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Replacing worn out sign panels on a westbound gantry at J25 (Clyde Tunnel/Cardonald) on the M8. Works completed and L.E.D lighting switched on. www.glasgows-motorways.co.uk
Replacing concrete panels on southbound I-5 near I-90 during the first weekend of the I-5 Seattle to Shoreline Pavement Repair project.
The Mazda6 replaced the Mazda 626 in 2002, essentially becoming the fourth generation 626, though progressing from the GF-Platform to the GG-Platform. The mid-sized car's competitors were the Ford Mondeo (2000 to date) and the Peugeot 406 (1996 - 2004). Over one million units were sold before production ceased in 2008 with the introduction of the New Mazda6.
Chronicles of PBY-5A Buno 2459; The top-scoring allied antisubmarine aircraft of WW.II
On November 15th 1941 PBY-5A Catalina Buno 2459 (c/n 300) rolls of the production line. It is one of a series of 33 for the U.S. Navy ordered in December 1939. Who would have thought at that time this Catalina would sink three submarines, damage one more, fight fires in Chilli and Canada and doing roundflights with passengers in the Netherlands, would still be flying almost 69 years later! The story of this Catalina truly is remarkable.
Buno. 2459’s first mentioning in the war diary of VP-73 is on December 23rd 1941. Three planes drawn from VP-83 are test flown at NAS Norfolk, Virginia and put on board seaplane tender USS Albemarle (AV-5) at NOB Norfolk for shipment to Iceland that day. One of these planes was Buno 2459 (73-P-9). The USS Albemarle departed on the 28th and transported one division of VP-73 (Second Division). Commanding officer was David W. Shafer. While on route to Iceland via Quonset Point, Rhode Island and Argentia, Newfoundland it picked two more Catalina’s of VP-83 at Quonset Point making a total of five Catalinas. After arriving at Hvalfjord, Iceland the five Catalina’s were flown to Fleet Air Base at Reykjavik between the 12th and the 16th of January.
The five PBY-5A Catalina’s replaced the PBY-5 of VP-73's Iceland division. This was done because winter operations at Iceland and Argentia were considered "extremely hazardous" as concluded in a study made by the Bureau of Aeronautics. On the 15th of January three PBY-5's of VP-73 at anchor in Skerjafjördur (seaplane anchorage adjacent to Reykjavik airfield) were lost during a storm with wind of 90 kts, gusting to 120 kts. The four PBY-5As that were already at the airfield were tied down but it took all hands and all available lines and weights to secure the planes.
Coastal Command
In January flight operations were curtailed because of the bad weather and familiarisation flights to check out pilots commenced not until the 21th. On February 1st Buno. 2459 starts an operational life common to many a Catalina: hours of boredom with a few moments of sheer terror. During February and March Buno 2459 made 20 operational flights. Six were on escort flights, two on ice-reconnaissance flights, one on antisubmarine patrol and eleven on the socalled “Hvalfjord Sweeps”, antisubmarine sweeps of the approaches to the naval anchorage at Hvalfjord. The ice-reconnaissance flights to Greenland (of which Buno 2459 flew its first on March 9th) were flown regularly by Iceland-based aircraft to establish the position of ice on the Denmark Strait, the stretch of ocean between Iceland and Greenland. A vast number of ships sailed through the Strait to reach the North Russian ports, including the infamous PQ/QP convoys bringing much needed war supplies to the hard-pressed Russians.
Although flight operations were badly affected by the bad weather in April, Buno 2459 was forced back twice because of zero visibility and icing, Buno 2459 made fifteen operational flights. During May a new duty was included into the operations of VP-73. The North Atlantic ferry route was inaugurated to handle the massive flow of air traffic from the United States to the European war theatre. Reykjavik was one of the sagging posts on this route and from this month on VP-73 would provide planes on stand-by for rescue operations. Also eight PBY-5As of VP-73's First Division arrived in Iceland.
During an ice-reconnaissance flight to Jan Mayen island on the 23rd of June, a flight of close to twelve hours, Buno 2459 sighted a German Heinkel He 111 north of Iceland. The enemy was not engaged with gunfire.
In July 1942 The Germans renewed their campaign against the transatlantic convoys and VP73 was to become heavily engaged in many of the ensuing battles. During the month of August the PBYs of VP-73 made nine attacks on U-boats. Buno 2459 attacked twice and sank its first. On August 9, shortly before noon, Lt.(jg) Henry C. Colee, Jr. took off in Buno 2459 to conduct an A/S sweep South West of Iceland. At 1706 hrs a U-boat was sighted three miles dead ahead. The U-boat's conning tower was all that was visible and it submerged immediately. Lt.(jg) Colee started Buno 2459's first attack and arrived one minute after the U-boat had disappeared and dropped six depth charges set to explode at a depth of 50 feet, in a stick 68 seconds after the U-boat submerged. All the bombs exploded but it was estimated that they caused no damage as the U-boat would have reached a safe depth. This was VP-73's fifth U-boat attack and Lt.(jg) Colee's second.
The British Task Force SN-73 passed Iceland 250 miles to the Southeast on the 20 August. Lt.(jg) Robert B. Hopgood took off in Buno 2459 from Reykjavik a few minutes before 3 a.m. to cover the Task Force. Shortly before dawn while flying in low visibility under a low cloud base at 500 feet he happened upon U464. U464 (commanded by Kapitänleutnant Harms) was a valuable type XIV Milchkuh Utanker. A type XIV Milchkuh could carry enough fuel-oil to replenish twelve type VIIC boats for four weeks. U464 had departed Kiel on 4 August and was on its maiden voyage to replenish U-boats in the Atlantic.
At first tbe fully surfaced U-boat was believed to be one of the task force's destroyers and a recognition signal was fired from the plane's blisters.
The initial sighted was made at a range of one and a half miles dead ahead. But when the plane came in closer the object was recognised as being a U-boat. Lt.(jg) Hopgood went straight for an attack, releasing five 250lb. depth charges directly across the U-boat's beam in what appears to have been a perfect straddle. The plane carried six depth charges but one failed to release. The explosion lifted the U-boat almost clear of the water and it was evidently badly damaged.
Following the attack Hopgood made several strafing runs firing his .30 and .50-caliber machine guns to which the enemy replied with accurate antiaircraft gunfire forcing the plane to withdraw to safe distance (after the plane returned to base 25 small shrapnel holes were discovered in its wings). For the next forty-five minutes Hopgood circled the disabled U-boat, but lost sight of it when a rain squall closed in on the area. He started searching for the convoy with which he remained until 0715 hrs. While searching for U464 again Hopgood first came across an oil-slick and then sighted an Icelandic fishing vessel (Skaftfellingur) with U464 alongside. The U-boat was heavily listing to one side and its crew were in process of boarding the fishing vessel. The plane made a low pass and was fired upon by the U-boat's crew. In fear of hitting the fishing vessel the gunfire was not returned. Hopgood returned to the convoy he'd been assigned to and summoned one of its destroyers (HMS Castletown) to the scene. While flying back and forth between the destroyer and the U-boat directing the destroyer to the scene he found the U-boat gone, presumably scuttled by its crew. Shortly afterwards the destroyer arrived and took 52 German prisoners on board (two German sailors were killed).
A rather interesting angle to this victory came later when the squadron learned from the British that the depth charge inflicting the mortal wound to U464 was one that had fallen harmlessly on the deck end was held in place by the deck grating. Apparently a 'green' seaman simply rolled the deadly bomb over the side. When it reached the depth for which its hydrostatic fuses were set to detonate the explosion it went off causing lethal damage to boat. Every submariner should have known that the only way to save the boat would have been to roll the bomb onto a raft or lifeboat and set it adrift.
Another interesting sideline to Hopgood's attack on U464 gave birth to a since-famous U.S. Navy phrase: "Sank sub, open club'. The Fleet Air Base and air detachment in Iceland were commanded by Captain (later Rear Admiral) Daniel V. Gallery, jr., a tough and uncompromising naval officer. Gallery was utterly distressed with VP-73's failure to sink U boats. The squadron had delivered some seven attacks on U-boats over the past few weeks, all of which were “muffed” in his opinion. He possibly felt that the poor performance of his crews was caused by too many late nights spent in the Officers Club, so he ordered the club closed until the squadron sank a U-boat. Captain Gallery also pointed out the requirements for obtaining confirmation of the sinking of the U-boat. "What it amounts to", he told the crews, "is that in order to obtain confirmation of the sinking of a German U-boat, you fellows have to bring in the sub skippers pants as proof. Following Hopgood's attack all ears at Coastal Command headquarters were glued to the radio listening to Hopgood's reports of the dramatic development taking place out at sea. The reports were all framed in very officies language and coded, of course. Then at the end when the destroyer had taken the Germans off the Icelandic fishing vessel, Hopgood's final report came in to Gallery in plain English, no code, saying: “Sank sub, open club”. And they sure did, they damn near blew the roof of the joint. Hopgood further requested that as soon as the U-boat skipper was given dry cloths, his pants be forwarded to Captain Gallery. The salt-encrusted trousers served as a valance over the mirror in VP-73s officers club bar for the remainder of the squadron's tour.
Two months after Buno 2459's successful attack VP-84 took over the tasks of VP-73. About half of squadron VP-73 was already en route to the United States when orders were received to return to Iceland and then on to North-Africa. Some of VP-73's planes were probably quite battered and in need for overhaul so seven of these were exchanged for newer planes of VP-84. One of the planes passed to VP-84 was Buno 2459 which became 84-P-7. During its last operational flight for VP-73 on 5 October Buno 2459 came to battle U582 a type VIIC U-boat. Its assignment that day was to cover convoy HX-209 400 miles south of Iceland. The convoy was being pursued by a 'Wolf Pack' of seventeen U-boats. With the 'Wolf Pack' tactics, which the Germans started in August of 1942, one submarine would locate a convoy and call in others to attack the convoy en masse.
Fifteen minutes after reaching the convoy in the morning of 5 October, the crew of Buno 2459, with Chief Aviation Pilot M. Luke in command, sighted a fully surfaced U-boat ten miles away end about fifteen miles ahead of the convoy's starboard column. Diving from 2000 to 75 feet Luke dropped four 650lb. depth charges on the still visible U-boat in a perfect straddle: two bombs failing on each side of the U-boats hull. Following the explosions the U-boat sank from sight and the only evidence of damage was a patch of oil seen on the water after the attack.
There was every reason to believe that this attack resulted in the destruction of the U-boat. But for some reason this was overlooked when U-boat attacks were assessed after the war. The credit for sinking U582 was given to a Hudson of 269 squadron of the RAF. Research by Ragnar Ragnarsson shows that the mentioned Hudson sank.
Another U-boat on the same day in the same area (U619). In Robert L. Carlisto's book "Cats over the Atlantic: VPB-73 In World War II" the sinking of U582 is credited to another VP-73 plane: 73-P-12 (Buno 02974) flown by Ensign William R. Huey. Again Ragnar Ragnarsson's research shows this to be incorrect. Buno 02974 attacked U257 which is confirmed by war diary of the U-boat. The U-boat narrowly escaped with heavy damage.
As a result of the strong air coverage by RAF Liberators and the aforementioned Hudsons and Catalinas the 'Wolf Pack' was driven off and ordered to break off at first light the next moming. The rest of her voyage HX-209 sailed unmolested having lost only one tanker to the enemy. To Admiral Dönitz, C-in-C of the U bootwaffe, the operation against HX-209 was a total failure. Only one ship sunk for the price of two destroyed U-boats and a third heavily damaged. When VP-73 left Iceland the squadron's planes had made thirty attacks on U-boats. Two submarines were sunk, both by Buno 2459.
After heavy storms and few operational flights during the winter period of 1942-1943 the weather improved in April 1943. By then the U-boats had adopted so-called 'fight-back' tactic. With this tactic, instead of diving when an aircraft was sighted, a U-boat would stay surfaced and fight back when it was not possible to reach a depth of 80 meters before the plane reached the U-boat. Because standard Catalinas are unsuited for this type of warfare some Catalinas were fitted with a fixed .30 calibre gun in the bow. The barrel of the gun protruded through the air thermometer hole. Later experiments were even made with a 20 mm canon obtained from a P-38 squadron. Two planes were fitted with the experimental installation, one being Buno 2459. As we will see later on the canon was only fired once before it jammed.
The effectiveness of the .30 calibre gun was demonstrated several times but its use produced a serious snag: it upset the bomb aim when used during the final stage of the run. On several occasions when the pilot's attention was focused on firing the gun rather than on the bomb run, the plane drifted from its target upsetting the bomb aim. Another problem was the Catalina's high angle of incidence which caused the gunfire to fail short when the plane dove towards its target. On April 28 Lieutenant (jg) William A. Shevlin flew Buno 2459 to cover convoys ONS5 and SC127 when a U-boat was sighted by Shevlin's copitot Ensign Albert M. Slingluff. This was probably the 1100 ton type IXC/40 long-range U528. The U-boat's lookouts apparently spotted the plane before they were sighted themselves. The boat disappeared thirty-five seconds before the plane arrived over it's swirl. Wisely, Shevlin withheld his bombs but only this time. Because, later when he returned to the spot he sighted a fully surfaced U-boat was seen off the port bow at a range of three and a half miles. Visibility was poor and the U-boat's lookouts supposedly did not notice the approaching plane until it was only a mile away. As the enemy crash-dived Shevlin dove in. He crossed the boat from port quarter to starboard bow, raking it with 200 rounds from the .30-caliber fixed bow gun. The U-boat was still only half submerged when Shevlin released the four depth charges, aiming them to strike the water just ahead of the conning tower. But, because he had been pointing the Catalina's nose at the U-boat while firing his fixed bow gun, the depth charges dropped slightiy farther ahead than intended. Nevertheless, they hit the water close by the U-boat's bow and it is difficult to imagine that the boat had escaped unscatherd. Still, evidence of the damage being all-important, this well executed attack was officially judged as a near-miss due to "insufficient evidence of damage." Before long, however, the result of Shevlin's attack became known. On 11 May 1943 U528 (Oberleutnant zur See von Rabenau), one of the boats operating against ONS5, was sunk in the Bay of Biscay by British air and naval forces. Interrogation of the boat's survivors revealed that on 28 April the boat was attacked from the air with four depth charges that exploded close by its bow. Three torpedo tubes were damaged and the boat was unable to launch its warheads. Furthermore, several air bottles were put out of action and the boat was leaking fuel. After determining the extent of damage, von Rabenau decided U528 was unfit for further operations and headed back to port for repairs.
A “simple” Air Sea Rescue (ASR) flight nearly ended Bu 2459's career on 14 June 1943. Lieutenant (jg) 'Roy' Neff took off to search for the crew of a missing PBY-5A of VP-84. He had all disposable items be removed of the aircraft to be as light as possible for a possible open sea landing. The fixed .30-caliber nose gun was left in place though.
While circling a Faeroes fishing schooner the schooner, probably thinking it was under attack by a German reconnaissance aircraft, fored its ingenieus defence mechanism - a parachute cable. This parachute cabine consisted of a steel cabine with canisters at each end containing a small parachute. When fired in the flight path of an aircraft the cable wrapped around the wing of its target and the chutes discharged from the canisters. The drag thus created was designed to yank the plane to one side with such force that it would plunge to sea out of control. Although Buno 2459 suddenly jolted violently to one side, by a stroke of good fortune one of the canisters became embedded in the starboard aileron and did not discharge its chute. It did jam the aileron and the other chute trailed beside the tailplane, its chute fully open. With full opposite rudder Lieutenant Neff kept the PBY under control despite the hard starboard pull. But something had to be done fast. Ordnanceman A.B. Grant rushed to the bow and quickly dismantled the fixed .30-caliber gun from its mount and brought it to the starboard blister. He took aim and with superb marksmanship shot the chute canisters from both ends of the cabine with a few short bursts. After a landing at the emergency landing field Höfn on Iceland's Southeast coast, where the cabine was removed, Buno 2459 returned to base.
Only ten days after the almost fatal incident, 24 June 1943, while flying south of Iceland Lieutenant (jg) Joseph W. Beach's copilot Lieutenant (jg) Albert M. Slingluff sighted a fully surfaced U-boat six miles slightly off the port bow. The Catalina was armed with three depth charges and a homing torpedo familiarly referred to by its users as “Fidol”. The U-boat spotted was U194 (Kapitänleutnant Hermann Hess); the first of the type IXD2 very long range Oberseekuh Ucruisers to put out of poil for an operation in the Indian Ocean. Lieutenant Beach went straight for his quarry, diving from 1600 feet. After initially not showing any reaction the U-boat suddenly brought its stem to point at the attacking plane. At the same time puffs of black smoke were seen at the conning tower, the Catalina was under fire. Beach aimed the Catalina's nose at the U-boat and pressed the firing button of the 20-mm fixed bow gun now fitted on the aircraft. As mentioned before, one round was fired before a gas jet broke. Afterwards the failure was attributed to the crew's lack of knowledge in the gun's operatie Beach unhesitatingly pressed home his attack while the U-boat's deck and conning tower were kept by the remaining .30-caliber gun. At an attitude of only 65 feet Beach crossed the U-boat stern to bow but the three depth charges failed to release. Pulling away from the attack Beach made a climbing left turn. The U-boat turned with him, keeping its stern pointed at the plane to bring the full force of its antiaircraft guns to bear. Beach circled his quarry at a distance while trying to manoeuvre the Catalina for abeam attack, but to no avail. The enemy always managed to keep his stem pointed in the plane’s direction. A remarkable feat considering that manoeuvrability was not a strong point of these large long-range boats. The second run was started from a mile and a half in face of heavy gunfire. As the Catalina passed over the U-boat stem, to bow the two starboard depth charges were released manually. Both fell short and exploded some 50 feet astern the boat. Beach came in almost immediately for the third time hoping the remaining depth charge would release. But the bomb release failed again. Kapitänleutnant Schoner had clearly had his fill and crash-dived. it was his last dive, for Beach dropped his 'Fidol' in the enemy's wake. Fifty seconds later the crew watched as the torpedo's shock wave caused a mushroom-like upheaval on the surface. The missile had found its target, but lacking the all-important visible evidence of damage the destruction of U194 could only be confirmed untit after the war.
Buno 2459 finished the war with three U-boats (U464, U582, and U194) sunk, and a fourth (U528) severely damaged.
During its operational assignment to VP-73 and VP-84, Buno 2459 flew a total of 195 operational missions, 92 with VP-73 and 103 with VP-84. The highest monthly tally was in May 1942 when it carried out 18 sorties for VP-73, closely followed by 17 with VP-84 in May 1943, the month the German U-boats were run out of the North Atlantic. It finished the war with three U-boats (U464, U582 and U194) sunk, and a fourth (U528) severely damaged. It is believed to be the highest score achieved by a single allied antisubmarine aircraft of any type in WW.II
Prior to its departure from Iceland on 1 September 1943, Buno 2459 transferred to FAW 7’s Hedron, where it remained until January 1944 when it was assigned to a unit named Atlanta Test 39. Buno 2459 was flown out of lceland to Quonset Point, R.I. by Lt. G.S. Smith on 1 September 1943, via BW-l, Greenland and Goose Bay,Labrador, arriving at Quonset Point on 3 September 1943. The total flying time from Reykjavik to Quonset Point was 20 hrs. 25 min.
The following September it was briefly assigned to the resident Operational Unit at NAS Anacostia, Washington, DC, before passing to the Naval Air Navigation Radio School at Gainsville, Georgia, in October. Towards the end of 1944, Buno 2459 spent a month or so with Assembly & Repair at Pensacola, presumably for maintenance, before transferring to the US Coast Guard in December 1944, and assigned to the Coast Guard Air Station at Elizabeth City, North Carolina, were it was taken on charge by the station's Operational Unit. It was still at Elizabeth City when stricken from the Navy's inventory on 31 October 1945.
By: Prudent Staal
St Anne's Roman Catholic church, in the Chapel End / Camp Hill area of Nuneaton, was built in 1999-2000 to replace the original basic dual-purpose church/school built in the 1940s with a limited budget and lifespan. The new church was opened in March 2000, and dedicated later that year by Archbishop Vincent Nicholls.
The church is square in plan with the corners angled (forming an uneven octagon) with the orientation on the diagonal axis facing south east. There is an unfortunate inbalance in the glazing within, which is concentrated on the north and east walls, the remaining walls having the parish rooms attached. The original design included a central lantern over the nave, but this was sadly abandoned during construction owing to rising costs (this would have given the building a more 'church-like' profile outside and greater light within).
Following my work at Sacred Heart, Bilton I was invited to prepare designs for several of the church's windows prior to construction, and thus had the sanctuary oculus with the dove of the Holy Spirit installed for the first mass in the church in March 2000. In the following years the project continued for the adjoining five windows including a central image of the church's patron St Anne with her daughter Mary.
The remaining windows were filled a few years later with a Crucifixion group and a more abstract Sacrament-themed composition (in lighter colours as continuing the rich blue scheme set by the earlier windows would have made the church too dark!), making this my largest ever stained glass project and my only complete scheme of church windows to date.
In July 2012 a final touch was added when I painted the Sanctuary ceiling with a design of Seraphim and stars in blue and gold, a concept under discussion for some time to remedy the lack of structural emphasis on the altar area and create a more fitting focal point to the interior, with the angel's wings suggesting a canopy.
www.saint-anne-nuneaton.co.uk/
For more information on my work in the church see my website via the following link:-
aidanmcraethomsonstainedglass.weebly.com/st-annes-chapel-...
Londoners can now enjoy the spectacle of a different uniform and a different army regiment at Horse Guards on Whitehall.
The historic state helmets and breastplates of the Household Cavalry Mounted Regiment will be replaced for four weeks by the iconic full dress jacket and busby of The King’s Troop Royal Horse Artillery.
The change is taking place while the Household Cavalry Mounted Regiment takes a break from ceremonial duties for equine training in Norfolk.
Major Mark Edward, Commanding Officer of The King’s Troop, said, “It’s a tremendous honour to undertake the role of The Queen’s Life Guard at Horse Guards, which was once the entrance for Buckingham Palace and St James’s Palace.
“We pride ourselves on our excellence at ceremonial duties, and I am sure residents of London and tourists will be delighted to see The King’s Troop back again.”
Sentries have been posted in the same location since the Restoration in the 1600s, when the Palace of Westminster was the monarch’s main residence.
These days, guards on horseback are on parade from 10am to 4pm, with soldiers on foot staying at the gates until 8pm, when they are locked.
The ceremony of Changing of The Queen’s Life Guard has remained unchanged since the reign of Charles II. On arrival at Horse Guards Parade, the Old Guard forms up on the North side of the roped enclosure, and the New Guard on the South side. As the new Guard arrives each Guard carries their Standard, and the trumpeters of both Old and New Guards sound a Royal Salute on the arrival of the New Guard and on the departure of the Old Guard. When both Guards have formed up in the enclosure, the Corporal Major, Senior Non-Commissioned Officer and the sentries of the first relief of he New Guard leave for the Guard Room which is then handed over. The sentries of the Old Guard, after being relieved, rejoin the remainder of the Old Guard on the North side of the enclosure.
The ceremony takes place every day of the year irrespective of weather at 11am (10am on Sundays) and is free to watch, on Horse Guards Parade.
This fire station replaced the 1913 built one that stood next door to the left, on the corner of Christchurch Rd and Seabourne Rd, in the mid 1970s.
Replaced by some public toilets and a block of flats called Whitington Court around 1990.
Kalalea peak 3540 ft. / 1079 meter is on the left.
Kamanu peak 3363 ft. / 1025 meter is on the right.
A welder welds the concrete pieces together from on top of the cuvlert. In the background, the crane lifts another piece into position.
Tram tracks have a very limited number of years they can live. Contrary to most railway tracks, the changing of them is not easily done, as they are embedded into the street.
So this week the part between Goldbrunnenplatz and Gutstrasse is being replaced. Which means that they have around 48 hours to rip the old ones out, level the place again, put in the new drainage and install the new rails and start fixing them to the ground.
So it is a masterpiece of planning to get all the work done at the right point in time.
Our recent get together of friends led me to a epiphany about laptop
batteries. They are all messed up! One friend asked me about her
laptop battery which could barely hold a charge. Then another, then
another. I didn't manage to fix any of their laptops while they were
hear, but we took some apart to see what was going on inside. After
our friends left I searched around for replacement cells and picked
some up from ebay. Now with ten minutes of time and $30 of replacement
cells I can repack a battery. This video shows the process. I should
mention that lithium ion batteries do have the potential to burst into
flames although I've not seen anything more than a little sparking :).
Now my little ibook which could hold a charge for 10 minutes lasts
over four hours!
Replacing the downright awful one from 2018, here's the re-drawn Gemini which comes - for now - just in RoadCar spec with high backed seats and gasket glazing. I didn't particularly enjoy making this one, as it was dragged out over the entirety of summer, and at first I didn't think it had turned out very well either. But, actually, it's passable. Given that I've been considering doing First spec ones and B9s and ex-Lothian ones, it did make me wonder if I was wasting my time on this, seeing as its exactly to RoadCar spec and not much use beyond that. But it's better than the old drawing, so have your Gemini and eat it.
No idea if/when I'll pick up doing more bus drawings again within the foreseeable future, but next on the list of ones to start is a Solo SR, because I'm still plodding through making new versions of basic 2018/19 drawings. Talking of the 2018 Gemini drawing, it's almost exactly 5 years older than this one, and both fairly similar nearside views. More recent drawings I've done tend to be a bit more side-on, but this is a proper three-quarter view on the Gemini.
As ever with the blank bus drawings, download and add liveries or do whatever you see fit with them - Paint.net works for me but other programs will do it - and the full usage rules are in the album description.
Pike replaced this pole last year. www.flickr.com/photos/81578389@N00/4658235544/in/set-7215... This pole was pretty young to be changed.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
As early as 1985 there was a study entitled Maritime Patrol Aircraft for the 90s (MPA 90) for the German Bundeswehr, which aimed to replace the Breguet Atlantic with the P-3C Update 4. The study was carried out by the Lockheed California Company and the MBB transport and commercial aircraft division (today Airbus Deutschland, with locations in Hamburg and Bremen) together with the BWB. In 1997, Lockheed Martin offered Germany and Italy a “Orion 2000” or “P-3C Plus” as a replacement for the Breguet Atlantic BR 1150. Both countries established a management team at the Federal Office of Defense Technology and Procurement in Koblenz and signed an MPA Definition MoU on October 21, 1999. Between 2007 and 2015, Germany was supposed to receive 10 aircraft, Italy 14. On July 26, 2002, Lockheed Martin offered a P-3C with revised wings, Allison T56 engines and modern avionics. However, the program was stopped, and alternatives were searched. Among others, Airbus was eager to response and proposed in 2001 a dedicated ASW/maritime patrol aircraft based on the A320 short-/medium-range airliner, even though the development of such an aircraft would certainly take several years and it would not be ready for service before 2010.
In the meantime, in 2003, the Netherlands offered its thirteen P-3C Update 2.5, which had originally been delivered between 1982 and 1984, for sale, and Germany became interested. On October 31 of the same year, both countries signed a memorandum of understanding for the sale of 10 aircraft. It was later decided that Germany would receive eight aircraft and Portugal the remaining five. With this solution, even though only a temporary stopgap for the German naval forces, Airbus’ proposal waned from attention – but only temporarily, since things did not unfold as planned.
The contract with the Netherlands was signed on November 15, 2004, and provided for Germany to supply eight P-3Cs, spare parts, a flight simulator, and other materials at a cost of 271 million euros. For a further 24 million euros, the Dutch armed forces trained the ground and flight personnel of the Marineflieger Geschwader (Marine Aviation Squadron/MFG) 3 “Graf Zeppelin” from Nordholz air base directly in the Netherlands. The Dutch reconnaissance aircraft were supposed to be responsible for long-range maritime surveillance and reconnaissance above and under water for the German Navy for the next twenty years, while a potent and up-to-date successor would be developed domestically or together with European partners. The Luftwaffe officially received the first P-3C on May 18, 2006.
While the P-3C had been bought and delivered, the procurement program for a potential successor was launched, since it was clear that the used P-3Cs would have only a limited lifetime left on their airframes and that maintenance would escalate over time. The potential P-3 successor became the project “Magellan”, which could trace back its origins to 2001. Magellan had been proposed by Airbus after the global market with turboprop-powered maritime patrol and anti-submarine warfare aircraft had been analyzed in the late Nineties and a huge global market opportunity had been discovered – including the demand of the German Luftwaffe and its naval air arm, the Marineflieger. Another driving factor behind the project was that similar aircraft produced abroad did not fully meet European – and most specifically German – requirements, so that the development of a purpose-built indigenous aircraft became a highly attractive option, also fueled by political pressure to support the European aircraft industry. Consequently, the German Ministry of Defense submitted the domestic development of the Magellan maritime patrol aircraft as part of its April 2001 – March 2006 Five-Year Defense Plan. In October 2003, following its earlier proposal and with the P-3C deal with the Netherlands, Airbus Industries received prime contractor status and Magellan started to take shape.
To save cost and development time, the Magellan ASW aircraft was not a completely new design. Like many former ASW aircraft (e. g. the Lockheed P-3, the BAe Nimrod, and the recent Boeing P-8) it was based on the airframe of an existing airliner. In Magellan’s case it was the new Airbus A318, which shared many components with the rest of the short/medium range A320 airliner family, including body components, cockpit windows, outer wings, horizontal stabilizer, and other systems. Internal shared parts included the auxiliary power unit, cockpit panels, flight control system computer, anti-collision lights, and gear control unit. This reportedly saved US$ 3.3 billion during the aircraft’s development until 2019.
To adapt the civil airliner to its new and specialized military role, many modifications were made. The most obvious change was a switch of powerplants, from a pair of high-bypass turbofans under the wings to four smaller engines in separate underwing nacelles. This required a thorough yet invisible modification of the wings’ internal structure, which allowed two extra hardpoints for the additional engines, and this also made the wings more stress-resistant for frequent low-/medium altitude operations. An increased use of composite materials helped to limit the resulting gain in structural weight.
The four-engine design adopted for the Magellan resulted in a flight profile with better maneuverability and stability at low-speed, low-altitude flight and allowed the aircraft to continue its mission in the event of a single and even a two-engine failure. As well as greater operational survivability, the high-bypass engines provided for quiet, fuel-efficient operation. Compared with the P-3 or the Breguet Atlantic, the Magellan also had, thanks to its jet propulsion, reduced transit times in comparison to turboprop-powered competitors, and the turbofans were quieter, making it more difficult for submerged submarines to detect the aircraft above them acoustically.
Propulsion came from four Pratt & Whitney PW1000Gs, a new high-bypass geared turbofan engine (also called the GTF = geared turbofan). The gearbox between the fan and the low-pressure spool allowed each to spin at its optimal speed, allowing a higher bypass ratio for a better propulsive efficiency. Pratt & Whitney claimed the engine was 16% more fuel efficient than the previous generation, and up to 75% quieter. Additionally, response to throttle input could be improved, resulting in a higher agility especially at lower speed.
The first variant to enter service was the PW1100G for the Airbus A320neo in January 2016. The engine had teething problems after its introduction, extending to grounded aircraft and inflight failures, but this was solved soon afterwards. The Magellan was the first military aircraft to use the new GTF engine type operationally. In the Magellan, the modified engines (designated PW1700M) with only two instead of three low pressure compression stages) provided a thrust of 15.000 lb (67 kN) each, so that the four GTF engines of the Magellan offered a little more thrust than the commercial airliners’ powerplants. In flight and on long-range patrol missions, one pair of engines would frequently be shut down to save fuel and reduce the noise profile even further, and the geared fans could be automatically set at diffefent ratios so that the frequencies generated from one engine would overlay and reduce the noise profile from the other one. This system was usspoed to be so effective that the audio signature of the Magellan would resemble strong wind and not man-made sound.
From the start the Magellan was equipped with many newly developed technologies and features, particularly in terms of its avionics and mission systems. One such key feature was the use of a fly-by-optics flight control system, which essentially replaced standard metal wiring with optical fiber cables. This also had the beneficial effect of decreasing electro-magnetic disturbances to the sensors on-board in comparison to more common fly-by-wire control systems, and it also helped to make the Magellan harder to detect from the outside.
The Magellan was equipped with various sensors to enable the aircraft to perform its primary purpose of maritime patrol and detecting submarines and surface vessels; these include the AMPaR active electronically scanned array (AESA) radar from Cassidian, a Airbus Defence and Space subsidiary, which used an array consisting of three separate antennas mounted under a mutual nose radome to provide 240-degree coverage at a range of more than 450 km (280 mi). All antennae together consisted of more than 3000 very small transmitter/receiver elements that divided the azimuth range into three overlapping 90° sectors. They could examine their sectors simultaneously and could also simultaneously track many maritime and aviation targets within each sector. The number of targets that can be tracked automatically is 1,000 and the number of targets that can be combated at the same time is around 60. AMPaR (Airborne Maritime Patrol Radar) was able to track surface vessels at sea at a range of 300 km (186 mi) while high-flying aircraft of fighter size could automatically be tracked at >250 km (150 mi). Even sea-skimming missiles could be detected and tracked at >25 km (15 mi). The data obtained is passed on to a command and weapon deployment system. The ASEA radar was furthermore supplemented by an Infrared/Light sensor array with an integrated laser range finder and target designator for surface detection, which allowed passive observation and tracking as well as target illumination for guided weapons, either deployed by the Magellan itself or from another carrier.
Further mission sensors included a magnetic anomaly detector (MAD) embedded into the aircraft's tail (where it replaced the airliner’s APU, which was re-located into the left-wing root area, while a heat exchanger was mounted on the right). Sophisticated acoustic systems were also added for this purpose. Another novelty was the integration of an artificial intelligence (AI) system that directed the TACCO operator to the optimal flight course to track or attack a submarine.
Behind the cockpit, the cabin was separated into three sections, consisting of the ASW operators’ section with workstations and observer places, a rest and general storage area with a small kitchen and four bunk beds for crews working in shifts on long-term missions, and a final section for 5” sonobuoy storage and their manual deployment through a total of four two release shafts, connected with the cabin through air locks. Vertical and oblique cameras were mounted together with the sonobuoy shafts in the lower fuselage and accessible from the cabin through hatches in the floor. The two rear sections could optionally be combined and re-arranged to make room for eventual transport duties, and seats could be installed, too to offer space for up to 28 passengers.
Under the cabin floor, two separate unpressurized bomb bays, one in front of and the other behind the wings, housed the bulk of the aircraft's ASW munitions. The bomb bay was supplemented by a total of eight external hardpoints, two pairs under the inner and outer wings each. Weapons available on the Magellan included torpedoes, mines, and depth charges internally. Air-to-surface missiles (including AGM-84 Harpoon anti-ship missiles, AGM-65 Maverick ASMs and AGM-88 HARM anti-radar missiles), air-to-air missiles (AIM-9 Sidewinder or Iris-T) for self-defense, ECM and chaff/flare dispenser pods, or bombs, including laser-guided precision weapons, were typically carried on the wing pylons externally. The sonobuoy shafts were located behind the rear bomb bay and not connected with it.
Armaments and their deployment were managed by a stores management system, which included a newly developed Universal Stores Control Unit (USCU) capable of accommodating hundreds of different munitions, including future ones and precision weapons. Multiple radar warning receivers provided all-round awareness of missile threats, which were combined with a defensive countermeasure suite. Additional fuel tanks were integrated into the fuselage, too, which extended the A318’s typical airliner range from 5.740 km (3,100 nmi) to 8.000 km (5,000 mi), making patrol missions of 18 hours and more possible without need to refuel.
In June 2007, Airbus rolled out the Magellan prototype (coded 60+10, later re-designated 98+70 and handed over to WTD 71 in Eckernförde for further development work), converted from an existing civil airliner airframe, and now official designated A318 MPA (“Maritime Patrol Aircraft”) to mark the aircraft’s heritage and role. The rollout had been delayed for three months due to the discovery of defective rivets which required remedial repairs to be performed. On 28 September 2007, the Magellan conducted its maiden flight from Hamburg Finkenwerder, where the civil A318 airliners were finally assembled, too; this lasted one hour and ended successfully.
On 31 August 2007, Airbus announced that they would produce four Magellan production airframes for the Bundesluftwaffe, with an option for four more aircraft, with a unit price of US$ 141.5 million for each aircraft and to be delivered in 2012. At that time Airbus officials claimed that the Magellan was a more capable, albeit more expensive, aircraft than the Boeing P-8 Poseidon; in comparison to the P-8, the Magellan had a greater range, a larger bomb bay, and had been optimized for the maritime patrol mission. Beyond Germany, Norway (4 aircraft), Spain (6) and Taiwan (3, with an option for 3 more) also procured the Magellan. Argentina and Chile also showed interest in the type.
Due to development and budgetary problems the delivery of the A318 MPA to the Marineflieger was delayed several times, and the anticipated maintenance problems with the former Dutch P-3Cs in German service escalated. At the end of 2016, the magazine Der Spiegel reported that none of the aircraft were operational as of September 30, 2016, and that one of the aircraft had only completed two and a half hours of flight in 10 years. Total costs could no longer be calculated, and as a result, soon not a single German P-3 was operational for at least several weeks. The situation became so severe that the German Ministry of Defense considered to lease five Boeing P-8A Poseidon as another interim solution, but in late 2019 the first Magellan Airbus was introduced to the re-established MFG 1, which had operated Tornado IDS’ in the maritime strike and reconnaissance role until 1993. At the time of their operational introduction the aircraft had already been updated: SIGINT equipment had been added (outwardly recognizable through slender wingtip pods and an extended spinal fairing in front of the fin) to survey and record radio communication. In this configuration the aircraft were officially designated A318 MPA Phase II.
However, instead of the MFG 1’s former base Jagel the unit now was located at Nordholz, where the P-3 facilities were used to operate the similar-sized A318 MPAs. Operations started only slowly, though, and during early exercises and NATO deployments to Lithuania the first two A318 MPAs (60+11 and 12) reportedly suffered radar, sensor integration, and data transfer problems, leading to more testing. 1./MFG 1 only received full operational status with its four planned initial aircraft in early 2022, and a second squadron with four more aircraft will probably only become operational with MFG 1 in 2027.
[b][u]General characteristics:[/u][/b]
Flight crew: 3
Mission crew: 8 (but operationally up to 12 with working in shifts on long-range missions)
Length: 36,52 m (118 ft 9 in) overall
Wingspan: 33,98 m (111 ft 3¾ in)
Wing area: 122.4 m² (1,318 sq ft)
Wing sweepback: 25°
Tail height: 12,24 m (40 ft 1 in)
Operating empty weight: 44.100 kg (97,100 lb)
Maximum zero-fuel weight (MZFW): 59.100 kg (130,200 lb)
Maximum landing weight (MLW): 62.100 kg (136,800 lb)
Maximum take-off weight (MTOW): 79,700 kg (175,708 lb)
[u]Powerplant[/u]:
4× Pratt & Whitney PW1700M high-bypass geared turbofan engines, 67 kN (15,000 lbf) thrust each
[u]Performance:[/u]
Maximum speed: 996 km/h (619 mph, 538 kn)
Cruise speed: 833 km/h (518 mph, 450 kn)
Range: 8,000 km (5,000 mi, 4,300 nmi)
Combat radius: 2,500 km (1,600 mi, 1,300 nmi) with 4 hours on station for anti-submarine warfare
Service ceiling: 13,520 m (44,360 ft)
[u]Armament:[/u]
2 internal bomb bays with a total of eight stations,
8 external underwing pylons
Total capacity of 9,000 kg (19,842 lb) for torpedoes, mines, depth charges, various
air-to-surface missiles (ASMs), or bombs, plus short-range AAMs for self-defense
[b]The kit and its assembly:[/b]
This fictional Airbus ASW aircraft was spawned by the Kawasaki P-1, an indigenous Japanese P-3 replacement with an unusual four-engine propulsion on a relatively small airframe. I envisioned a European alternative, inspired by the sad state of the Dutch P-3s in German duty – and that made a converted Airbus airframe a natural choice. I eventually settled for the smallest type, the A318, also because it had similar dimensions as the Japanese P-1 and procured an Eastern Express kit when I stumbled upon a priceworthy offer.
As a side information: there were real plans for an A319 ASW derivative, but this build here is unrelated (found out about it much later, after I started work on my model) and only shares the “MPA” suffix. I was not able to find any detail info about it, though.
The alternative/extra engines for my A 318 MPA turned out to be a major challenge. My initial plan to use the four nacelles with pylons from a 1:144 Revell WhiteKnight Two/SpaceShip Two kit set came to naught when I realized that these would be much too small for the A318 airframe. They eventually went into a BAe 146ish conversion of a DC-9 airframe with shoulder-mounted wings that I build a couple of weeks ago, where they looked fine. But the Magellan would require something more substantial, and finding a suitable and affordable alternative took some time and legwork. I eventually found aftermarket engine nacelles from Skyline Models for a 1:200 Hasegawa Boeing 747-200/300, made from IP with resin exhausts. They offered IMHO a good size and shape compromise, with a good level of detail for 1:144, and the quartet was affordable, too, because I did not want to buy a donor kit just for the engines. However, even though the pods look nice and have fine surface details, they do not go together at all: you have either to sand the fan discs into an unnatural oval shape or you have to bridge a massive 1 mm(!) gap on the underside when you force the halves together. The resin tail cones themselves are crisp and look very good, but they do hardly fit into the fan shroud and the pylons’ shape doesn’t match up with then, either. Fits well in style with the A318 kit, though… Did I mention that the Eastern Express A318 kit is a PITA? It has quite nice surface detail, but the bigger the parts the less they go together. Esp. the wing and fuselage halves were a TOTAL mess, the latter could only be closed through force and combining the hull with the wing halves, which have a weird construction on the lower hull – the mold layout was chosen to allow proper detail to be added around the main landing gear wells, but building this is a horror, was a nightmare, with poor fit, massive gaps and dislocations of up to 1 mm!
Talking about trouble: mounting the wacky 747 pods under the Airbus’ wings required even more hardware mods on top of the basic fit problems. The inner pair of engines went closer to the fuselage, to make more space for the outer pair, even though they ended up pretty close to the main landing gear. The A318’s original attachment points under the wings were PSRed away and the inner pair of donor pods was mounted onto the inner flap mechanism fairings. Their pylons had to be modified accordingly, though. The outer pair was mounted at about half distance from the inner engines and the wing tips. Their pylons had to be shortened, due to the low wing depth. Outside of them I added weapon stations from a Dragon 1:144 Tornado IDS, which also provided AGM-88 HARMs and Sidewinders as suitable ordnance.
The rest of modifications were more of a cosmetic kind. The biggest change was a bigger, more bulbous nose radome for the surveillance radar; in this case I used a leftover nose section from an Airfix 1:72 D.H. Venom trainer, mounted and PSRed over the Airbus’s original nose. Not a big modification, but the different nose profile changes the Airbus‘ look significantly to something P-3ish, and it resembled the Japanese P-1 a lot now.
The windscreen itself, while quite clear, had to be forced into its opening, and due to its poor fit and some gaps I PSRed it over and later used aftermarket decals to create the windscreen. Other graft-ons included a MAD boom carved from sprue material, a dorsal antenna bulge (from an Airfix A-4B kit) behind the cockpit and a pair of optical sensor turrets under the chin, somewhat B-52Gish. Under the lower rear fuselage, I added a pair of bulges for the sonobuoy launch tubes and cameras, leftover optional parts form/for a Heller Saab S32C’s camera nose. Fin and wing tips were slightly clipped, and I added scratched sensor fairings (sprue material), what considerably changes the aircraft’s look away from an airliner, and I also added a low spinal fairing (styrene profile) at the fin’s base. Finally, some blade antennae made from 0.5mm styrene sheet were mounted around the hull and small scoops for the relocated APU and heat exchangers were added.
[b]Painting and markings:[/b]
As usual, a tricky choice. The German P-3Cs did not carry a special camouflage – they simply retained the former Dutch Navy livery in all-over Light Gull Grey (FS 36440), which I found too boring to apply on the whiffy ASW Airbus. Due to the aircraft’s sheer size, I refrained from a tactical paint scheme like the rather murky three-tone wraparound Norm ’87 scheme from the Marineflieger Tornados or any of its (though interesting) development patterns or derivatives. Instead, I rather took inspiration from the Luftwaffe’s MedEvac/MRT Airbus A310s, which were painted RAL 7001 (Silbergrau, Revell 374) overall. This shade of grey comes close to FS 36375 but is colder.
For an aircraft that would not only operate at high altitude and to conceal it from above I found a uniform RAL 7001 livery too bright, so that I decided to paint the upper surfaces in a slightly darker tone, RAL 7000 (Fehgrau, Revell 57), which is, as a coincidence, the tone of most Bundesmarine surface vessels’ superstructures since 1956: a cold blue-grey tone somewhere between FS 36320 and 35237. Together with a straight and low waterline this resulted in a rather low-viz-ish livery, augmented by relatively few and small markings and stencils.
The landing gear was painted white, the walkway/Corroguard areas on the wings received a slightly different shade of grey (RAL 7005 Mausgrau, Revell 47) than the basic camouflage, and I added a slightly darker anti-glare panel (RAL 7012, Basaltgrau, Revell 77) in front of the windscreen. The nose radome and other di-electric fairings were painted in a yet another slightly brownish shade of grey (RAL 7030, Steingrau, Revell 75), to create some more variety. Some light post-panel shading was done, and to emphasize the engraved panel lines I also applied a light black ink washing.
Windscreen, windows, and doors were created with decals, partly aftermarket, partly OOB. The cabin windows’ number was reduced to reflect the aircraft’s dedicated military role. Tactical markings were few and rather lustreless. German markings and codes were procured from appropriate generic material from TL Modellbau and Peddinghaus Decals, the small MFG 1 badges came from an Italeri Marineflieger Tornado kit (with subdued Norm ’87 markings). Stencils and walkway markings on the wings came from the OOB sheet.
Finally, everything was sealed with matt acrylic varnish from a rattle can, with a light sheen instead of pure matt.
The result looks simple in its all-grey livery but getting there – esp. with the poor-fitting Eastern Express Airbus A318 as basis and the even worse donor engines – was a long and tough fight. But despite the troubles, the model of this fictional Kawasaki P-1 alternative from Europe looks pretty convincing and the four-engine layout worked well, despite the relatively compact airframe.
´
Christ Primus C150 in silver with black sensofil brushes installed Circa 2006. Replaced either a Wilcomatic Super Rapide or Ceccato Challenge
Video - youtu.be/rbU-TwBH7Ks?si=6TeCFhNHpLqttE2L
• Operator •
Sainsbury's
• Supplier •
Wilcomatic
• Address •
Sainsbury's Petrol Station
Lombardy Retail Park
Hayes
UB3 3EX
England
Car Wash replaced in 2024 with a brand new Christ Alpha C173 - flic.kr/p/2qbhh5t
My June collection as it stands now. I still have a while to go, so I may end up replacing one or two of these....
1. Waffle cookies, 2. Toro!, 3. Drips, 4. Little bunny foo-foo - Killer Smile, 5. Firefighter, 6. Morning Hair, 7. Oink, 8. X marks the spot, 9. Blue light - SEXY, 10. Ladylike, 11. How bizarre, 12. Pear-shaped, 13. Sideways, 14. Walk Like an Egyptian.... in a hat, 15. Flowers in the Trash - Once Upon a Time...., 16. Earthquake monument - I am in Awe, 17. Amanohashidate - Zigzag, 18. What Light through Yonder Window Breaks - I hope Ai appreciates it, 19. Where am I - Odd One Out, 20. Fushimi Inari - Torii Tunnel (Tourist trap?)
Created with fd's Flickr Toys.
Replaced capacitor C2 on the hand controller with a 10uF 50V radial electrolytic.
The original 10uF 25W tantalum in slot C2 with the electronics were a known failure point.
This assures years of trouble-free operation! :)
This wash was replaced with a Istobal M'Start in September 2020.
We purchased the top wash. This was the start of the wash cycle, the brushes were moving in.
© Cool James (James G) 2019, all rights reserved. Do not use my content/any part of this photo without permission!
Yurgo is in Karoonda East Murray District Council area.
The site of the old Yurgo Soldiers’ Memorial Institute that opened in 1927 lies abandoned in the Murray Mallee, beside the 1954 foundations for a later hall meant to replace the first that was destroyed in a storm.
The second hall was never built.
School was conducted in the memorial institute from 1927 until 1946, when students could attend the Karoonda Area School that opened early in 1941.
Originally, students of the settlement were schooled in a farmhouse outbuilding.
A newspaper report in October 1923 reported that the residents of Yurgo and district were anxious to have a hall of their own. As a means of raising funds, an Ugly Man’s Competition had been started. Other fund raising activities included dances and Sports Days.
Yurgo school first operated a mile north of Yurgo, in a stone outbuilding of a farmhouse. The school had 12 pupils and opened on January 26th 1926. This building was only to be a temporary arrangement until the Yurgo hall was built. It did not meet with Department requirements - it had no ceiling or heating, no table or chair for the teacher.
The District Inspector described the toilets of the school as "but bag structures of primitive type, otherwise crudely effective". The Chairman of the school committee replied to this by saying such arrangements had to be tolerated. Part of his letter included this statement: “As regards to sanitary arrangements, that arrangement is good enough for a temporary affair, as there are people up here living in bag rooms, to say nothing of enjoying the luxury of bags for their WC's. This is as yet a primitive district and our arrangements must be primitive."
The Education Department decided to tolerate the building until the hall was completed. They paid rent from January to September 1926 but declined to after that.
The Yurgo school was transferred to the new hall on June 27th 1927. Yurgo school continued after the opening of Karoonda Area School and did not close until December 1946.
In June 1954 it was reported that a committee had been formed to raise funds to rebuild the Yurgo Memorial Hall which was destroyed by a storm.
The foundations for the new hall were laid adjacent to the old, but the new hall was never completed.
*Hall needed at Yurgo
September 29
The residents of Yurgo and district are anxious to have a hall of their own, and determined efforts are being made to that end. As a means of raising funds, an Ugly Man's Competition has been started, and one of the candidates, Mr D Bicknell, the popular captain of the Nunkeri football team, has arranged for a dance at his residence at Yurgo on Saturday next, from which, it is hoped the fund will substantially benefit. The other candidates, too, are doing their bit, and if enthusiasm and determination. count for anything, the hall at Yurgo should soon be an accomplished fact. Ref: Murray Pioneer and Australian River Record (Renmark (SA) Friday 5 October 1923.
*Yurgo Memorial Hall
Karoonda, October 20
The secretary of the movement (Mr H Kelly), reports that a great interest is being taken in the district in the suggested establishment of a Memorial Hall at Yurgo.
The arrangements for the Sports on Saturday next are well in hand, entries are coming freely, and given fine weather, the sports should be a huge success. Ref: Murray Pioneer and Australian River Record (Renmark SA) Friday 26 October 1923.
*An Institute Opened
Yurgo October 24.—The Yurgo Soldiers' Memorial Institute was opened on Friday [21 October] by the Commissioner of Public Works (Hon M McIntosh). Councillor E L Bruce presided.
Mr Mclntosh congratulated the residents on their enterprise. The building would be a valuable asset to the district, which should make rapid progress, as there was only one block of unalloted land within a radius of about six miles of the township. He had seen crops that day on well-worked fallow land equal to flourishing parts of the mid-north. As the building is occupied by the Education Department he referred at length to questions of education, after which he unlocked the door and declared the building open.
Mr H Kelley, secretary of the institute, proposed a vote of thanks to the Minister. It was seconded by Mr
H Mackenzie, chairman of the school committee.
A sports programme was contested. Tea was served in the building, followed by a concert and dance.
Mrs Peek and Mr Nicoll supplied the dance music, and Mr A Wildman was MC.
The proceeds, which were in aid of the institute funds, were about £30. Ref: Advertiser (Adelaide SA) Wednesday 26 October 1927
*November 15 - A strawberry fete was held last night in the Yurgo Institute to raise funds for the Institute.
The hall was crowded with visitors from surrounding districts and the fete was a marked success.
Mr L Ward was MC. Mrs A M James's orchestra supplied the music for the dances. Items were contributed by Messrs, Wadmore, Tonkin and Pohlner and Mesdames Tonkin and Pohlner. Ref: Murray Pioneer and Australian River Record (Renmark SA)Friday 28 November 1930.
*Residents of the district and visitors from the city assembled in Yurgo hall and tendered a 21st birthday party to Miss Jean Kelley. Mr E Easton acting as MC, congratulated the guest and wished her many happy returns of the day. Items were rendered as follows: songs by Miss R Kelley and Miss H Angrove: recitations by Miss Olsen and Mr E Easton. Games and dancing were indulged in, and music was supplied by the Misses Jarrett and Mr Don Oakley. A very dainty supper was provided. Ref: Murray Pioneer and Australian River Record (Renmark SA) Thursday 27 April 1933.
*An enjoyable evening was spent in the Yurgo hall in winding up of the tennis season. The hall was crowded, and Marama, Nunkeri, Karoonda, Meroomba and Perponda were well represented. Mr E Easton was MC. Ref: Murray Pioneer and Australian River Record (Renmark SA) Thursday 11 May 1933.
*Yurgo Social Creditors in Housewarming August 1
The local branch of the Douglas Social Credit Association, held their monthly meeting at the new home of Mr and Mrs O C H Easton, over 40 people attending.
The chairman, Mr G R Tregilgas, said it was the desire of those present before opening the meeting to tender Mr and Mrs Easton a housewarming. He congratulated the hosts in at last being able to provide themselves with a new stone house "Lynton" and hoped they would find much more comfort than they had experienced for the last several years while pioneering their holding. He wished them every success and years of happiness in their new home. Other speakers were Mr H Kelly and Mrs Hopgood. Mr and Mrs Easton responded, and both agreed they had already felt the difference from living as they had done in a shed mid sand and flies. They thanked the speakers for their kindly remarks.
Miss N Jarrett officiated at the piano while the audience sang "For they are Jolly Good Fellows".
"Lynton" is built of a kind of iron sandstone and is admired by all. Stone houses are becoming the order of the day, there being two others in the course of erection in this locality, on Mr M C Rogers and Mr A E Harris's farms.
During the Social Credit meeting a debate was held. The assemblage was then treated to an excellent supper provided by the lady members. The social credit movement is rapidly gaining ground in this district. Ref: Ref: Murray Pioneer and Australian River Record (Renmark SA) Thursday 8 August 1935.
*Yurgo, November 3
The Yurgo sports were held last Wednesday in aid of Institute funds. Owing to the inclemency of the weather the attendance was not as good as usual, and events were carried on between showers.
Tea was held in the Institute and was followed by a concert and dance. Perry's band supplied the music for the dance. Mr M Cram was MC. Ref: Murray Pioneer and Australian River Record (Renmark SA) Thursday 5 November 1936.
*Yurgo April 4
The weather is continuing dry and while some farmers are looking for rain others are not yet in a hurry where fallows are infested with wild turnips (charlock) which made its appearance in this district last year and this year invaded the farms en masse.
Quite a number of farmers are being forced off their holdings. Mr F Stratford's sale was held on Wednesday last and was well attended by buyers during the day and thieves by night—quite a lot of articles that were purchased and left till next day, plus permanent erections, being removed.
A farewell social was tendered Mr and Mrs H Kelly and family on Wednesday night eulogistic speeches being made by the following: Mr H McKenzie (district generally), Mrs Hopgood (Bureau and Tennis), Mr G R Tregilgas (Institute and Wheat-growers Association). Items were rendered by Messrs Slade, MacKenzie, E Easton and Button.
Dancing was enjoyed to music supplied by Mr H Perry, while Mr L Burton was MC and an excellent supper was provided by the ladies.
The railway siding has been improved by the building of a new house for the ganger. Ref: Murray Pioneer and Australian River Record (Renmark SA) Thursday 8 April 1937.
*First Volunteer Farwelled at Marama
Yurgo, December 11
On Friday night, December 1, by kind permission of the Marama Hall Committee who were holding a strawberry fete, most of the Yurgo people journeyed to Marama to bid farewell to Gunner Kriewaldt prior to his departure for NSW for further military training. Gunner Kriewaldt has the distinction of being the first to enlist from Yurgo. It was expected that he would be home on Saturday night when a farewell social was arranged for him, but owing to a short hurried leave he arrived Friday and had to return on Saturday, hence the arrangements for the farewell at Marama. A generous collection was handed to Mr G R Tregilgas to make the presentation and in doing so he asked the gunner to purchase whatever he desired and wished him God Speed, and a safe and speedy return. Mr M E Rogers spoke on behalf of the Yurgo Football Club and Mr E A Eston, cricket club. Mr P Tilly, chairman of the Marama Hall Committee, spoke and Mr S Hutchinson also. The guest of honour ably responded. Ref: Murray Pioneer and Australian River Record (Renmark SA)Thursday 14 December 1939.
*Yurgo July 8
A tea and dance was held after the Yurgo v Marama football match.
There was a good attendance. It was feared that the dance would have to be abandoned as pianists were not available. However, Mr G R Tregilgas saved the situation by bringing his 47-year-old accordion which, everybody enjoyed. Mr M C Rogers acted as MC.
The enlistments up to date from this small centre are E Kriewaldt, Les Polkinghorne, Bob Gillars, Murray Turner, Lindsay Burton and W Smith, all of the football team. Of the old diggers, H MacKenzie and L Hopgood are on garrison duty. Ref: Murray Pioneer and Australian River Record (Renmark SA)Thursday 11 July 1940.
*New Secretary for Hall
Mr E O Easton, who is leaving the district and has been secretary of the Yurgo Soldiers' Memorial Hall for several years, has handed in his resignation to the committee.
At a special meeting of the committee Mrs H Sanders was elected to fill the vacancy. Mr M C Rodgers has been elected to fill the vacancy of chairman for the Yurgo Public School Committee in succession to Mr Easton
*Yurgo AIF Enlistments
Eight young men from this district are overseas with the AIF. They are Messrs L Carpenter, L Burton, H Henderson, E Kriewaldt, L Polkinghorne, R Sellers, W Smith, and M Turner. Ref: Mail (Adelaide SA)Saturday 8 March 1941.
“Mayor of Yurgo”
The hall committee held a meeting last Monday evening mainly to reconstruct the social committee whose function it is to raise funds to retain the hall. The new committee now consists of Mr G R Tregilgas (chairman), Mrs R Miller (secretary and treasurer), Mrs Hopgood, Misses Tregilgas and Hopgood.
The committee has definitely decided to hold a competition for the "Mayor of Yurgo". The candidates are Mr Tregilgas, Mr T O'Loughlin and Mr Bampton. Ref: Murray Pioneer and Australian River Record (Renmark SA) Thursday 15 May 1941
*Sand Covers Railway Lines At Yurgo
January 10
Sand drift is making the work of railwaymen in the district very arduous and on Sunday many of them worked all day to clear the railway line of sand to enable Monday's train to go through.
On Monday a gang had to travel in front of the train shovelling the sand from the line, but a few minutes later the rails were again covered. Many or the roads are completely blocked, and car breakdowns are a daily occurrence. Ref: Advertiser (Adelaide SA) Thursday 11 January 1945.
*Hall To Be Rebuilt
*Yurgo June 23
A citizens' meeting decided to rebuild the Yurgo Memorial Hall which was destroyed by a storm.
A committee headed by Mr Harold E Seidel was appointed.
Mr Don Curtis offered the use of 100 acres for the planting of barley, the proceeds to go to the hall, and volunteers agreed to work and seed the paddock.
The Nunkeri-Yurgo football club gave £140 and £110 was promised by those present. Seed and superphosphate were also promised.
Ref: Advertiser (Adelaide SA)Thursday 24 June 1954.
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Replaced the 5 y/o Slink body with a "Legacy (m)".
Updated the Catwa head to the latest version.
Replaced all appliers with BoM-Layers.
Safeway located at 1444 Shattuck Place in Berkeley,CA. This store opened on May 12th 1965 replacing a much smaller store located a few blocks away at 1607 Shattuck Ave. This Safeway was the first to have basement level parking due to the relatively small parking lot in front of the store. As the store was being built a construction crew stumbled upon a (water) well dating back to the mid 1800's. The well was immediately recognized as a signifacant piece of local history and restored by both Safeway and the construction company headed by G.A. Beukers. Safeway even gave the store a blue paint color and had two exterior walls glistening with blue and teal colored tiles. Unfortunately all treasures seem to fade away over time and while this store is still operating Safeway has done nothing to preserve the historical well on the site or to the building which is in really poor condition. Safeway presented plans to the City of Berkeley to demolish this store and construct a modern "lifestyle" store in its place but after being met with such strong disapproval from local residents Safeway has hired a new architect who plans to modify and expand the exisiting building but a remodel of any sort will likely be met with hostility.
lowneyarch.com/projects/retail/safeway3.html
Here is the store on opening day...
www.flickr.com/photos/romleys/2336413598/
Here is the store in 2004...
Now that all the screws have been removed, you can pull out the old FEP. Set it aside, don't throw it away! Clean it up, The guy who is selling these replacement FEP's can possibly use your old FEP as a pattern for cutting replacements to size, with precut mounting holes for your tank. There are a LOT of resin printers on the market. Sending him old FEP's of many models will make replacements all that much easier. Although using the generic FEP without holes is really IMHO pretty darn easy.
The floor boards were salvaged from the Waupaca armory gymnasium before it was torn down. Here the edges of the boards were being cleaned up using a belt sander and table saw.
Chassis n° 49543
Back in 1984 Ferrari had the intention to replace their 308 with the updated 328 version, named after the 3.2-Liter V8 engine used, and while the 308 came in GTB (closed coupe) and GTS (targa top convertible), Ferrari wanted to offer a full convertible in the 328 series too, so the development prototype for this model was built on chassis 49543, and because they already had the necessary experience with both closed and targa-style cars, they made the development car into a convertible.
A design by renowned Pininfarina, the production-ready 328 Convertible prototype was built by Ferrari’s own Carrozzeria Scaglietti in Modena and went through the full certification path, it was even registered for road use so they could test the new 3.2-Liter engine regarding performance and to see how the improved chassis would handle the extra power.
But the marketing department at Ferrari canceled the 328 Convertible before it ever reached production, they went along with only the 328 GTB and 328 GTS of which 7,412 would be built in the end, the reason we didn’t get a 328 Convertible was simple … marketing feared it would eat into sales of the Ferrari Mondial Convertible that was available at the same time. (supercars.net)
3.185 cc
V8
270 hp
Zoute Concours d'Elégance 25
Class : Iconic Cars
Entrant : Arthur Teerlynck
Approach Golf - Het Zoute
Zoute Grand Prix Car Week 2025
Knokke - Zoute
België - Belgium
October 2025
Mowbray Park Farmstay now has many small paddocks for horses and pet animals for visiting children to see and work with. The Barnardo Boys worked extensive vegetable gardens in the same area. Their produce was consumed in the cottage kitchens and in the girls homes, but was also shown at the Royal Easter Show in Sydney where they won many prizes.