impressed with its cleanliness and their philosophy of operation. The absolute goal is re-entry into the wild, though of course there are some who can never go back. Lee Fox who operates the facility is one of the best people I have ever met. She showed us everything, and at every turn, she was feeding a bird. I felt like a child, as I saw so many things for the first time, and I loved Lee on sight!

 

Lee took us to some wood enclosures where baby and young screech owls were housed. To my surprise, she ushered me in and left me alone inside with them. I felt like I was stepping into the labyrinth, and I thought “Where will this take me, literally, emotionally, spiritually?” It was dark, and I could not, nor would not use my flash on dozing baby owls, of course. I didn’t start shooting for a couple of minutes. I was taking them all in. Some were in the shadows, some in dappled sunlight, some up at the top of the habitat, and all looking at me with their BIG pale eyes! It was like being in a house of Furbys! It was utterly surreal, and I am getting goose bumps just thinking about it. I cried…tears of joy when I came out their space.

 

Of course we also saw Sandhill Cranes, my personal connection to Lynn and Save Our Seabirds through Mama Cherry and her paperclip incident. The injuries are tough stuff to see my Flickr friends, and most of them happen on golf courses! Broken legs which often have to be amputated, head injuries, blindness, broken beaks…it is heart wrenching.

They make prosthetic legs for them, which helps, but have to be re-attached often. This prosthetic leg thing has had me puzzling ever since. This is going to be a long ongoing story, so step in if you dare!

 

I asked Lee, what she needed besides money and chicken? A joke because they go through so much chicken for the birds of prey it would blow your mind, and money being obvious!! She said she needs a computer, preferably a lap top so she can work on it at the sanctuary and at her home. She documents all of these birds, their injuries, their care and their outcome, and I think she does it all on paper, or on a PC so old that she can hardly open the internet!!! My wheels are turning, and I have a lot of ideas, but of course I welcome any input and ideas you all may have as well!

 

One of Lee’s most important messages is that if you hook a seabird when you’re fishing, “DON’T CUT THE LINE!!” Please to go their website for capture and removal information. You can do this, and if you do not, it is VERY likely they will experience grievous damage and most likely death.

 

***All rights to my images are STRICTLY reserved. Please contact me if you are interested in purchasing my images or if you are an educator or non-profit interested in use. copyright KathleenJacksonPhotography 2009***

 

Sunday's outing to do some shooting. There was plenty of cool fog over the lake...some boaters, geese & ducks...and early autumn colors. I ended up pitching rocks for the last half hour and found that one of these was my favorite shot from the day.

 

After 4 straight days of making myself go out and shoot...I'm happily re-attached to my couch once again...via my a$$ :-) But...lesson learned. Creativity is always patiently there waiting for you...just a stone's throw away.

 

Thursday

Friday

Saturday

 

.

 

Press 'L' on your keyboard for a larger view

 

I appreciate the offers but please ***NO INVITES OR GROUP ICONS***

Photographed mostly for the plates, which don't belong to this car and are at least two years older than they Kadett they're attached to, as the XX 0000 format was replaced in 1982

Having ventured up on Loveland Pass within hours of reopening after a winter storm closure, I got to see some gorgeous conditions. New snow, partial moon, thin wispy clouds, and stars galore are what I saw when I adjusted my eyes. And if that wasn't enough, I insisted in snowshoeing above the hairpin to get a better perspective on the peaks. It wasn't easy getting there, but the short hike sure paid off with a great view. I tried a couple of exposures with vehicles and their light trails, but in the end, decided they were more of a distraction. This 60 second long-exposure image was taken from Loveland Pass west of Georgetown, Colorado with a 10.5 mm fisheye lens.

 

Later that night, I checked with the weather station at the tunnel to see just how cold it was - minus 14F they said. Up on the pass, I guestimate the temp at about -20F and thought it was interesting to see some of the effects...

 

I use a battery pack for my camera with 8 rechargeable AA batteries. It usually does great, but the camera kept saying there was no charge. So before every shot, I had to detach the battery pack and re-attach it again. Then, it would work for a little while. The next issue was that the exposure timer I use (to get precise long-exposures) uses an LCD screen and could only show the letters in a light gray - instead of the usual black. Most interesting to me, I found that every time I touched any metal parts (like the legs on a tripod), I found it actually felt like it was burning my skin to touch the metal!

 

Yea I'll admit, my feet and my nose were a little numb at the end, but burning metal? Now that's cold!

 

______________________________

  

Like to see more? Please visit my portfolio at www.coloradocaptures.com.

I worked close to Warrington Arpley for many years and would always have a look over to the stabling point when I arrived in the morning. Monday February 19th 1996 had a surprise in store with three European Passenger Services (EPS) 37's lined up. Suffice it to say at lunchtime they got recorded.

* Update 30/07/22 friend Harry Needle has just informed me he now owns all three!

* Here is 37609 in DRS passenger duty: www.flickr.com/photos/45021513@N08/18310834120/in/photoli...

** They were once a fleet of twelve locomotives involved in what transpired to be a rather unfortunate chapter in Channel Tunnel passenger service history. In November 1990, "European Passenger Services Ltd" (EPS) was set-up as a wholly-owned subsidiary of the British Rail Board to manage the proposed daytime international passenger services between London, British provincial cities, Paris, and Brussels. These were to be procured as a joint effort between EPS, SNCF, and SNCB, and the wheels were set in motion on 18th December 1989 when a contract was signed with GEC-Alsthom for the construction of thirty Trans Manche Super Trains.

In addition to the daytime services, a series of overnight sleeper trains were also planned to run through the Chunnel. These were promoted under the "Nightstar" brand and to manage this project, "European Night Services Ltd" (ENS) was established in 1992. ENS was a collaboration between EPS, SNCF, Deutsch-Bahn (DB), and Nederlandse Spoorwegen (Netherlands Railways). London, Edinburgh, Glasgow, Plymouth, Swansea, Paris, Brussels, Amsterdam, Cologne, Dortmund, and Frankfurt were all outlined as potential recipients of the sleeper trains, these of which are looked at in greater detail in the Nightstar section of the website. However, to set the scene, a £120,000,000 order was placed with a reluctant GEC Alsthom at Washwood Heath, Birmingham, for the construction of 139 passenger vehicles for the sleeper operation.

"Nightstar" services from Glasgow and Edinburgh would head south via West Coast and East Coast Main Lines respectively, and remarshalling of the trains would take place at Kensington Olympia before onward travel to the Chunnel. To haul the sleepers along these electrified routes and for passage through the Chunnel, seven Class 92 locomotives were ordered from Brush Traction Ltd at Loughborough in July 1990, each costing £3,000,000. However, those "Nighstar" trains emanating from Plymouth and Swansea, which used the Great Western Main Line to reach London, required diesel power as far as Kensington Olympia. The option of procuring a brand new diesel locomotive for this purpose was initially considered, but subsequently dropped. This was because the cost of building a relatively small number of diesel locomotives equipped with Electric Train Supply (ETS) to form a dedicated "Nightstar" fleet would be very expensive. As a result, ENS turned to the existing British Rail pool of diesels and in 1994, twelve Class 37 locomotives were selected from the TrainLoad freight sector to form a dedicated fleet for the Nightstar operation.

British Rail Maintenance Limited (BRML) Doncaster was awarded the contract to overhaul and modify the selected Class 37 locomotives. This included a complete overhaul of mechanical components, separation of the crank shaft from the engine, and bodywork restoration; known in the trade as a "G" exam. The bogie sets on all twelve were replaced by those salvaged from withdrawn Class 50 diesels and re-gearing increased the top speed from 80 MPH to 90 MPH. Fitted with vacuum braking when first introduced, all Class 37s were later converted to dual braking (i.e. vacuum and air); however, the vacuum equipment was removed from the "Nightstar" locomotives during overhaul and UIC (Union International des Chemin de fer) air brake pipes incorporated. ENS 61-way through train jumper connections were installed to make the locomotives and "Nightstar" carriages compatible with each other, Railway Clearing House (RCH) communication jumpers fitted, and standard coupling gear was retained.

 

In addition to those modifications already mentioned, the selected Class 37s were also wired for Electric Train Supply. However, the power for this would not come from the locomotives themselves, but rather a pool of generator vans dedicated to the "Nightstar" service. Five BR Mk 3 ex-sleeper cars were selected for conversion to this role. Originally, 120 of these vehicles had been ordered for construction at Derby from 1981 to 1984 for a market which was already in steady decline. Faster InterCity daytime services, combined with competing air travel, had eaten into the railway sleeper train business and the provision of Mk 3 vehicles for the latter, capable of 100 MPH running, was an attempt to regain some ground. Sadly, the demand never reached a level to justify such a large carriage fleet, which saw many of the Mk 3 sleeping cars become surplus to requirements early on.

For their new role on the Nightstar services, the ex-sleeper Mk 3 vehicles were to be equipped with a pair of diesel generators and associated fuel tank, and be re-wired for ETS operation. Technical details aside, the most interesting aspect of these carriages was how they would work in conjunction with the Class 37/6 fleet. To ensure the schedules of the Swansea and Plymouth sleepers ran to time, the plan was to have two diesel locomotives fronting each "Nightstar" formation, the latter of which would comprise seven passenger vehicles. The customary arrangement would then have been to sandwich the Mk 3 generator car in-between the sleeper stock and locomotives on all workings. However, from an operational viewpoint, this would result in a complex shunting arrangement at the end of each journey: not only would the Class 37s have to run round the coaching stock, but they would also have to switch to the opposite end of the generator car in a separate movement and re-attach it to the front of the train. The solution devised was novel and the final proposal was to have the generator car sandwiched in-between the locomotives, as per the below formation:

Therefore, this "top-and-tailing" of the generator car ensured that simple runaround manoeuvres at the end of each journey ultimately had a locomotive leading.

 

The Class 37/6 fleet would also not necessarily be limited to the "Great Western" lines. Engineering works on the ECML/WCML which required traversing non-electrified sections of route would call for diesel haulage on Scottish sleepers. On the daytime side of the operation, the locomotives could also be used, too: should the usual West London Line course between North Pole Depot and Waterloo International be blocked, Class 37/6s were intended to front TMSTs on a diversionary route from Kensington Olympia to Clapham Junction, via Willesden, Acton Central, and Barnes Bridge. The diesels could also be used to haul any failed "Eurostar" units. Given that the locomotives kept standard coupling gear, "barrier" wagons were procured to enable the fleet to be coupled to the TMSTs.

 

On 31st January 1995 the first of the overhauled "Nightstar" Class 37s, No. 37601, was formally handed over to EPS at Doncaster Works. The upper third of the bodyside was painted in "Executive Grey", the lower bodyside in light grey, and the roof in dark blue. Cast Channel Tunnel roundels were carried on both sides, and at one end the locomotive number and "EPS" branding was applied below the cab window. Snowploughs were fitted, but by May 1995 these had been removed, and by October of the same year the "Executive Grey" of the upper bodyside had been replaced by a lighter "Flint Grey" shade.

 

Official allocation of the type from the outset was to St Philips Marsh Depot (Bristol), which was geographically suitable to cover Plymouth and Swansea sleepers from a single base. Whilst the fleet could also be stabled at North Pole Depot for any Class 373 drags, maintenance work on them here was prohibited, because the site did not have the required environmental protection in the event of a diesel spillage. Therefore, some members were stationed at nearby Old Oak Common.

 

For the electric side of the operation, the first Class 92 was formally handed over to EPS at Waterloo International on 1st February 1995. On 29th February of the following year, the British Rail portions of EPS and ENS entities became part of the private consortium "London & Continental Railways", which had been announced as the preferred bidder to build and operate the proposed Channel Tunnel Rail Link. Whilst daytime London to Paris/Brussels services had been running since 14th November 1994, the "Regional Eurostar" and "Nightstar" operations were still distant.

 

L&CR made known that the existing "Eurostar" services were carrying much lower passenger numbers than originally forecast and soon after construction of the CTRL got underway, the company found itself in financial difficulties. This resulted in the Government stepping in to assist in February 1999, taking a large share of the firm at this time. Cost-cutting was the order of the day and in 1997, both "Nightstar" and "Regional Eurostar" schemes were put on hold. Their fate was sealed on 9th July 1999, when the two were formally cancelled.

 

What now for the stock procured for the "Nightstar" operation? The sleeper vehicles were placed into secure storage at MOD Kineton, Warwickshire, and the Class 92s offered for sale. No buyer could be found for the latter and the seven-strong fleet went into storage at Crewe Electric Depot. The Class 37/6 fleet had started to disband as early as 1997, when the "Nightstar" scheme was initially put on hold. In that year, Nos. 37607 to 37612 were taken on by "Direct Rail Services" (DRS), a freight operator established in 1995 as a wholly-owned subsidiary of "British Nuclear Fuels" for the movement of nuclear material. The rest were retained by EPS for TMST drags, although the pool was further reduced in size in 2002 when another three class members, Nos. 37602, 37605, and 37606, became part of the DRS fleet.

Nos. 37601, 37603, and 37604 remained at North Pole Depot as "Thunderbird" locomotives. On 7th October 2007, maintenance of the Class 373 formations was transferred to Temple Mills Depot prior to Section 2 of the CTRL from St Pancras to Southfleet Junction opening to scheduled passenger traffic. That saw No. 37604 being cast off to DRS in the previous week. Section 2 of the CTRL opened on 14th November 2007, which resulted in the last two EPS Class 37/6s, Nos. 37601 and 37603, being taken off L&CR's books. They became part of the DRS fleet early the following year.

** With thanks to Kent Rail for information.

Quin locomotives haul QUBE's 1311 empty paper train into Goulburn's Up Refuge. The locos will be detached, the VLs and 1445 detached, and the QBX double refuelled before re-attaching to the train for departure to Harefield in southern NSW.