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Its so great that people are requesting me to take some light painting photos and i was excited when Ailish asked me if we could do a few of these for her and Stepens engagement , and im always up for that. So this was there request LP light show photo. I almost lit them on fire but they were facing the other way so they didnt notice but now i guess the cats out of the bag :) its always crazy spinning fire at warp speed about 1 foot from someone and trying to keep it all under control but it did work out for the best and we got there shot.
Its always great when you get to meet new people and Ailish and Stephen really had such an awesome chemistry together, we spent half the time laughing and just having fun, we also had a few warm up brakes to get in from the cold then some fresh brewed coffee and banana bread.
What a great shoot, it felt like i had knew them for years. I just wanted to say thanks to both ailish's parents as well for the amazing hospitality. I really appreciate that.
So this was day 70 Ailish and Stephens engagement photos. Thanks again to both of them and
I look forward to the wedding at the end of this year which is of course in the winter.
See you Dec 1st.
Specs and Strobist
Sb-800 1/4th power (bare) behind couple (zoomed 24) and fired via nikons cls at start of the exposure with self timer and i was already spinning the the fire as that self timer went of and stared the photo. After the panic almost light them on fire spin i ran around front and lit the couple with my Garrision 140 lumes flashlight for a couple seconds then for the last part i made the colored trail from Ailish and Stephen with my light saber.
Sooc of course
I was not going to post this but I got a request from Jane for a stand up version of the dress I adorned this morning. It was taken with my selfie stick but I suppose it looks Ok.
Due to a request , here are 8 shots taken at Croydon & Chelsham (completely outside my 'comfort zone')in 1973 just before I moved away to Scotland. Apologies are necessary for the lack of quality - it was a very dull February day!
Here is RT3629 leaving Croydon Bus Stn. on the 154 route showing its block capital LT fleetname - I wonder if this was rare as I dont remember seeing many like this but - as I mentioned I moved away from the LT area shortly after. Note the hand signal from the driver. 10/2/73.
Copyright: © 2019 Andrew Barwick Photography. All Rights Reserved
Please refrain from posting shots, requests and Flickriver shots in my photo stream, thank you.
By request, here is the Volvo NL10 in the green Eddie Stobart general haulage livery. As far as I'm aware, Stobart doesn't operate any NL10s but it does have similar normal control Scanias. After experimentation, I've settled for this implied version of Stobart's quite complex graphics. Whilst I am not a Stobart follower, I do admire the company's high standard of preservation (02-Oct-12).
See my complete set of Eddie Stobart Trucks & trains here:
www.flickr.com/photos/northernblue109/sets/72157637255363...
Strictly Copyright: You are encouraged to provide links to this image but it would be an offence to post the actual image elsewhere (or to publish or distribute it by any other means) without the express permission of the copyright owner
EOS 5D Mark IV+Tokina opera 50mm F1.4 FF
* If you have requests or comments, please describe these in photo comment space.
This is our 2 year old Grandson, Jaden. Saturday his father was putting up shelves in their garage. A neighbor gave him an old bookcase and he was using the shelves from it. Somehow Jaden managed to tip it over, and it fell on top of him bruising his back.
Our daughter Chrissy rushed him to the Emergency Room at the All Children's Hospital because he was screaming and could not stand up.
The Dr's took
X-Rays and could find no broken bones, they gave him a pain killer and sent him home. Monday Chrissy was beside herself because he still could not stand. She took him to his own Pediatrician who had all the information from the Hospital and gave him a complete neurological exam and told Chris that there was no nerve damage..
Now 3 days later we see no improvement. Now we are all concerned that the Dr's have missed something.
He is very special and the light of our lives. Please say a prayer for Jaden
The final word on this is that after he had an MRI, the Dr's figured out that he had a fractured pelvic bone....he is on the mend now and needed no surgery. The prayers worked.................we are so grateful
After so many requests, I'll make instructions for this Turbo tank creation. It will be available for sale... Coming soon...
For those wondering, this Turbo Tank may be for sale later on my upcoming website, www.artifexcreation.com, after it's up & running. Don't know how much yet but more updates soon!
Visit my MOCpage for a continuous stream of all the Turbo Tank's comic. It's more easy go through without having to click picture after picture.
Checkout the stop motion animation video of this custom Turbo Tank! You can see it here
Come visit my ebay store for more custom creations and Lego Gadgets!
- Add lights in your Lego set with Brick Lights and
- Clean your Lego fast & easy with Brick Duster.
My latest jump - as requested, a before/after image of the processing!
Info on what I did here: www.oliviabellphotography.com/2012/01/20/my-lightroom-jou...
Hope you all have a great weekend!
The Bell Sisters - Facebook - Twitter - Olivia Bell Photography (website)
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Olivia Bell
Hector Berlioz La Spectre de la Rose (Anne Sophie von Otter, youtube)
digital painting with ArtRage
"blindtext": literally translation of the German word Blindtext = dummy text, dummy page.
Die Variable: von lateinisch variabilis: veränderbar. In der formalen Logik: „ein sprachliches Zeichen, für das beliebige Ausdrücke einer bestimmten Art eingesetzt werden können“
Variable verwendet man auch in der Mathematik.
In der Typographie dient der sogenannte Blindtext als Platzhalter.
In der Informatik gibt es die Wildcard als Jokerzeichen.
Erstmals verwendet wurden Variable in der formalen Logik und zwar schon von Aristoteles.
AR15_51_8_9_2013
Comparison by request of Swim Venus.
Eyeshadow color and shape are different as well as her eyebrows and lipstick.
Hot pink points at the corner whereas the green is rounder much like her box art.
EOS R3 + RF16mm F2.8 STM
* If you have requests or comments, please describe these in photo comment space.
Happy Independence Day, everybody!
One of my contacts requested that we all thank a veteran, today, which just reminded me - hey, I'm one of those! A Vietnam-era veteran, no less. It was so long ago that I forgot. ;-) (Fat chance of that happening! I hated every minute of it. It's ironic that I now work for the military and love it. Maybe, that's the difference between being drafted and volunteering.)
I have been asked / told to show some pics of me in stockings so here they are. Apologies if there are too many
+++ 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:
Clarence L. "Kelly" Johnson, vice president of engineering and research at Lockheed's Skunk Works, visited USAF air bases across South Korea in November 1951 to speak with fighter pilots about what they wanted and needed in a fighter aircraft. At the time, the American pilots were confronting the MiG-15 with North American F-86 Sabres, and many felt that the MiGs were superior to the larger and more complex American design. The pilots requested a small and simple aircraft with excellent performance, especially high speed and altitude capabilities. Armed with this information, Johnson immediately started the design of such an aircraft on his return to the United States.
Work started in March 1952. In order to achieve the desired performance, Lockheed chose a small and simple aircraft, weighing in at 12,000 lb (5,400 kg) with a single powerful engine. The engine chosen was the new General Electric J79 turbojet, an engine of dramatically improved performance in comparison with contemporary designs. The small L-246 design remained essentially identical to the Model 083 Starfighter as eventually delivered.
Johnson presented the design to the Air Force on 5 November 1952, and work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes that summer. The first prototype was completed by early 1954 and first flew on 4 March at Edwards AFB. The total time from contract to first flight was less than one year.
The first YF-104A flew on 17 February 1956 and, with the other 16 trial aircraft, were soon carrying out equipment evaluation and flight tests. Lockheed made several improvements to the aircraft throughout the testing period, including strengthening the airframe, adding a ventral fin to improve directional stability at supersonic speed, and installing a boundary layer control system (BLCS) to reduce landing speed. Problems were encountered with the J79 afterburner; further delays were caused by the need to add AIM-9 Sidewinder air-to-air missiles. On 28 January 1958, the first production F-104A to enter service was delivered.
Even though the F-104 saw only limited use by the USAF, later versions, tailored to a fighter bomber role and intended for overseas sales, were more prolific. This was in particular the F-104G, which became the Starfighter's main version, a total of 1,127 F-104Gs were produced under license by Canadair and a consortium of European companies that included Messerschmitt/MBB, Fiat, Fokker, and SABCA.
The F-104G differed considerably from earlier versions. It featured strengthened fuselage, wing, and empennage structures; a larger vertical fin with fully powered rudder as used on the earlier two-seat versions; fully powered brakes, new anti-skid system, and larger tires; revised flaps for improved combat maneuvering; a larger braking chute. Upgraded avionics included an Autonetics NASARR F15A-41B multi-mode radar with air-to-air, ground-mapping, contour-mapping, and terrain-avoidance modes, as well as the Litton LN-3 Inertial Navigation System, the first on a production fighter.
Germany was among the first foreign operators of the F-104G variant. As a side note, a widespread misconception was and still is that the "G" explicitly stood for "Germany". But that was not the case and pure incidence, it was just the next free letter, even though Germany had a major influence on the aircraft's concept and equipment. The German Air Force and Navy used a large number of F-104G aircraft for interception, reconnaissance and fighter bomber roles. In total, Germany operated 916 Starfighters, becoming the type's biggest operator in the world. Beyond the single seat fighter bombers, Germany also bought and initially 30 F-104F two-seat aircraft and then 137 TF-104G trainers. Most went to the Luftwaffe and a total of 151 Starfighters was allocated to the Marineflieger units.
The introduction of this highly technical aircraft type to a newly reformed German air force was fraught with problems. Many were of technical nature, but there were other sources of problems, too. For instance, after WWII, many pilots and ground crews had settled into civilian jobs and had not kept pace with military and technological developments. Newly recruited/re-activated pilots were just being sent on short "refresher" courses in slow and benign-handling first-generation jet aircraft or trained on piston-driven types. Ground crews were similarly employed with minimal training and experience, which was one consequence of a conscripted military with high turnover of service personnel. Operating in poor northwest European weather conditions (vastly unlike the fair-weather training conditions at Luke AFB in Arizona) and flying low at high speed over hilly terrain, a great many Starfighter accidents were attributed to controlled flight into terrain (CFIT). German Air Force and Navy losses with the type totaled 110 pilots, around half of them naval officers.
One general contributing factor to the high attrition rate was the operational assignment of the F-104 in German service: it was mainly used as a (nuclear strike) fighter-bomber, flying at low altitude underneath enemy radar and using landscape clutter as passive radar defense, as opposed to the original design of a high-speed, high-altitude fighter/interceptor. In addition to the different and demanding mission profiles, the installation of additional avionic equipment in the F-104G version, such as the inertial navigation system, added distraction to the pilot and additional weight that further hampered the flying abilities of the plane. In contemporary German magazine articles highlighting the Starfighter safety problems, the aircraft was portrayed as "overburdened" with technology, which was considered a latent overstrain on the aircrews. Furthermore, many losses in naval service were attributed to the Starfighter’s lack of safety margin through a twin-engine design like the contemporary Blackburn Buccaneer, which had been the German navy air arm’s favored type. But due to political reasons (primarily the outlook to produce the Starfighter in Southern Germany in license), the Marine had to accept and make do with the Starfighter, even if it was totally unsuited for the air arm's mission profile.
Erich Hartmann, the world's top-scoring fighter ace from WWII, commanded one of Germany's first (post-war) jet fighter-equipped squadrons and deemed the F-104 to be an unsafe aircraft with poor handling characteristics for aerial combat. To the dismay of his superiors, Hartmann judged the fighter unfit for Luftwaffe use even before its introduction.
In 1966 Johannes Steinhoff took over command of the Luftwaffe and grounded the entire Luftwaffe and Bundesmarine F-104 fleet until he was satisfied that the persistent problems had been resolved or at least reduced to an acceptable level. One measure to improve the situation was that some Starfighters were modified to carry a flight data recorder or "black box" which could give an indication of the probable cause of an accident. In later years, the German Starfighters’ safety record improved, although a new problem of structural failure of the wings emerged: original fatigue calculations had not taken into account the high number of g-force loading cycles that the German F-104 fleet was experiencing through their mission profiles, and many airframes were returned to the depot for wing replacement or outright retirement.
The German F-104Gs served primarily in the strike role as part of the Western nuclear deterrent strategy, some of these dedicated nuclear strike Starfighters even had their M61 gun replaced by an additional fuel tank for deeper penetration missions. However, some units close to the German borders, e.g. Jagdgeschwader (JG) 71 in Wittmundhafen (East Frisia) as well as JG 74 in Neuburg (Bavaria), operated the Starfighter as a true interceptor on QRA duty. From 1980 onwards, these dedicated F-104Gs received a new air superiority camouflage, consisting of three shades of grey in an integral wraparound scheme, together with smaller, subdued national markings. This livery was officially called “Norm 82” and unofficially “Alberich”, after the secretive guardian of the Nibelung's treasure. A similar wraparound paint scheme, tailored to low-level operations and consisting of two greens and black (called Norm 83), was soon applied to the fighter bombers and the RF-104 fleet, too, as well as to the Luftwaffe’s young Tornado IDS fleet.
However, the Luftwaffe’s F-104Gs were at that time already about to be gradually replaced, esp. in the interceptor role, by the more capable and reliable F-4F Phantom II, a process that lasted well into the mid-Eighties due to a lagging modernization program for the Phantoms. The Luftwaffe’s fighter bombers and recce Starfighters were replaced by the MRCA Tornado and RF-4E Phantoms. In naval service the Starfighters soldiered on for a little longer until they were also replaced by the MRCA Tornado – eventually, the Marineflieger units received a two engine aircraft type that was suitable for their kind of missions.
In the course of the ongoing withdrawal, a lot of German aircraft with sufficiently enough flying hours left were transferred to other NATO partners like Norway, Greece, Turkey and Italy, and two were sold to the NASA. One specific Starfighter was furthermore modified into a CCV (Control-Configured Vehicle) experimental aircraft under control of the German Industry, paving the way to aerodynamically unstable aircraft like the Eurofighter/Typhoon. The last operational German F-104 made its farewell flight on 22. Mai 1991, and the type’s final flight worldwide was in Italy in October 2004.
General characteristics:
Crew: 1
Length: 54 ft 8 in (16.66 m)
Wingspan: 21 ft 9 in (6.63 m)
Height: 13 ft 6 in (4.11 m)
Wing area: 196.1 ft² (18.22 m²)
Airfoil: Biconvex 3.36 % root and tip
Empty weight: 14,000 lb (6,350 kg)
Max takeoff weight: 29,027 lb (13,166 kg)
Powerplant:
1× General Electric J79 afterburning turbojet,
10,000 lbf (44 kN) thrust dry, 15,600 lbf (69 kN) with afterburner
Performance:
Maximum speed: 1,528 mph (2,459 km/h, 1,328 kn)
Maximum speed: Mach 2
Combat range: 420 mi (680 km, 360 nmi)
Ferry range: 1,630 mi (2,620 km, 1,420 nmi)
Service ceiling: 50,000 ft (15,000 m)
Rate of climb: 48,000 ft/min (240 m/s) initially
Lift-to-drag: 9.2
Wing loading: 105 lb/ft² (510 kg/m²)
Thrust/weight: 0.54 with max. takeoff weight (0.76 loaded)
Armament:
1× 20 mm (0.787 in) M61A1 Vulcan six-barreled Gatling cannon, 725 rounds
7× hardpoints with a capacity of 4,000 lb (1,800 kg), including up to four AIM-9 Sidewinder, (nuclear)
bombs, guided and unguided missiles, or other stores like drop tanks or recce pods
The kit and its assembly:
A relatively simple what-if project – based on the question how a German F-104 interceptor might have looked like, had it been operated for a longer time to see the Luftwaffe’s low-viz era from 1981 onwards. In service, the Luftwaffe F-104Gs started in NMF and then carried the Norm 64 scheme, the well-known splinter scheme in grey and olive drab. Towards the end of their career the fighter bombers and recce planes received the Norm 83 wraparound scheme in green and black, but by that time no dedicated interceptors were operational anymore, so I stretched the background story a little.
The model is the very nice Italeri F-104G/S model, which is based on the ESCI molds from the Eighties, but it comes with recessed engravings and an extra sprue that contains additional drop tanks and an Orpheus camera pod. The kit also includes a pair of Sidewinders with launch rails for the wing tips as well as the ventral “catamaran” twin rail, which was frequently used by German Starfighters because the wing tips were almost constantly occupied with tanks.
Fit and detail is good – the kit is IMHO very good value for the money. There are just some light sinkholes on the fuselage behind the locator pins, the fit of the separate tail section is mediocre and calls for PSR, and the thin and very clear canopy is just a single piece – for open display, you have to cut it by yourself.
Since the model would become a standard Luftwaffe F-104G, just with a fictional livery, the kit was built OOB. The only change I made are drooped flaps, and the air brakes were mounted in open position.
The ordnance (wing tip tanks plus the ventral missiles) was taken from the kit, reflecting the typical German interceptor configuration: the wing tips were frequently occupied with tanks, sometimes even together with another pair of drop tanks under the wings, so that any missile had to go under the fuselage. The instructions for the ventral catamaran launch rails are BTW wrong – they tell the builder to mount the launch rails onto the twin carrier upside down! Correctly, the carrier’s curvature should lie flush on the fuselage, with no distance at all. When mounted as proposed, the Sidewinders come very close to the ground and the whole installation looks pretty goofy! I slightly modified the catamaran launch rail with some thin styrene profile strips as spacers, and the missiles themselves, AIM-9Bs, were replaced with more modern and delicate AIM-9Js from a Hasegawa air-to-air weapons set. Around the hull, some small blade antennae, a dorsal rotating warning light and an angle-of-attack sensor were added.
Painting and markings:
The exotic livery is what defined this what-if build, and the paint scheme was actually inspired by a real world benchmark: some Dornier Do-28D Skyservants of the German Marineflieger received, late in their career, a wraparound scheme in three shades of grey, namely RAL 7030 (Steingrau), 7000 (Fehgrau) and 7012 (Basaltgrau). I thought that this would work pretty well for an F-104G interceptor that operates at medium to high altitudes, certainly better than the relatively dark Norm 64 splinter scheme or the Norm 83 low-altitude pattern.
The camouflage pattern was simply adopted from the Starfighter’s Norm 83 scheme, just the colors were exchanged. The kit was painted with acrylic paints from Revell, since the authentic tones were readily available, namely 75, 57 and 77. As a disrupting detail I gave the wing tip tanks the old Norm 64 colors: uniform Gelboliv from above (RAL 6014, Revell 42), Silbergrau underneath (RAL 7001, Humbrol’s 127 comes pretty close), and bright RAL 2005 dayglo orange markings, the latter created with TL Modellbau decal sheet material for clean edges and an even finish.
The cockpit interior was painted in standard medium grey (Humbrol 140, Dark Gull Grey), the landing gear including the wells became aluminum (Humbrol 56), the interior of the air intakes was painted with bright matt aluminum metallizer (Humbrol 27001) with black anti-icing devices in the edges and the shock cones. The radome was painted with very light grey (Humbrol 196, RAL 7035), the dark green anti-glare panel is a decal from the OOB sheet.
The model received a standard black ink washing and some panel post-shading (with Testors 2133 Russian Fulcrum Grey, Humbrol 128 FS 36320 and Humbrol 156 FS 36173) in an attempt to even out the very different shades of grey. The result does not look bad, pretty worn and weathered (like many German Starfighters), even though the paint scheme reminds a lot of the Hellenic "Ghost" scheme from the late F-4Es and the current F-16s?
The decals for the subdued Luftwaffe markings were puzzled together from various sources. The stencils were mostly taken from the kit’s exhaustive and sharply printed sheet. Tactical codes (“26+40” is in the real Starfighter range, but this specific code was AFAIK never allocated), iron crosses and the small JG 71 emblems come from TL Modellbau aftermarket sheets. Finally, after some light soot stains around the gun port, the afterburner and some air outlets along the fuselage with graphite, the model was sealed with matt acrylic varnish.
A simple affair, since the (nice) kit was built OOB and the only really fictional aspect of this model is its livery. But the resulting aircraft looks good, the all-grey wraparound scheme suits the slender F-104 well and makes an interceptor role quite believable. Would probably also look good on a German Eurofighter? Certainly more interesting than the real world all-blue-grey scheme.
In the beauty pics the scheme also appears to be quite effective over open water, too, so that the application to the Marineflieger Do-28Ds made sense. However, for the real-world Starfighter, this idea came a couple of years too late.
I have been asked / told to show some pics of me in stockings so here they are. Apologies if there are too many
Requested By: transport lover
This MAN ALX300 is now ex Stagecoach Bluebird 22709 (V709 DSA - Stagecoach in Orkney) seen here in a guesstimate at what it look's like now...
Original Net: Peter Fray
Updated & Adapted: Dominic Robson
Hey everyone! I just wanted to let you know that JPOCustoms does take Commissions/Requests. I have a user fill in form on my website where you can tell me what you want. I have been taking requests for awhile and wanted to let everyone know.
You can contact me either FM, or use the user fill in form here.
I can make anything you request just tell me what you want and I can do it.
Thanks everyone!
It was requested I take some photos showing the differences between my resin Kinoko Juice Kiki (Frozen Milk skin) and my Azone Hello Kikipop ABS/PVC Kiki who was released as a peachy normal skin. My resin Kiki has suede only in her neck, and so poses as she would "right out of the box."
Both can raise their arms palms up and down, however the resin Kiki's shoulders have more free range of motion. It is advised on Kikipop's paperwork to not push her shoulders beyond a comfortable range. Instead, rotate the arm so that it can be moved further.
Resin Kiki's biggest advantage over Kikipop is her thigh rotation range. Kikipop is only able to move her thighs forward and back.
Kikipop might have slightly better neck range. It looks much superior because she actually HOLDS it better. My resin Kiki came with sueding in her neck, but perhaps with hot glue sueding she'd be able to keep her head the same way Kikipop does. Resin Kiki's neck is the same as most BJDs, Kikipop is a ball peg similar to what I've seen on Nendoroids.
Both came with flat and grasped hands. Resin Kiki's attach by magnet, Kikipop by peg.
Robert O'Hara Burke:
Robert O'Hara Burke (1821-1861), explorer, was born at St Clerans, County Galway, Ireland, second of the three sons of James Hardiman Burke and his wife Anne, née O'Hara. The Burkes were Protestant gentry and landowners, and the father and all his sons were soldiers. Burke was educated at Woolwich Academy, entered the Austrian army and served as lieutenant in a cavalry regiment. Discharged at his own request in June 1848, he took up a command in the Irish Mounted Constabulary until he migrated to Australia in 1853. In April he entered the Victoria police as an acting inspector stationed at Carlsruhe. Next January he was appointed senior inspector at Beechworth; soon afterwards he took leave to go to Europe in the hope of serving in the Crimean war but was too late. He returned to Beechworth and in 1858 became superintendent of police in the Castlemaine district. In 1860 he was given leave to take command of the exploring expedition to cross the continent from south to north organized by the Royal Society of Victoria and supported by the government.
Burke was impulsive, quick-tempered, arbitrary, generous, tender-hearted and charming, and those who did not quarrel with him loved him. He was recklessly brave, a dare-devil with a thirst for distinction as yet unsatisfied. His career seemed likely to peter out in humdrum police duties in Castlemaine. Although 'a well-bred gentleman and quite at home among people of the best class', at 39 he was slipping downhill into slovenly, eccentric habits. There is a strong tradition that he was also infatuated with Julia Matthews, a young siren of the Melbourne light theatre, but she was unresponsive to the ardour of the untidy, middle-aged country policeman with 7s. 8d. in his bank account. Leadership of the expedition was probably Burke's last chance of achieving distinction in his own, the world's and the divine Julia's eyes. He was very anxious for the appointment and admitted that he had used 'every fair, honourable and straightforward means' to get it.
The Burke and Wills expedition, as it has since been called, is a puzzling affair because there seems to have been no sufficient reason for it beyond the desire of the colonists of Victoria, which gold had made mighty, to make it mightier yet by 'taking the lead' in exploration, in which it had not even taken the first step. The objectives of the expedition were hazy and its route, from Cooper's Creek to the Gulf of Carpentaria, was decided less than a month before it set out. Burke's instructions, which were sent after him because they were not ready in time, were incoherent. A curious mixture of scientific curiosity, commercial initiative and sporting excitement added to the drama but the real object appears to have been to snatch from the South Australian explorer, McDouall Stuart, already in the field and formidable, the honour of making the first south-north crossing of the continent. Governor (Sir) Henry Barkly later described the expedition as 'the glorious race across the continent between the expeditions fitted out in this and the adjacent colony of South Australia'. The choice of a totally inexperienced leader is inexplicable if exploration were the real object, but excellent if it were exploit. Burke was a death or glory man and he achieved both.
The Burke and Wills expedition was the most costly in the history of Australian exploration, a symbol of the nouveau riche colony that promoted it. When the last bill came in, for the monument to the dead explorers, it had cost well over £60,000 and seven lives. Burke was the first Australian explorer to be provided with camels, over two dozen of them, both riding and pack animals, imported complete with cameleers. There were horses and wagons, abundant food for two years and lavish equipment, including 6 tons of firewood, 57 buckets and 45 yards of green gossamer for veils. The party consisted of three officers: Burke, Landells the camel-master, and William John Wills surveyor and meteorologist; two German scientific officers, Ludwig Becker naturalist and Herman Beckler medical officer and botanist; a foreman and nine assistants and the camel-drivers. The expedition left Melbourne on 20 August 1860 and made a stately progress through the settled districts to Swan Hill and Balranald and reached Menindee on the Darling at the beginning of October.
Burke wrote in a private letter from Menindee that he was determined that the cursed impedimenta, the ruin of so many explorers, would not ruin him; he was in haste and determined to travel light. He had already left much of his equipment and some of his provisions at Balranald, including the lime-juice which might have saved four of his men from death by scurvy, and at Menindee he dumped more provisions and transport. After quarrelling with Burke, Landells resigned at Menindee and Burke promoted Wills to second-in-command, replacing him as third officer by a local man, William Wright, who was barely literate and proved incompetent and unreliable. Burke's instructions were perfectly clear on one point: his base camp was to be at Cooper's Creek. Instead he divided his party, transport and provisions, dashing on to Cooper's Creek with the advance party and ordering Wright to follow him with as little delay as possible. Wright was in no hurry. He hung about Menindee for three months, and when he at last set out lost his way, half his men and still more time. Burke had had time to go to the Gulf of Carpentaria and back before Wright, with the vital reserve transport and provisions, managed to travel the four hundred miles (644 km) to Cooper's Creek.
Burke selected Wills, John King and Gray to accompany him to the gulf and left four men, under the command of William Brahe, one of the assistants, at Camp LXV at Cooper's Creek. He took provisions for twelve weeks and six camels and a horse, which he used only as pack animals. Other explorers trudged when they had to, but Burke, with the best transport in the history of Australian exploration at his command, is the only one who chose to explore on foot. The march to the gulf was made in extraordinarily favourable conditions, after a season of heavy rain. Charles Sturt's Stony Desert was like a garden, full of lily ponds, and Burke's expedition, in this also unique, was never short of water and was able to travel in an almost straight line to its objective, without losing time searching for water. Even so it took four months to do the 1500 miles (2414 km). They walked from 5 a.m. to 5 p.m. with only a single day of rest in the whole period, and were half-starving in the fourth month. Gray could not stand the pace and died before they reached Camp LXV. Burke wrote, 'I am satisfied that the frame of man never was more severely taxed'. It was magnificent, but it was not exploration. Burke kept no journal; there was no time for scientific observation, and nothing useful was discovered as Burke's route was only practicable in unusual weather. Burke won the race to the north but McDouall Stuart found the all-weather route.
When the explorers reached Camp LXV on 21 April 1861, spent, starving and in rags, they found it deserted. Brahe's party had left that very day for Menindee, with six camels, twelve horses, all the clothes and most of the food. Wills and King were for following Brahe but Burke decided that since they had only two worn-out camels left and were in bad shape themselves they had no hope of catching up and would not survive the four-hundred-mile (644 km) journey unaided. Their best chance, he thought, was to make for the police station at Mount Hopeless, one hundred and fifty miles (241 km) away, and they set off in that direction, leaving a message of their intentions at Camp LXV on the off-chance.
Meanwhile Brahe had met Wright, who had at last arrived from Menindee, and, feeling uneasy about having left his post, decided to return to Camp LXV, which he reached fifteen days after he had left it. But he did not observe the signs of his leader's return that Burke had left and did not find his message, and departed, this time for good, for Menindee. Burke, Wills and King were too weak to get far on their journey to Mount Hopeless; they remained by Cooper's Creek, hoping to be rescued before they starved, but only King lived long enough to be found by Alfred Howitt's search party from Melbourne, which arrived in September 1861. Burke and Wills might also have survived if they had lived with the Aboriginals and shared their food as King did after their deaths. But Burke could not change the habits of a lifetime. He had been born and bred a member of the ruling race in a conquered country and could not bring himself to associate with natives. When they arrived in his camp, bearing gifts of fish, he behaved like an officer of the Irish constabulary plagued by the peasantry, and fired at them.
A royal commission appointed to inquire into the deaths of Burke and Wills censured Burke for having divided his party at Menindee and for entrusting Wright with an important command without sufficient knowledge of his character, and added that he had shown more zeal than prudence in leaving Cooper's Creek before the arrival of Wright and undertaking the journey to the gulf with inadequate provisions. Yet Burke had fulfilled the real object of the expedition. Indirectly, discovery was promoted because, although Burke's own journey was worthless as exploration, solid gains in geographical knowledge were made by the explorers Howitt, John McKinlay and William Landsborough, who led parties in search of him. Burke's ultimate contribution to the history of Victoria was oblique but significant. It had been a success story of needy Scotch crofters turned shepherd kings and of the glitter of treasure trove; the disaster of Burke and Wills added a dimension of tragedy.
A monument depicting Burke and Wills, by Charles Summers, stands at the corner of Collins and Swanston streets, Melbourne, and a portrait of Burke in oils by William Strutt is in the Melbourne Club.
William John Wills:
William John Wills (1834-1861), explorer, was born on 5 January 1834 at Totnes, Devon, England, son of Dr William Wills and his wife Sarah Mary Elizabeth, née Calley (Kelly). His father had studied medicine at Grainger's anatomical school, Guy's Hospital and St Thomas's, and became a member of the Royal College of Surgeons in 1827. As a youth William John, known as Jack, suffered a fever which left him with a 'slow and hesitating speech'. He was tutored by his father, and then attended St Andrew's Grammar School, Ashburton, in 1845-50. Articled to his father on 30 May 1850, he undertook courses at Guy's and St Bartholomew's hospitals, London.
Interested in Australia, Dr Wills bought a share in a Melbourne gold-mining company in 1852, but cancelled passages to Australia for himself and his sons William John and Thomas after objections from his wife. However, the brothers left Dartmouth in the Janet Mitchell, arriving at Williamstown, Port Phillip, on 3 January 1853. They became shepherds at Deniliquin, New South Wales, where they were joined by their father in October. They went to Ballarat, Victoria, where Dr Wills began to practise, assisted by William, who later worked in the River Wannon district, studied surveying and became an assistant at the astronomical and magnetical observatories at Melbourne under Professor G. B. Neumayer.
Wills's extensive correspondence shows an examining and factual mind, with an interest in natural phenomena, literature and exploration. Described as having a 'clear … complexion, an expressive eye that always outstripped his tongue … golden hair, a thick tawny beard, a smile at once intellectual and sympathising, a light, clean, agile frame', Wills had a keen sense of the ridiculous. He was encouraged by Neumayer who was a member of the exploration committee of the Royal Society of Victoria which organized the government expedition to cross Australia to the Gulf of Carpentaria. When Robert O'Hara Burke was made leader, he chose Wills as surveyor, astronomer and third-in-command.
The well-equipped expedition left Melbourne on 20 August 1860 but after a dispute at Menindee, George James Landells was dismissed and Wills became Burke's lieutenant. The party arrived at Cooper's Creek on 11 November and William Brahe was placed in charge of the depot. Burke, with Wills, J. King and Gray, six camels, one horse and three months provisions, left for the Gulf of Carpentaria on 16 December and reached it on 11 February 1861. Wills's diary of the journey evidences his own physical toughness in the tribulations of rough terrain, tropical rains, hostile Aboriginals, shortage of rations and illness; it describes Gray's death on 17 April and the return to Cooper's Creek on 21 April, only to find that Brahe had left that morning for Menindee, leaving a small cache of supplies. Against Wills's personal judgment the three survivors moved down Cooper's Creek towards Adelaide. Had they followed the route back to Menindee, they could have met Brahe returning to look for them.
After their supplies failed the trio lived precariously on fish and nardoo. Wills was left in camp whilst Burke and King sought Aboriginals to replenish their supplies of nardoo. Burke died on 28 June and King returned to find Wills dead in the camp. He had written a farewell letter dated 27 June to his father, and the last entry in his diary dated 29 June stated 'weaker than ever … my legs and arms are nearly skin and bone'. Relieving expeditions under A. W. Howitt, Landsborough, McKinlay and others were searching for the party. Howitt found King with friendly Aboriginals on 15 September, and buried Wills on 18 September; later he returned the remains of Burke and Wills to Melbourne and they were accorded a public funeral on 21 January 1863.
The government's inquiry into the tragedy criticized Burke's leadership and decisions, the appointment of Landells and William Wright, the unsuitability of Brahe, and the errors and delays of the exploration committee; but there was little or no criticism of Wills, who was a faithful second-in-command, subjugating personal doubts on Burke's decisions: it was natural that at 27 he should have deferred to the 40-year-old leader. As Dr Wills stated 'he fell a victim to errors not originating with himself'. Memorials to the expedition have been erected in Melbourne and many Victorian towns. A memorial to Wills was placed at Totnes, Devon, England, in August 1864.
Source: Australian Dictionary Of Biography.
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made from this www.flickr.com/photos/skylover/409117797
and this is my version : www.flickr.com/photos/skylover/409353571
here it is ! i'm not very satisfied with what i did, but i guess it's just a way to see all versions in just one look !
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Feel free to request pictures of any of my dolls from my collections! I have Disney, EAH, and life in the dreamhouse! What are you waiting for, make a request! ;) dolls featured in this picture are: Fashion secrets Megara and golden glow Hercules, both by Mattel. :)
I spotted this pair of Deer Fawns in my back yard, but unfortunately when I arrived with my camera my request for a few photos was denied.
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WS-153-481012772-191466757-3555978-262022194828
new york city
april 1971
cafe
part of an archival project, featuring the photographs of nick dewolf
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1st May 2018. Signs of Spring at Holywell Halt as Hunslet 0-6-0ST No.7 [works No.2705 / NCB No.S119] Beatrice trundles through with a service to Bolton Abbey. The railway is part of the Embsay And Bolton Abbey Steam Railway.
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uploaded for Sue as requested :) This was part of Wet Webs 2 slide show below. I was walking in a web wonderland.
One of my lovely followers requested this skirt with my boots. I thought the nets would be welcomed too. I hope you all like?
By request, another Deltic - this time in ScotRail livery. The Deltics had a long association with the former Scottish Region and it would have been good if couple could have been retained beyond the general withdrawal date for charter work north of the border. D9006 (55006) 'Fife & Forfar Yeomanry' wasn't one of the survivors, being scrapped shortly after withdrawal in July 1981 (11-Oct-10).
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