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The lineside to the east of Bath Spa station appears to be in need of urgent undergrowth control. Weed growth on this scale will likely cause significant damage to the famous Brunel cutting at Sydney Gardens. The structure is Grade II* listed by Historic England. Here a Class 43 set forms 1C16, the London Paddington (1330hrs) to Bristol Temple Meads service on Thursday 26 April 2018. The Guardian newspaper has recently reported a push by Network Rail to control lineside vegetation, (www.theguardian.com/business/2018/apr/29/millions-of-tree... )
Custom cakes require at least 14 days' notice. Please email brian@retrobakerylv.com for details and pricing information.
RETRO BAKERY
There is a film file with 15 of these loch side portraits without the coloured eyes. After initially setting my iris from the original colour pictures into 7 of the mono versions I should have stopped having gained all the information required. The original pictures are taken with the selfie camera and in processing they have been resized to that of the front camera. From 2880 x 3840p they have been enlarged to 3060 x 4080p. Yet dpi is down from 96dpi to 72dpi. The quick cut original colour iris of the eyes with a touch of brightness is not very fitting to a calm portrait, but it does show the edge of detail and the strength of separation in contrast and definition. If the pictures were from either a better lit scene, or from a better resolution lens and camera then the iris would be easier to select and better to view. By using the small iris as the target in the pictures the quality of the image is shown when a viewer enlarges the image to look just how well fitting the coloured iris appears in the images. Overall for a selfie camera on a phone the selective colour on the portraits is very good indeed.
Loch Ness quick self portraits taken in between experiencing the wonders available in, on and around this iconic location. The location chosen here was the near anonymous car scene, rather than the amazing beauty and of course the changeable wonderful views available just beyond the confines of the near anonymous vehicle. Of course we saw the monster(s) and they were very friendly and also maybe most importantly there was no ‘chompy chomp chomp’ whilst in the loch. They requested no pictures please at this time as they were scale moulting for their Winter Sheen coat, so instead you have images of the monstrous elusive me. My eyes as pictured have been edited in Adobe Lightroom both ‘Sclera’ and then ‘Iris and Pupil’ functions were jiggered with. There are 15 portraits in total in the film version, I will not load them all as JPEG files, rather a I will just share a couple of examples. The tests mentioned are to jog my memory of settings and functions and to learn how best to record a scene for my digital memories that are my proposed ‘ones and zeros’ for future viewing happiness. Tech can be kind and emotionally supportive as we all finding out, it can also fail drastically.
© PHH Sykes 2024
phhsykes@gmail.com
Faville Prairie
Wisconsin State Natural Area #3
University of Wisconsin-Madison Arboretum
~permission required to visit~
Jefferson County
Great photography requires dedication, time and effort.
But above all there are costs involved as well.
Equipment, props and model fees, not to mention time,
are all "out-of-pocket" expenses for the artist.
If you enjoy my photographic art, you might like to help to support it.
To see behind-the-scenes videos and get a glimpse of my process, please follow the links below.
My documentary Sol Lang on Naked Files Episode 11
More one-on-one Behind the scenes with photographer Sol Lang.
Please note: Mature content
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NASA’s James Webb Space Telescope requires a primary mirror so large that it would not fit inside any existing rockets as one single, large mirror. Because of this, Webb is equipped with a revolutionary set of 18 hexagonal mirror segments that are able to fold to fit inside the rocket fairing. Their honeycomb like arrangement allows for Webb to have the largest possible reflective surface area to make observations, with the least amount of dead space in between each.
The overall power and effectiveness of a telescope is primarily determined by how big a mirror it has. Just as a large bucket standing out in the rain collects more water, a larger mirror can collect more light from objects in the distant cosmos. If circular mirror segments were used, there would be substantial inactive areas at the boundaries of each segment, resulting in less total mirror area and a less capable observatory.
This efficient honeycomb pattern commonly found in beehives allows each mirror to perfectly fit together at their edges, effectively creating a singular and massively powerful unit. This arrangement also makes a roughly circular overall primary mirror shape, which is desired as it focuses light into the most compact region on the detectors, and provides the most readily analyzed images. An oval mirror, for example, would give images that are elongated in one direction.
Each gold-plated hexagon is equipped with a set of actuators, which are small devices that allow for impressively accurate fine-tuning of their position, angle, and even curvature. If adjustments need to be made, they can be precisely applied to each, without disturbing the others while in space. These actuators allow for Webb’s mirrors, instruments and optics to work perfectly in unison to create supremely accurate and powerful observations. In total, Webb’s mirror is nearly seven times the size of its scientific predecessor, the Hubble Space Telescope. With a much larger primary mirror, Webb will build upon and add to the extraordinary body of knowledge that Hubble and other space telescopes like Chandra, Spitzer, and COBE have provided the world’s scientific community.
While Webb’s spacecraft bus and sunshield undergo continued environmental testing to ensure preparedness for the rigors of a rocket launch to space, technicians and engineers recently completed another series of live mirror preparations called hexapod tests, which are designed to ensure both Webb’s hardware that control the mirrors, and software programs that guide them are functioning optimally.
About this image: Northrop Grumman techs and engineers perform center of gravity measurements on the telescope element of Webb in preparation for its integration to the spacecraft element.
The James Webb Space Telescope will be the world's premier space science observatory when it launches in 2021. Webb will solve mysteries of our solar system, look beyond to distant worlds around other stars, and probe the mysterious structures and origins of our universe and our place in it. Webb is an international project led by NASA with its partners, the ESA (European Space Agency) and the Canadian Space Agency.
For more information about the Webb, visit: www.NASA.gov/webb
For more information on Webb’s mirrors: jwst.nasa.gov/mirrors.html
Caption Credit: Thaddeus Cesari
Image Credit: NASA/Chris Gunn at Northrop Grumman
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The "Entwicklung" tank series (= "development"), more commonly known as the E-Series, was a late-World War II attempt by Germany to produce a standardized series of tank designs. There were to be six standard designs in different weight classes, from which several specialized variants were to be developed. This intended to reverse the trend of extremely complex tank designs that had resulted in poor production rates and mechanical unreliability.
The E-series designs were simpler, cheaper to produce and more efficient than their predecessors. But, on the other side, their design offered only modest improvements in armor and firepower over the designs they were intended to replace, such as the Jagdpanzer 38(t), Panther Ausf.G or Tiger II. However, the resulting high degree of standardization of German armored vehicles would also have made production, logistics and maintenance easier. Indeed, nearly all of the E-series vehicles — up through and including the E-75 — were intended to use what were essentially the Tiger II's eighty centimeter diameter, steel-rimmed road wheels for their suspension, meant to overlap each other. An innovative conical spring system, replacing their predecessors' torsion bar system which required a special steel alloy, simplified production and required less internal space.
Focus of initial chassis and combat vehicle development was the E-50/75 Standardpanzer, designed by Adler, both being mostly identical and only differing in armor thickness, overall weight and running gear design to cope with the different weights. But there were lighter chassis variants, too, including the light E-5 and E-10 for armored, tracked reconnaissance vehicles, and the medium E-25.
The E-25 designs, in the 25-50 tonnes weight class, were to be replacements for all Panzer III and Panzer IV based designs still in service, as well as for the early variants of the Panzer V (the Panther). This chassis' main designers were Alkett, Argus and Adler, with the involvement of Porsche. The proposed vehicle family would include medium reconnaissance vehicles, a medium Jagdpanzer and a heavy Waffenträger, but the chassis was also considered for other armed vehicles.
The original E-25 chassis used five Tiger II style road wheels per side, combined with "slack-track" design. Track propulsion was switched to a rear drive sprocket, as a consequence of mating the engine and the gearbox into a single tail-mounted, very compact power pack that made the voluminous and heavy power train all through the hull obsolete. This allowed the tank’s body to be lowered, and the gained space offered more room for the crew’s operations, heavier guns and ammunition storage.
The first member of the E-25 family that entered production was the medium tank hunter. It received highest priority and the project was called “Jagdpanzer E-25/88”, running under the inventory ordnance number "SdKfZ. 194". However, at the time of its introduction the E-25 chassis was also considered for a medium battle tank in the 35 ton class, since it had become clear that the E-50/75 battle tanks were rather large and resource-consuming. A lighter, more agile vehicle was needed, and it was to be armed with either the highly effective 75mm L/70 cannon (used in the Panther and the late Jagdpanzer IV) or the more powerful 8.8 cm L/56 gun, used in the Tiger I and the Jagdpanther.
Porsche was tasked with the adaptation of the E-25 chassis for a turret for both heavy guns. The work was in close collaboration with Henschel and the Oberschlesische Gusswerke Beuthen who were both working on a new, unified cast steel turret for the 88mm gun for a wide range of medium tanks like the Panther, the E-50/75 family and the heavy Tiger II. Alternatively, the new E-25 battle tank was to accept the so-called Schmalturm, which could carry both cannon types, too.
After the Allied invasion in the Normandy in 1944 and with ever-rising pressure through the Red Army from the East, the E-25 MBT project eventually gained more and more priority and momentum. As a consequence, Porsche was assigned by the Heeresleitung to build a running prototype as quickly as possible, ideally until early 1945.
Porsche was certain that the original E-25 chassis was too short and light for the adaptation of the cast turret. In order to keep the tight timeline, Porsche decided to develop a new welded steel hull while using as many Einheitspanzer components as possible. The resulting vehicle had little in common with the original Adler E-25 chassis and rather resembled the bigger and heavier E-50/75 family. Overall dimensions ended up close to the Panther hull, as a result of a certain minimum width that was necessary to mount the new turret’s bearings and balance its weight. However, the new tank's overall silhouette was considerably lower than the Panther’s or the E-50/75 family MBT’s.
The Porsche design also made full use of several new technical solutions for the engine and the new, space-saving E-50/75 suspension. For instance, thanks to the rear-mounted power unit with the gearbox and the driving sprocket wheels, the front armor could be optimized to offer very good ballistic protection (achieving a very shallow 30°angle) despite a maximum thickness of only 70 mm. The thickest armor, the cast steel gun mantlet, was 80 mm.
The tank’s running gear consisted of six steel-rimmed wheels per side, mounted in three staggered pairs, similar to the heavier E-50 tank. Thanks to the lower overall weight, a new Niresit track with less width could be used. The so-called “Beuthen Turm” offered excellent ballistic protection, a very low profile and featured a commander cupola with a full 360° view through periscopes as well as a 200cm width stereoscopic optical rangefinder for the gunner. A few vehicles were additionally equipped with FG1250/1251 infrared illuminators, too, allowing night operations in coordination with special versions of the Sd.Kfz.251 with long-range infrared illuminators, and complemented by assault troops using Vampir-modified Sturmgewehr guns.
Savings in material and complexity were achieved through simplified shapes and the use of stock components from other or older tanks, as well as the reduction of the crew to only four: the traditional radio operator in the hull, next to the driver, as well as a hull-mounted machine gun, were completely omitted. The driver was furthermore moved to the right side, a result of the secondary ammunition bunker in the hull being placed in front of the loader in the turret for easy access.
In this form, the tank was tested in early 1945 and hastily pushed into production, receiving the designation Sonderkraftfahrzeug 194 and officially christened ”Fuchs”. In order to reflect Porsche's involvement in this new tank's design and to differentiate it from the standard E-25 tank, the vehicle and its chassis variant was called E-25(P).
The resulting medium battle tank received, depending on its main weapon, the suffix 'A' for the 75mm cannon (SdKfz. 194/1) and 'B' for the 88mm gun (SdKfz. 194/1). The Schmalturm did not find its way on the production vehicles, and both variants had an operational weight of roundabout 38 tons. This was considerably less than any German contemporary MBT from the E-50/75 family, and even lighter than the late Panther variants. For its weight, the powerful main weapons made the vehicle a highly mobile and deadly enemy, enabling the crews to execute “hit and run” tactics which were impossible with the bigger and slower tanks.
The first production vehicles were deployed to independent units at the Western front line along the lower Rhine in May 1945, but due to the lack of thorough tests, sufficient crew training and lack of combat experience with the new vehicle, the initial results were poor. The majority of tank losses was not through enemy fire, though - many tanks had to be abandoned and were destroyed by their crews after technical failures.
The Fuchs MBT was popular among the crews, though, since it offered a much higher mobility than its heavier Einheitspanzer brethren. The relatively large and spacious turret was another point that found much appraise – but its poor technical reliability was its biggest Achilles heel.
Due to the ever-worsening situation, less than 100 E-25(P) hulls were completed and probably less than 50 combat-worthy vehicles arrived at front line units and were involved in battle until the end of hostilities. But the design work, with many radical and innovative ideas, did not get lost – many of the Fuchs’ design features like its hull layout and armor design or the Beuthen turret found their way into the highly successful German Leopard I MBT in the early 1960ies, which entered service with the German Bundeswehr in 1965 and still serves with several armies until today.
Specifications:
Crew: Five (commander, gunner, loader, radio operator, driver)
Weight: 38 tonnes (41.9 short tons)
Length: 7,02 metres (23 ft), hull only
9.77 metres (32 ft) overall, with the gun forward
Width: 3.96 metres (12 ft 11 1/2 in)
Height: 2.34 metres (7 ft 8 in)
Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)
Suspension: Conical spring
Fuel capacity: 450 litres (120 US gal)
Armor:
10–80 mm (0.4 – 3.15 in)
Performance:
Speed
- Maximum, road: 52 km/h (32 mph)
- Sustained, road: 42 km/h (26 mph)
- Cross country: 16 to 25 km/h (9.5 to 15.5 mph)
Operational range: 210 km (130 mi)
Power/weight: 14,47 PS/tonne (12,86 hp/ton)
Engine:
V12 Maybach HL 101 gasoline engine with 550 PS (539 hp, 341 kW)
Transmission:
ZF AK 7-200 with 7 forward 1 reverse gears
Armament:
1× 8.8 cm KwK 43/4 L/56 with 48 rounds
2× 7.92 mm MG 34 machine guns with a total of 5.200 rounds
(one co-axial with the main weapon, one manually operated on the commander's cupola)
The kit and its assembly:
This fictional Heer '46 is based on the fact that the famous German post-WWII MBT Leopard 1 – at least the Porsche prototype – was based on designs from the WWII era. So, why not spin this story further and retro-grade a Leopard 1 into a Heer ’46 tank, as a kind of grandfather design with then-state-of-the-art technologies…?
Well, that job could be easily done with a Leopard 1 kit built more or less OOB and just painted in typical WWII colors – I have actually seen such things in simulation games like World of Tanks, and it did not look bad at all. But for the ambitious modelers, this would be a bit too simple, wouldn’t it?
For instance, there are some features like the running gear on the Leopard that are very modern and would IMHO not fit into the late WWII timeframe. The general lack of high quality materials and design simplifications everywhere would certainly also take their toll. As a consequence the starting basis for this whiffy tank model actually became an 1:72 Leopard 1 (to be exact, it’s Revell’s Leopard 1A5 kit), but from this basis only a few parts were actually taken over.
Work started with the upper hull, which received the transplantation of the complete upper rear deck from a leftover Hasegawa Panther, including the turret’s attachment ring. Internally the whole affair was reinforced with styrene profiles along the seams. The basic idea behind this move was to get rid of the rather modernistic, raised engine cover of the Leopard, and the Panther’s armored cooling fan covers would add a very familiar, German touch. Furthermore, the Panther turret is set relatively further back than on the Leopard, resulting IMHO in a positive side effect for the vehicle’s proportions. The front with the driver’s hatch and the side walls of the Leopard hull were taken over, just the glacis plate was cleaned from the moulded snow claws for the modern Leopard track.
While I could have used the original, casted Leopard 1 turret without any extra armor, I rather reverted to a donor part: an aftermarket resin turret from the German short run producer Modell Trans. What spoke for this aftermarket piece is that this Heer ’46 turret piece was exactly that kind of add-on this kit would need: a retrograded Leopard 1 turret, with a simplified shape, a simple commander cupola, typical bulges for a late-war optical rangefinder in the turret sides and even a 8.8cm KwK barrel! The resin turret, which also comes with an AA machine gun, was taken OOB. Only the original resin gun barrel came slightly bent – this could have been corrected easily, but I replaced it with a more delicate white metal and brass piece, anyway. Additionally, an adapter for the hull opening had to be scratched.
So far, so good - but the running gear became the biggest challenge. The Leopard 1’s advanced torsion bar running gear with rubber-rimmed wheels would not make sense anymore, due to the special high quality materials needed for its construction. Since the Einheitspanzer family was to share as many components as possible, I decided to implant an E-50-style running gear with its typical cast standard wheels.
This sounds easy, but scratching a running gear is a real stunt! Work started with the attachment points for the driving and guide wheels at the hull’s ends, which were cut off of the Revell kit’s parts and glued into their respective places. The drive wheel was taken over from the Leopard, but the guide wheel at the front end was replaced by a simpler and smaller pair of wheels from a Russian IS-3 tank.
Using the E-50 as benchmark for the running wheels, I gathered twelve of them from the scrap box and from several Modellcollect kits in the stash (The 1:72 E-50 kits from Modelcollect and Trumpeter all come with the option to build an E-75, too, so that each kit offers two pairs of excess parts). Mounting these wheels to the hull, in a staggered fashion, became the kit’s true challenge, though, because I did not have a sufficient number of original wheel carriers/suspension packs. Improvisation resulted in the adaptation of twelve leftover suspension arms from a Modelcollect E-100 kit, even though they had to be tailored in depth and length to fit under the Leopard’s hull. It took some trial and error to find a proper position that would produce a plausible stance, but I think the effort of this transplantation really changes the tank’s look into something Heer ’46-ish?
The track was taken OOB from the Leopard 1 kit, and it is of the segmented IP type. It was mounted after most painting was done, starting with single track segments on the drive and guiding wheels, and then the gaps were filled with other track elements. A bit of a gamble, but the theory, that the track parts should match, was confirmed. Phew…
Painting and markings:
For some subtlety, the model received a classic German paint scheme with “Hinterhalt” colors (Dunkelgelb, Olivgrün and Rotbraun). Once the kit’s components were finished (hull, turret and the separate wheels), everything received an overall coat with matt RAL 7028 (Modelmaster Authentics).
On top of that, a dense pattern of red brown (Humbrol 160) and finally green (RAL 6003 from Modelmaster Authentics) mottles in 1 1:2 ratio was applied with a flat, narrow brush, for a somewhat square shape of the blotches. Pretty straightforward, seen on a late war Panther - and suitable for a summertime scenario as well as in line with common field practice, even though at the time where the model is placed, tanks might have looked more extraordinary or improvised due to the general material shortages.
Once the basic painting was done, the kit received a thin, water-based wash with dark brown, carefully swabbed with a soft cotton cloth in order to leave just a thin and cloudy film on the surfaces and more of the wash in recesses and corners. There were only a few decals to apply, namely three small German crosses and the tactical code on the turret’s flanks. Later some dry-brushing with light grey and hemp was done, emphasizing the edges and highlighting surface details.
The track segments were primed with a mix of acrylic iron, black and dark brown and received a final paint treatment after mounting them onto the wheels, hiding some glue stains and other blemishes.
Artist pigments (a mix of ochre, grey and brown) were dusted with a soft brush onto the lower kit areas, after having sealed the model with matt acrylic varnish beforehand.
Well, what could have been a simple paint job in order to achieve a time-warped Leopard 1 became a massive kitbashing project. However, I think this extra effort, esp. the adaptation of the E-50 running gear, and all the potential risks of mixing parts from different kits, was worthwhile? The paint scheme certainly suggest the WWII era, too. The resulting “new” tank looks IMHO pretty plausible, and both hull and turret shape remind of the Leopard 1 without looking like the real thing behind this build. In fact, from certain angles this one appears like the missing link between the Panther and the Leopard 1, and a lot like an inspiration for the Soviet T-54/55 or even the T-72?
Tram 663 had been cut off by a truck and finished up rear ending it. As it turned out the tram coped better with the impact than the truck and although heavy Mack salvage crane GVB 75 was despatched to the crash scene no assistance was required. The 663 could be retuned to service after inspection on the Plantage Kerklaan siding. © Henk Graalman September 1969 (6938)
Copyright © 2013 by Ian J MacDonald. Permission required for any use. All rights reserved
Pen and ink on paper
Archeology and ancient sources suggest that the ancient Celts revered certain natural places. These were perhaps regarded as places that connected the living world to that of gods, the underworld, the dead, or were places with healing properties such as hot springs.
I have been fascinated by this subject for years and have devoured many books about the archeology and culture of these people. However I am also always left with a feeling that the artifacts and studies are sterile and out of context. This isn't to imply that there is anything missing in modern archeology, in fact the goal is to reconstruct and understand the past as fully as possible. Barry Cunliffe, in his books about the ancient Celts suggests that the they didn't make art for art's sake. In "The Ancient Celts" he shows a pair of forged fire dogs with bull's heads on them and profoundly relates that this imagery was not merely artistic but had meaning to them that was as obvious as modern religious symbols would mean to us - the crucifix for example. I can imagine archeologists thousands of years in the future unearthing a richly adorned crucifix, without an image of Christ on it and concluding that it is an artistic pair of crossed sticks - but having no idea of the extensive body of meaning implied by that crucifix. This is what I mean when I say the artifacts seem sterile and out of context.
In these pictures I am attempting to mentally recreate their world and see it as much as is possible in the eyes of the ancient people. This is naturally impossible since as time marches on our knowledge and control of the world has grown far beyond what they could have ever imagined. Like a genie, new knowledge cannot be un-discovered, as many people wish could happen.
The world in pre-Roman and pre-Christian eras was a small, uncertain and a violent place. Diseases, disasters, invading bands and armies came seemingly out of nowhere and struck ferociously. Knowledge has provided us an unparallelled amount of certainty in our lives, but until recently a spate of bad weather could mean mass starvation - something that still occurs in places in the modern world. I religions probably arise formed from our insatiable desire to connect events with reason. Coupled with the ability to have abstract thought this powerful adaptation has made humans one of the most powerful forces on earth.
Religions provided some explanation and feeling of control over the world. Some authors have noted connections between ancient Indo-European religions originating in India and Iran, that are often nowadays associated with Yoga and meditation. I often see the Gundestrup cauldron held up as an example as their is a horned deity, similar to depictions of Cunernos,sitting in the lotus position, possibly meditating and holding a torc and snake - a symbol also associated with Eastern religions. It seems plausible to me that many tenets of European religions could have originated from ancient Indo-European society, but I hesitate to take this comparison too far as meditation and quiet introspection are features of many religions including Christianity. Christianity similarly contains elements of many ancient Pagan religions but it is only murky shadows of them. Besides we really have no firsthand description of even the most basic tenets of their religions, only reconstructions based on archeology and some ancient writings which contain considerable amounts of bias and misunderstanding. I believe the local conditions and experiences shaped their religions which would account for the huge variety of deities that have been uncovered through archeology.
As a reflection of the world around them, Celtic deities appear to be fearsome beings with fickle personalities. We'll never know for sure, but forgiveness and fairness do not seem to be their main attributes. A personal relationship with the deities also does not appear to be likely either. These were deities that affected the world and meted out harsh retribution.
Care must be used when using the word "natural" as it comes loaded with modern implications. Natural means things that occurred naturally such springs, bogs water bodies, mountains, caves etc... In modern parlance "natural" means closer to the land, organic, environmentally aware and so on. This modern meaning of natural cannot be applied to the ancient Celts as the whole world was "natural" and everyone was more connected to the land and weather and the cycles of nature as a means of survival. There was no other alternative to that world. Imposing the modern meaning on them reduces them to the stereotypical "noble savage" or barbarians just as the ancient Roman writers often did intentionally (e.g. Caesar ) or not (e.g. Pliny and Tacitus).
In these pictures I have tried to get into the head of the ancient Celts and depict their holy places without relying on the cliches, stereotypes, and misinformation - e.g. Stonehenges and scrolling knot work, white-robed druids praying to the sun etc... I imagine that sacred places evolved for reasons, perhaps long lost to the ancient Celts. I also envision that sacred places were subtle and perhaps not noticeable until you were on top of them. A foreigner might never recognize them.
I don't believe we can ever see the world as ancient people did, or anyone in the past for that matter. Knowledge is like a genie - once it is out it cannot be put back and the world cannot be experienced as it was before, no matter how hard one tries. Ancient writers have described "fearsome" wooden idols standing in dark groves. Ancient writers also seemed to highlight the most lurid aspects of these ancient religions, although all societies practiced animal and human sacrifice. The Romans describe the Celts ...and all barbarians....as spooky and superstitious but Romans were no less spooky or superstitious. They were the conquerors wrote the history, and found their Celtic superstitions to be strange and creepy and theirs moral and right.
Wound healing requires the action of stem cells. In mice that lack the Sept2/ARTS gene, stem cells involved in wound healing live longer and wounds heal faster and more thoroughly than in normal mice. This confocal microscopy image from a mouse lacking the Sept2/ARTS gene shows a tail wound in the process of healing. Cell nuclei are in blue. Red and orange mark hair follicle stem cells (hair follicle stem cells activate to cause hair regrowth, which indicates healing).
Credit: Yaron Fuchs and Samara Brown, National Institutes of Health
At just after midnight on Friday 13 January, 2017, the LAFD responded to a reported traffic collision in the 4900 block of N Cahuenga Bl. Firefighters found two car collision with one adult female patient requiring extrication.
LAFD Incident: 011317-0019
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His Majesty King Charles III hosts a reception at Buckingham Palace for Heads of State and overseas visitors, 18th September 2022
Photography by Fergus Burnett
Accreditation required with all media use - 'fergusburnett.com'
His Majesty King Charles III hosts a reception at Buckingham Palace for Heads of State and overseas visitors, 18th September 2022
Photography by Fergus Burnett
Accreditation required with all media use - 'fergusburnett.com'
Thank you to www.flickr.com/photos/bruiseasily/ for letting me use a few of your photos to mess around with! I am very grateful to have friends like you! This is the first of three images I will be working on over the next couple of nights.
Please have a look at her wonderful collection!!
Poland requires a warm coat.
See kievpost.com for the latest news on the Russian invasion of eastern Europe.
No longer required in Doncaster, Roe bodied Seddon RU 1071 put in an appearance on the Sheffield City Clipper, following the sudden withdrawal of the first bendibuses in 1981. It is seen pulling away from the Cathedral stop, when Supertram was still a dream.
The Gallery Organ, dedicated on February 11, 1930, required three years to build at a cost of $250,000. It has one of the nation's most glorious wood facades. It was designed by Robert J. Reiley, consulting architect of the Cathedral, and is adorned with angels and Latin inscriptions. It contained 7,855 pipes ranging in length from thirty-two feet to one-half inch. The longest pipes run horizontally across the North and South Triforia.
During the Cold War, the size and secretive nature of the Soviet Union required the United States to conduct reconnaissance missions on the frontiers and often into the Soviet Union itself. In the early years of the Cold War, this mission was done by converted transports (such as RC-47s) and bombers (such as RB-47s). Both had shown themselves to be vulnerable to attack from Soviet fighters and ground fire. The solution was to build an aircraft that could get above these threats. The USAF issued a requirement for such an aircraft in 1951, but only Lockheed’s proposal, the CL-282, designed by famed Clarence “Kelly” Johnson, seemed to hold any promise. The CL-282 mated huge wings based on glider designs to the fuselage of a F-104 Starfighter, and took off from a dolly and landed on skids to save weight, similar to the wartime German Messerschmitt 163 Komet. The USAF rejected this as being too dangerous, but the Central Intelligence Agency was willing to put the CL-282 into development. It was given the designation U-2 to disguise its purpose.
Johnson tweaked the design considerably before the first U-2A flew in August 1955. The fuselage diameter was increased over that of the F-104, and it used a smaller J57 engine (though later variants would use the same J75 powerplant as the Starfighter). Landing gear was included in a “bicycle” configuration to save weight, which was paramount in the design: the cameras that were central to the U-2’s purpose had to be placed in two positions to maintain the center of balance of the aircraft. Because the enormous wings would droop on the ground, jettisonable wing “pogos” were attached before taxiing. While often referred to as a glider, the U-2 was a powered aircraft and used gliderlike design mainly to save fuel and allow it to reach altitudes of over 70,000 feet—at the time, well above any known Soviet defenses. The aircraft also had to be flown near its top speed at all times, as its stall speed was only twenty mph lower, requiring the pilot to constantly watch speed and altitude. U-2 pilots already had to be strong men—the aircraft was very sluggish below 70,000 feet and had to be manhandled to stay in the air—and had to fly in a full pressure suit due to the high altitudes they flew at. Finally, because of its high lift wings, landings were made at high speeds and the U-2 was hard to get down; pilots had to use a periscope to see the runway and be guided down by another pilot driving a pace car at speeds up to 120 mph. The U-2’s extreme difficulty made itself known very quickly, as three test pilots were killed in two months in U-2A crashes. It remained in service because there was no other option available.
If the U-2 was tough to fly, it did the job. Entering service in 1956, it began flying long-range flights from Germany and Japan, initially by USAF and US Navy pilots detached to the CIA, who actually controlled the flights under Project Dragon Lady. The U-2’s existence was a secret, and early bare-metal U-2As were responsible for a rash of UFO sightings in the late 1950s. The Soviet Union quickly learned what it was—though the USAF and CIA hoped the U-2 flew above Soviet radar coverage, the Russians could track the aircraft—it had no means of intercepting it. Efforts were made to increase the range of surface-to-air missiles, and finally, on 1 May 1960, a U-2A flown by Francis Gary Powers was shot down by two SA-2 Guideline (S-75 Dvina) SAMs. Powers ejected and was captured, causing the United States considerable embarrassment, as the Eisenhower administration had originally denied the U-2’s existence. Work was accelerated on a high-speed replacement of the U-2, which would eventually become the SR-71 Blackbird.
Despite the U-2 being no longer invulnerable, flights continued over both the Soviet Union and the People’s Republic of China, the latter being flown by both American and Taiwanese pilots from the Republic of China. Of the 19 U-2s operated from Taiwan, eleven were lost to accidents and combat. Gradually, responsibility for these missions was transferred from the CIA to the USAF, and the U-2 fleet began to be painted in overall black, an attempt to both give it a modicum of camouflage on night missions and make it somewhat stealthy. U-2 operations also expanded: a U-2 was the aircraft that brought back pictures of Soviet attempts to build missile sites in Cuba, starting the Cuban Missile Crisis, and were flying reconnaissance missions over North Vietnam as early as 1964. U-2 missions were even undertaken from aircraft carriers, with three variants developed for carrier operations, though this was rare.
The U-2 was continually updated over the decades, with the tactical version, the TR-1A, entering service in the early 1980s. This was a considerable upgrade over the U-2Cs then in service, with turbofan powerplant and large “mission pods” that could be carried under the wings, which could be installed with cameras, side-looking radar, or other equipment. TR-1s were later redesignated U-2R and further reengined. Some were equipped with fuselage-mounted Senior Span satellite communications equipment, allowing real-time transmission of photographs.
So important is the U-2 that attempts to retire it have so far come to naught, and it has outlasted both its replacements—the SR-71 and remotely-piloted RQ-4 Global Hawk, as the U-2 is actually cheaper to operate. The U-2R is now expected to stay in service until 2023, by which time the basic design will be nearly 70 years old. It has yet to acquire an official nickname, though it is often referred to by its crews as the Dragon Lady. 86 were built and about 32 remain in service, with nine on display in museums. NASA also operates two modified ER-2 atmospheric research aircraft.
This is a U-2C--56-6680 was the seventh U-2 built, and modified to U-2C standard with a bigger engine. Given that it was far more secret in 1976 than now, it was a big surprise to see one on display at Malmstrom AFB's Bicentennial airshow in 1976. The kid in the foreground making a fool of himself is me; I was hamming it up for my dad. And see the next picture...
Expecting and nursing mothers require social protection but workers in the informal economy are often not covered. Maternity protection has been a primary concern of the ILO since its creation in 1919. Workplace support for mothers who are breastfeeding has been a basic provision of maternity protection.
The Philippines expanded maternity leave benefits in 2019 to align with international labour standards. The ILO also promoted exclusive breastfeeding in the workplace to advance women’s rights to maternity protection and to improve nutrition security for Filipino children. Know more: www.ilo.org/manila/projects/WCMS_379090/lang--en/index.htm
Photo ©ILO / E. Tuyay
November 2011
Manila, Philippines
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivs 3.0 IGO License. To view a copy of this license, visit creativecommons.org/licenses/by-nc-nd/3.0/igo/deed.en_US.
The last five months (May-September 2023) required me to move a lot for a variety of professional and personal reasons. It was the first time in several years that I entered airplanes without carrying my DSLR camera. This resulted in me tinkering and thinking with my mobile phone camera, surpassing my snobbish attitude towards it as means of photographic expression. Visiting an old favourite antique store of mine, I was exposed to wallet-sized black and white pictures, very fashionable in the 1920s-1960s. Phenomenologically, I thought, these little pictures carried significance similar to the one carried by the myriads of photos nowadays stored on mobile phones. I tried to combine the sensory experience of black and white with the ease of mobile phone shooting, itself resembling certain types of pinhole cameras. Themes are the same as in my earlier photography: decayed and rusty patterns of disintegration, emptiness of spaces, outlier figures of the everyday, street signs and letters, nonhuman friends, naturecultures, and psychopolitically haunted scenes. Places include: Canada (Toronto), Greece (Athens, Thessaloniki, Aghia, Larissa, Eleftheroupoli, Kavala), Scotland (Edinburgh), France (Paris), Belgium (Brussels).
Names and labels don't define your destiny!
Mirrors Tell Half-Truths
by Kary Oberbrunner, Your Secret Name: Discovering Who God Created You to Be
Meet Kary Oberbrunner
Homiletics class at Bible Institute — the required and dreaded course which cruelly exposed one’s speaking flaws and then (hopefully) honed one’s preaching skills — was barreling toward me like a raging bull, and my fear of public speaking was the ill-fated red flag.
Still haunted by the demons that bit me during high school play practice the year before, the last thing I wanted to do was showcase my ineffectiveness. Even though I deeply aspired to find my voice and express my inner thoughts, I greatly feared the required risk.
On my way to class, I stopped at my mailbox and found an unexpected letter:
“Kary M. Oberbrunner, please come to the address listed below in order to pick up your file. Failure to do so before 30 days from now will result in your file being promptly destroyed.”
Immediately confounded, all during class I obsessed about this mysterious file and its contents. As soon as my schedule opened up, I hopped onto my new bicycle and rode across town to the given address. Upon producing my perplexing letter to the receptionist, I was handed a rather thick manila folder with a red tab across the top that read: “Speech — Oberbrunner, Kary (m) 76.”
This folder contained the full story of my time in and out of speech therapy, beginning when I was just six years old. In spite of forgetting this chapter of my life, even if I had remembered, reading the detailed account from the speech therapist’s point of view added some much-needed color to the distant, gray memory.
On the first page I read:
Referral date: 8-20-83
Kary has a learning disability. The disability is a handicap.
The type: Speech/Language
The session notes stunned me. I had no idea my speech problem was so severe.
Kary has difficulty talking with adults and peers in situations. He seems to accept his speech difficulty, but is embarrassed by it. Mrs. Oberbrunner has noticed the problem since Kary was two years old. He is beginning to hit his leg as a way to get his speech going.
He appears to be bothered by his lack of fluency of speech. He has stated that he is afraid he won’t be liked because of it. A disability in learning appears to exist at this time with the probability of a much greater disability. The analysis of functioning indicates that Kary has a functioning condition as per Wis. Stats 115.76.
A language sample was transcribed and analyzed to illustrate the severity of the impediment.
One hundred percent of the utterances contained interjections of “um” with at least one repetition. For example:
“Then um then um then the um um um then um then the hippopotamus um um um um is walking by a fruit stand um then um then she took the bottom then then crashed then um then um and then she said, ‘oops.’ ”
Toward the end of the session, Kary appeared to give up after a couple of difficult utterances. His voice trailed off in mid-sentence.
Serving as an uninvited truth teller, this manila folder reflected my past with fresh eyes, mirroring my present struggles with entirely new hues. After all, I still had homiletics class to contend with, and soon enough I’d have to stand before my peers and deliver another speech.
As I read my folder, one childhood detail emerged with brand new clarity. I remembered my mom sitting by my bedside at night reading me a prophecy from the book of Isaiah:
The stammering tongue will be fluent and clear. — Isaiah 32:4
Whenever I was in tears, swept up in emotional overload, Mom stayed optimistic — firmly convinced that God would heal my tongue and use me in a mighty manner. Still believing that promise — now a young man caught up in the throes of bleak circumstances — my mother’s belief in prophecy was the only thing that kept me going long after logic had left the building.
*
She couldn’t help it; whenever Rebekah looked at her son Jacob, she saw him through the eyes of the prophecy. She couldn’t help it; God gave Rebekah an unbelievable promise, months before her two boys even drew breath.
The Lord said to [Rebekah], “Two nations are in your womb, and two peoples from within you will be separated; one people will be stronger than the other, and the older will serve the younger. — Genesis 25:23
Most likely, Jacob mentally rehearsed this prophecy while wandering in the wilderness, headed toward a relative he’d never met, banished from family and friends. Soon enough, he stumbled upon a band of shepherds at a common watering hole. After some formal greetings, Jacob inquired if they knew his uncle Laban. Providentially, they did and, a split second later, Laban’s daughter, a shepherdess named Rachel, arrived to water her father’s sheep.
Not skipping a beat, Jacob sprang into action and watered all the sheep for her. Unable to control his emotions, he wept and kissed Rachel, informing her that he was a relative, at which point Rachel sprinted home to tell her father, Laban.
As soon as Laban heard the news about Jacob, his sister’s son, he hurried to meet him. He embraced him and kissed him and brought him to his home, and there Jacob told him all these things. Then Laban said to him, “You are my own flesh and blood.” After Jacob had stayed with him for a whole month, Laban said to him, Just because you are a relative of mine, should you work for me for nothing? Tell me what your wages should be. — Genesis 29:13-15
After a month of working for Laban, his uncle finally caught the hint. Rather than settling on a specified salary, Jacob desired something much more valuable. More properly put, someone much more valuable. He knew he couldn’t pay the required bride price required for Rachel, so instead he negotiated seven years of service for her hand in marriage.
Now Laban had two daughters; the name of the older was Leah, and the name of the younger was Rachel. Leah had weak eyes, but Rachel was lovely in form, and beautiful. Jacob was in love with Rachel and said, “I’ll work for you seven years in return for your younger daughter Rachel.” Laban said, “It’s better that I give her to you than to some other man. Stay here with me.” So Jacob served seven years to get Rachel, but they seemed like only a few days to him because of his love for her. — Genesis 29:16-20
Time passed rather quickly, and the day came for Jacob and Rachel to marry and consummate their relationship. Unfortunately, a scandal of epic proportion loomed over the festivities, slipping past everyone — including Jacob.
When evening came, he took his daughter Leah and gave her to Jacob, and Jacob lay with her... When morning came, there was Leah! So Jacob said to Laban, “What is this you have done to me? I served you for Rachel, didn’t I? Why have you deceived me?” — Genesis 29:23, 25
With the deceiver now deceived, the atmosphere wasn’t exactly inviting. But rather than apologizing, Laban offered excuses and then — in exchange for seven more years of service — another daughter.
Laban replied, “It is not our custom here to give the younger daughter in marriage before the older one. Finish this daughter’s bridal week; then we will give you the younger one also, in return for another seven years of work.” And Jacob did so. He finished the week with Leah, and then Laban gave him his daughter Rachel to be his wife. — Genesis 29:26-28
Only a short time before, Jacob, the younger sibling, followed his mother’s orders as a means of acquiring his older brother’s blessing. Now Leah, the older sibling, followed her father’s orders as a means of acquiring her younger sister’s husband. Now on the receiving end, forced to drink a little of his own medicine, Jacob didn’t enjoy the aftertaste.
Jacob said to Laban, “Send me on my way so I can go back to my own homeland. Give me my wives and children, for whom I have served you, and I will be on my way. You know how much work I’ve done for you.” But Laban said to him, “If I have found favor in your eyes, please stay. I have learned by divination that the Lord has blessed me because of you.” He added, “Name your wages, and I will pay them.” — Genesis 30:25-28
Serving as an uninvited truth teller, Laban’s treachery reflected Jacob’s past with fresh eyes, mirroring his present struggles with entirely new hues. After all, he still had Esau to contend with and soon enough he’d have to stand before his brother and deliver another apology.
As an older man caught up in the throes of bleak circumstances, his mother’s belief in prophecy was now the only thing that kept him going long after logic had left the building.
*
I sat on the curb, flipping through the manila folder, feeling rather hopeless. Was I simply a product of my disorder? Would it control my adult life? Suddenly a few pages stapled together toward the end caught my eye.
Notice of the Multidisciplinary Team Findings Date: 2/18/85
Kary doesn’t have a disability or a handicap.
Poring over the session notes, I was stunned. I had no idea my speech problem was cured in such a dramatic — even miraculous — fashion. My mother’s prophecy was well on its way to coming true.
Kary has been enrolled in speech therapy since November 1983, when his parents were concerned with his stuttering in his expressive language. Kary has made remarkable progress to date. Parent, teacher, and clinician no longer see any evidence of stuttering behavior.
Analysis of current functioning suggests that Kary does not have a handicapping condition as identified as speech and language.
Recommendations: Dismiss from Speech Classes
That Given Name — STUTTERER — wouldn’t define my destiny after all. God had a different name in mind, and I no longer felt mastered by that disability — not that my preaching class would feel much easier as a result!
Progress was possible, and prophecy too. I reflected and rested again on the verse that meant so much to my mother: “The stammering tongue will be fluent and clear.”
While Jacob labored under Laban, the DECEIVER, his destiny unraveled at a lethargic pace. Working for a boss without integrity offered its fair share of emotional abuse. Unfortunately, back then no labor union rushed to his defense. But Jacob had a Divine Advocate watching his back.
God made good on his original prophecy to Rebekah concerning her son Jacob (“One people will be stronger than the other, and the older will serve the younger” [Genesis 25:23]), and as the days piled high, so did Jacob’s economic worth.
The weak animals went to Laban and the strong ones to Jacob. In this way [Jacob] grew exceedingly prosperous and came to own large flocks, and maidservants and menservants, and camels and donkeys. — Genesis 30:42-43
Although blessed by God, Jacob still lived in light of his Given Name — SCHEMER. His shady operational overtones, manifested through a manipulative breeding strategy of his flocks, demonstrated that he was still in desperate need of a new identity.
Jacob’s quest was far from over; his Secret Name was still, for the moment, a secret.
Yet he was beginning to sink his teeth into a future that looked entirely different. Mirrors reflect a shade of reality, but in the end they have their limitations too. Turns out, mirrors might only tell half-truths after all.
Excerpted from Your Secret Name: Discovering Who God Created You To Be by Kary Oberbrunner, copyright Zondervan.
+++ 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:
Due to the restrictions of the Versailles treaties, the Reichswehr was already dealing with the increasing mobilization and motorization of the army after the end of the First World War. The realization that the speed of the troop units required appropriate equipment was available early on. However, the Reichswehr suffered from financial constraints and during the Weimar Republic the industry only had limited capacity for series production of larger, armored vehicles.
Nevertheless, at that time the Sd.Kfz. 3 (unarmored half-track transport vehicle/1927), the ARW (eight-wheel car/1928) and the ZRW (ten-wheel car/1928) provided fundamental experience. The findings of these tests and the troop testing with the Sd.Kfz. 3 enabled a more precise specification of the new vehicles to be developed. The "heavy" armored cars were primarily intended for the reconnaissance units of the new armored forces.
The incipient rearmament could only start with a "cheap" solution, though. A three-part armored structure for the chassis of commercially available off-road trucks was developed by the Army Weapons Office, Dept. WaTest 6, in cooperation with the company Deutsche Eisenwerke AG. The typical truck chassis featured front-wheel steering and a driven bogie at the rear (4x6 layout). In June 1929, the companies Magirus, Daimler-Benz and Büssing-NAG were commissioned to develop the desired armored car from it. If you consider that this truck class was developed for a payload of 1.5t, you can already conclude from this that the vehicles, which are now equipped with a significantly heavy armored structure, had little off-road mobility. Even if the appearance of the vehicles supplied by the different manufacturers was similar, there were external distinguishing features by which the manufacturer could be identified. The vehicles were tested in the Reichswehr from 1932 and introduced later.
One of the four crew members (driver, commander, gunner, radio-operator) was used as a reverse driver: with the narrow streets of the time and a turning circle of between 13 and 16m, this function was essential for a truck-sized heavy reconnaissance vehicle. The chassis had the excellent ladder-type configuration, able to withstand the stress of rough rides at high speed. The scout car was 5570 mm long, 1820 mm wide, 2250 mm high and weighed 5.35, 5.7 or 6 tons, depending on the manufacturer. The hull was made of welded steel armor, 5 to 14.5 mm (0.2-0.57 in) thick depending on the angle (bottom to front) with well-sloped plates. The armament consisted of a 2 cm KwK 30 with 200 rounds and a MG 13 with 1300 rounds in a manually operated turret. The fuel supply was 90, 105 or 110 liters, but with a consumption of about 35 or 40 liters per 100 km, this resulted in a completely inadequate range for a scout car.
Having no true alternatives at hand, the armored 4x6 car was accepted and became known as the Sd.Kfz. 231 (6-wheel), and it was subsequently developed into two more vehicles. Up until 1937, 123 vehicles were built as Sd.Kfz. 231 reconnaissance cars and Sd.Kfz. 232 radio trucks. A further 28 were manufactured as Sd.Kfz. 263 (Panzerfunkwagen) command vehicles.
As early as 1932, after testing the pilot series, it was clear that the interim solution of "cheap" 6-wheel vehicles would not meet the future requirements of the armored divisions now planned. It was planned that from 1935/36 at least 18 vehicles of a new type that would meet the requirements for off-road mobility and high road speeds should be produced annually. Büssing-NAG had obviously made a good impression with the ARW and was now commissioned to make the revised vehicle ready for series production, which would become the SdKfz. 231 (8-Rad). The overall concept was completed between 1934 and 1935 and already showed all the features of the future type: all 8 wheels driven and steered, the same speed forwards and backwards, ability to change direction in less than 10 seconds, and a turning circle of "only" 10.5m. The vehicle layout was changed, too: the engine bay was relocated to the rear, the crew compartment was placed at the front end. This improved weight distribution, handling, and the field of view for the main forward driver.
The purpose of the new vehicles was identical to that of the earlier heavy 6-wheel vehicles, they were used on the same sites and so the same ordnance inventory designation was adopted, despite the vehicle’s many modifications. The so-called Sd.Kfz. 231 (8-Rad) was armed, corresponding to its 6-Rad counterpart, with a 2cm KwK 30 and the MG 13 (later MG 34) in a rotating turret. Likewise, the Sd.Kfz. 232 (8-Rad) carried a large, curved bow antenna, and there was a Sd.Kfz. 263 (8-Rad) command vehicle, too.
Nevertheless, the Army Weapons Office demanded a short-term solution for a vehicle based on the 4x6 chassis that offered better off-road performance and armament, namely a 37 mm anti-tank gun, with at least comparable range and armor protection. This interim vehicle was supposed to be ready for service in early 1934. Magirus accepted the challenge and proposed the Sd.Kfz. 241, a 4x8 vehicle. It retained the old overall 6-Rad layout with the front engine under a long bonnet, but it had a fourth steered axle added to lower ground pressure and improve the vehicle’s trench bridging capabilities. The powered two rear axles retained the 6-Rad’s twin wheels, so that the vehicle stood on a total of twelve tires with a relatively large footprint. The armored hull was very similar to the Sd.Kfz. 231 6-Rad, but carried a new, bigger turret with a 3.7 cm KwK 30 L/45 gun and an axis-parallel 7.92 mm MG 34 light machine gun.
The box-shaped turret exploited the hull’s width to the maximum and had a maximum armor of 15 mm, no base and the seat of the commander was attached to the tower wall. The commander sat elevated under a raised cupola in the rear section of the turret, just behind the main gun. He had five viewing slits protected by glass blocks and steel slides for all-round visibility. The gunner/loader, standing to the left of the main gun, had to constantly follow the movement of the turret, which was done by hand. In order to support the gunner when slewing the turret, the commander had an additional handle on the right side. The two crew members also had a turret position indicator.
The cannon was fired electrically via a trigger, the machine gun was operated mechanically with a pedal. To aim and view the outside, the gunner had a gun sight to the left of the gun with an opening in the gun mantlet. Standard access to the vehicle was through low double-doors in the vehicle’ flank, but side exit openings in the turret with two flaps each were also frequently used to board it. Another entry was through the commander cupola’s lid.
With all this extra hardware, the Sd.Kfz. 241’s overall weight rose considerably from the late Sd.Kfz. 231 (6-Rad) nearly 6 tons to 7.5 tons. As a consequence, the chassis had to be reinforced and a more powerful engine was used, a 6-cylinder Maybach HL 42 TRKM w carburetor gasoline engine with 4170 cc capacity and 100 hp (74 kW) output at 3000 rpm.
As expected, the Sd.Kfz. 241 was not a success. Even though the first vehicles were delivered in time in mid-1934, its operational value was rather limited. Off-road capability was, due to the extra weight, the raised center of gravity and the lack of all-wheel drive, just as bad as the 6-Rad vehicles, and the more powerful engine’s higher fuel consumption allowed neither higher range, despite bigger fuel tanks, nor a better street performance. The only real progress was the new 3.7 cm KwK 30’s firepower, which was appreciated by the crews, even though the weapon was only effective against armored targets at close range. At 100 m, 64 mm of vertical armor could be penetrated, but at 500 m this already dropped to 31 mm, any angle in the armor weakened its hitting power even further. The weapon’s maximum range was 5.000m, though, and with HE rounds the Sd.Kfz. 241 could provide indirect fire support. Another factor that limited the vehicle’s effectiveness was that the gun had to be operated by a single crew member who had to load and aim at the same time – there was simply not enough space for a separate loader who would also have increased the gun’s rate of fire from six to maybe twelve rounds per minute. The vehicle’s armor was also inadequate and only gave protection against light firearms, but not against machine guns or heavier weapons. On the other side, the cupola on top of the turret offered the commander in his elevated position a very good all-round field of view, even when under full protection – but this progressive detail was not adopted for the following armored reconnaissance vehicles and remained exclusive to German battle tanks.
Only a total of fifty-five Sd.Kfz. 241s were completed by Magirus in Cologne until 1936, when production of the Sd.Kfz. 231 (8-Rad) vehicle family started and soon replaced the Sd.Kfz. 241, which was primarily operated at the Eastern Front in Poland and Czechoslovakia. By 1940, no Sd.Kfz. 241 was left in any frontline army unit, but a few survivors were grouped together and handed over to police units. Their main gun was either completely deleted or sometimes replaced with a second machine gun, and they were used for urban patrols and riot control duties. However, by 1942, no Sd.Kfz. 241 was left over.
Specifications:
Crew: Four (commander, gunner, driver, radio operator/rear driver)
Weight: 7.5 tons (11.450 lb)
Length: 5,85 metres (19 ft 2 in)
Width: 2,20 metres (7 ft 2 ½ in)
Height: 2,78 metres (9 ft 1 in)
Ground clearance: 28.5 cm (10 in)
Suspension: Torsion bar and leaf springs
Fuel capacity: 150 litres (33 imp gal; 40 US gal)
Armor:
8–15 mm (0.31 – 0.6 in)
Performance:
Maximum road speed: 70 km/h (43.5 mph)
52 km/h (32.3 mph) backwards
Operational range: 250 km (155 miles)
Power/weight: 13 PS/ton
Engine:
Maybach HL42 TRKM water-cooled straight 6-cylinder petrol engine with 100 hp (74 kW),
driving the rear pair of axles
Transmission:
Maybach gearbox with 5-speed forward and 4-speed reverse
Armament:
1× 37 mm KwK 30 L/45 cannon with 70 rounds
1× 7.92 mm MG 34 machine gun mounted co-axially with 1.300 rounds
The kit and its assembly:
This fictional armored car was inspired by a leftover rear axles from an Italeri Sd.Kfz. 231 (6-Rad) model that I converted into a fictional half-track variant some time ago. I wondered if the set could be transplanted under an 8-Rad chassis, to create a kind of missing link to the 8x8 successors of the Sd.Kfz. 231 (6-Rad) with a total of twelve tires on four axles.
The basis became a First to Fight 1:72 Sd.Kfz. 231 (8-Rad) kit – a rather simple and robust affair, apparently primarily intended for tabletop purposes. But the overall impression is good, and it would be modified, anyway, even though the plastic turned out to be rather soft/waxy and the parts’ sprue attachment points a bit wacky.
The hull was “turned around” to drive backwards, so that its rear engine ended up in the front. I eventually only used the rear twin wheels from the Sd.Kfz. 231 (6-Rad), but not its single axles and laminated springs. Instead, I first cut the OOB mudguards in two halves, removed their side skirts and glued them onto the lower hull in reversed order, so that the exhausts and their muffler boxes would end up at the rear of the front fenders. With these in place I checked the axles’ position from the OOB ladder chassis, which is a single, integral part, and found that the rear axles’ position had to be moved by 2mm backwards. Cutting the original piece and re-arranging it was easier to scratch a new rear suspension, and the rocker bars had to be shortened to accept the wider twin wheels.
The original small turret with the 20 mm autocannon was deleted and replaced with core elements from a Panzer III turret, left over from previous conversion projects. Wider than any original turret of the Sd.Kfz. 231/232 family, it had to be narrowed by roughly 5mm – I had to cut a respective plug from the turret’s and the mantlet’s middle section, the deformed hatch was covered under a Panzer III commander cupola. To mate the re-arranged turret with the OOB adapter plate to mount it onto the hull, and to add overall stability to the construction, I filled the interior with 2C putty.
The typical storage bin at the turret’s rear was omitted, though, it would have made it too large for the compact truck chassis. The shape was a perfect stylistic match, even though, with the longer gun barrel, the vehicle reminds a lot of the Soviet BA-10 heavy armored car?
Most small details like the bumpers and the headlights were taken OOB, I added a whip antenna base at the rear and mounted two spare wheels at the back, one of them covered with a tarpaulin (made from paper tissue drenched with white glue, this was also used to create the gun mantlet seals).
Painting and markings:
Typical for German vehicles from the early WWII stages the Sd.Kfz. 241 was painted Panzergrau (RAL 7021; I used Humbrol 67, which is authentic, but mixed it with some 125 to create a slightly lighter shade of grey) overall - quite dull, but realistic. To make the vehicle look more interesting, though, I added authentic contemporary camouflage in the form of low-contrast blotches with RAL 8017, a very dark reddish brown, mixed from Humbrol 160 and some 98. Better, but IMHO still not enough.
After the model received a washing with highly thinned red-brown acrylic artist paint I applied the few decals and gave the parts an overall dry-brushing treatment with grey and dark earth. Everything was sealed with matt acrylic varnish. For even more “excitement”, I decided to add a coat of snow.
For the simulated “frosting” I used white tile grout – which has the benefits of being water-soluble, quite sturdy to touch and the material does not yellow over time like gypsum.
First, the wheels, the chassis and the inside of the wheel arches received a separate treatment with relatively dryly mixed tile grout, simulating snow and dirt clusters. Once thoroughly dried, the wheels were mounted. Then the model was sprayed with low surface tension water and loose tile grout was drizzled over hull and turret, creating a flaky coat of fake snow. Once dry again, everything received another coat of matt acrylic varnish to protect and fixate everything further.
A relatively quick build, done in a few days. The First to Fight kit is very simple and went together well, but I’d use something else the next time due to the odd material it was molded with. The outcome of an 4x8 scout car looks quite plausible, though, like the missing link between the Sd.Kfz. 231 and 232 – the unintended similarity with the Soviet BA-10 heavy armored car was a bit surprising, though. And the snow on the model eventually makes it look a bit more interesting, the stunt was worth the effort.
Teesquay Millennium Footbridge is a footbridge crossing east-west over the River Tees between Stockton high street and Thornaby (Teesdale Business Park) in Northern England. It is just east of Stockton town centre and in the town's namesake borough.
The bridge crosses the Teesdale Way cycle route, River Tees, and the A1035 Riverside Road. Funding for the bridge was from Stockton-on-Tees Council, the European Regional Development Fund, One NorthEast, and English Partnerships.
Teesquay Millennium Footbridge is also referred to as the Millennium Bridge.
Stockton Borough Council provided a brief for a 'design and build' competition to construct a pedestrian bridge across the River Tees. The 'design and build' competition was won by a team comprising Ove Arup and Birse Construction. Their entry was the only one to satisfy the local council's strictly limited budget.
The bridge has a cable-stayed design with architecture by Yee Associates and designed by Ove Arup whereas the identification signage on the bridge states that it was designed by the constructor, Birse Construction. It has a 40-metre (131 ft) 'A' frame pylon/mast with fanned cables and has a total span of 153 m (502 ft). The walkway is 2.7 m (9 ft) wide narrowing to 2 m (7 ft) on the extension over Riverside Road to the Castlegate Centre.
The bridge was fabricated in Spain, constructed on site by Birse Construction North East and completed in December 2000 at a cost of £1.4m.
The bridge was opened on 20 December 2000 by Dari Taylor, Member of Parliament for Stockton South, and the mayor of Stockton-on-Tees. The Teesgate Millennium Footbridge was one of the few number of millennium footbridges to be actually completed in the millennium year, but unlike some high-profile millennium footbridges it was not funded by the Millennium Commission.
The bridge has been criticised for both wobbling and being too narrow to accommodate cyclists who are required to dismount and are barred from entering the Castlegate Centre in any case.
Up-river on Castlegate Quay by the western side of the bridge there is the Castlegate Quay Watersports Centre.
Stockton-on-Tees is a market town in County Durham, England, with a population of 84,815 at the 2021 UK census. It gives its name to and is the largest settlement in the wider Borough of Stockton-on-Tees. It is part of Teesside and the Tees Valley, on the northern bank of the River Tees.
The Tees was straightened in the early 19th century for larger ships to access the town. The ports have since relocated closer to the North Sea and ships are no longer able to sail from the sea to the town due to the Tees Barrage, which was installed to manage tidal flooding. The Stockton and Darlington Railway, on which coal was ferried to the town for shipment, served the port during early part of the Industrial Revolution. The railway was also the world's first permanent steam-locomotive-powered passenger railway.
Stockton is an Anglo-Saxon place name with the common ending ton, meaning farm, or homestead. Stock is thought by some to derive from the Anglo-Saxon Stocc, meaning log, tree trunk, or wooden post. Stockton could therefore mean a farm built of logs. This is disputed because when Stocc forms the first part of a place name, it usually indicates a derivation from the similar word Stoc, meaning cell, monastery, or place. Stoc in place name such as Stoke or Stow usually indicates farms which belonged to a manor or religious house. It is thought that Stockton fell into this category, and perhaps the name is an indication that Stockton was an outpost of Durham or Norton which were both important Anglo-Saxon centres. Stockton was a township in the ancient parish of Norton until 1713, when it became an independent parish in its own right. Norton and Stockton's historic roles were reversed in 1913 when Norton was absorbed into the borough of Stockton.
Stockton is reportedly the home of the fossilised remains of the most northerly hippopotamus ever discovered. In 1958, an archeological dig four miles (6 km) north-west of the town uncovered a 125,000-year-old hippo's molar tooth. However, no one knows exactly where the tooth was discovered, who discovered it, or why the dig took place. The tooth was sent to the borough's librarian and curator, G. F. Leighton, who then sent it to the Natural History Museum in London. Since then, the tooth has been missing despite efforts to locate it.
Stockton began as an Anglo-Saxon settlement on high ground close to the northern bank of the River Tees.
Stockton was described as a manor by 1138, and was purchased by Bishop Pudsey of Durham in 1189. During the 13th century, the bishop changed the village of Stockton into a borough; the exact date the borough was founded is unknown, but it was being described as a borough by 1283. When the bishop freed Stockton's serfs, craftsmen moved to the new town. The bishop had a residence in Stockton Castle, which was a fortified manor house, the first recorded reference to which was in 1376.
Stockton's market traces its history to 1310, when Bishop Bek of Durham granted a market charter to our town of Stockton a market upon every Wednesday for ever. The town grew into a small but busy port, exporting wool and importing wine, which was in demand by the upper class. However, even by the standards of the time, medieval Stockton-on-Tees was a small town, with a population of only approximately 1,000, and the town did not grow for centuries.
Scotland captured Stockton Castle in 1644, and occupied it until 1646. The castle was destroyed at the order of Oliver Cromwell at the end of the Civil War. A shopping centre, the Castlegate Centre, now occupies the castle area, and this is scheduled for demolition in 2022.[needs update] No known accurate depictions of the castle exist.
The Town House (now called the Town Hall) was built in 1735, and Stockton's first theatre opened in 1766. In 1771, a five-arch stone bridge was built, replacing the nearby Bishop's Ferry. Until the opening of the Middlesbrough Transporter Bridge in 1911, this was the Tees's most downstream bridging point. From the end of the 18th century, the Industrial Revolution transformed Stockton from a small and quiet market town into a flourishing centre of heavy industry.
In 1833 the then Bishop of Durham, William Van Mildert (1765 - 1836) gifted five acres and the land of an existing burial site called "The Monument" (originally a mass grave from a prior cholera outbreak) to the town of Stockton. Upon this land, the process of building of and designing the gothic style Holy Trinity Church began, using funds originally allocated for church building in the Commissioners' church Act of 1818. It was designed by John and Benjamin Green, and construction began in 1834. It was consecrated as an Anglican church on December 22, 1835.
Shipbuilding, which had started in the 15th century, prospered in the town through the 17th and 18th centuries, with smaller-scale industries also developing. These included brick, sail, and rope making, the latter now reflected in road names such as Ropery Street in the town centre. Stockton became the major port for County Durham, the North Riding of Yorkshire, and Westmorland during this period, exporting mainly rope, agricultural produce and lead from the Yorkshire Dales. Iron making and engineering entered the local economy in the 18th century
The town grew rapidly as the Industrial Revolution started, the population grew from 10,000 in 1851 to over 50,000 in 1901 as workers moved in. The discovery of iron ore in the Eston Hills resulted in blast furnaces lining the River Tees from Stockton to the river's mouth. In 1820, an Act set up the Commissioners, a body with responsibility for lighting and cleaning the streets, and from 1822, Stockton-on-Tees was lit by gas.
In 1822, Stockton witnessed an event which changed the face of the world forever, and which heralded the dawn of a new era in trade, industry and travel. The first rail of George Stephenson's Stockton and Darlington Railway was laid near St. John's crossing on Bridge Road. Hauled by Locomotion No 1, Stephenson himself manned the engine on its first journey on 27 September 1825. Fellow engineer and friend Timothy Hackworth acted as guard. This was the world's first passenger railway,[citation needed] connecting Stockton with Shildon. The opening of the railway greatly boosted Stockton's economy, making it easier to bring coal to the factories; however, the port declined as business moved downstream to Middlesbrough.
Stockton witnessed another development in 1827. Local chemist John Walker invented the friction match in his shop at 59 High Street. The first sale of these matches was recorded in his sales-book on 7 April 1827, to a Mr. Hixon, a solicitor in the town. Since he did not obtain a patent, Walker received neither fame nor wealth for his invention, but he was able to retire some years before his death. He died in 1859 at the age of 78, and is buried in the parish churchyard in Norton village.
The first bell for Big Ben was cast by John Warner and Sons in Norton on 6 August 1856, but it was damaged beyond repair while being tested on site, and it had to be replaced by a foundry closer to Westminster, the Whitechapel Bell Foundry.
To cater to the increased population, a hospital opened in Stockton in 1862, and a public library opened in 1877. Public transport also became important. Steam trams began running in the streets in 1881, and these were replaced by electric trams in 1897.
Stockton was still dominated by the engineering industry in the 1930s, and there was also a chemicals industry in the town. Buses replaced the trams in 1931. Public housing also became necessary, and in the 1930s, slums were cleared, and the first council houses were built.
On 10 September 1933, the Battle of Stockton took place, in which between 200 and 300 supporters of the British Union of Fascists were taken to Stockton to hold a rally, but they were driven out of town by up to 2,000 anti-fascist demonstrators.
In the late 20th century, manufacturing severely declined, with the service industries developed into the town's primary employers.
The Ragworth district near the town centre was the scene of rioting in July 1992, when local youths threw stones at buildings, set cars alight, and threw missiles at police and fire crews. The area later saw a £12 million regeneration which involved mass demolition and refurbishment of existing properties, and construction of new housing and community facilities.
Stockton lies on the north bank of the River Tees. The town's northern and western extremities are on slightly higher ground than the town centre, which is directly on the Tees. Stockton experiences occasional earth tremors. For example, it was the epicentre of a tremor measuring 2.8 on the Richter scale on 23 January 2020. The town has many areas outside of the town centre; Fairfield, Portrack, Hardwick, Hartburn, Elm Tree Farm, Norton, Roseworth, Newtown, Bishopsgarth and Oxbridge. Norton is the second largest centre in the town.
Stockton-on-Tees has an oceanic climate typical of the United Kingdom. Being sheltered by the Lake District and Pennines to the west, Stockton is relatively dry for the U.K., with on average 25 inches (643 mm) of rain a year. Its climate is more continental climate than other parts of the U.K., with above average summer temperatures, and below average winter temperatures. Summer highs typically reach approximately 20 °C (68 °F), while winter lows can fall to several degrees below 0 °C (32 °F). The Köppen Climate Classification subtype for this climate is "Cfb" (Marine West Coast Climate).
Stockton town centre is the heart of the borough. The High Street—the widest in the UK—heads north through the town centre from the junction of Bridge Road and Yarm Lane, to Maxwell's Corner, where Norton Road and Bishopton Lane begin. Dovecot Street runs west from the High Street's midway point, and further north, Church Road extends east toward Northshore and the River Tees. At the centre of the High Street stands Stockton-on-Tees Town Hall, dating from 1735, and the Georgian-style Shambles Market Hall. Around the town hall, the largest outdoor market in North East England, which has been in existence since the 1300s, continues to be held every Wednesday and Saturday.
Much of the town centre has a Georgian and late medieval influence, with a number of listed buildings and a variety of architectural types, which help to define the town's identity. The shops predominantly have narrow frontages stretching back to gain floorspace. This burgage plot style is particularly evident around the marketplace and on side streets such as Silver Street, Finkle Street and Ramsgate. There is also the surviving ruins of the gothic style church in Trinity Green, which dates back to 1834.
Before 2022, the town centre retail was largely concentrated within two shopping centres, Castlegate and Wellington Square. Wellington Square has open shops on pedestrian-only paths whereas the Castlegate, opened in 1972 and currently undergoing demolition, was a building which incorporated a multi-storey car park and an indoor market. Its façade was a dominant feature along the south east of the High Street, its site bounded by Finkle Street, Bridge Road and Tower Street. The Riverside dual carriageway and the River Tees run almost parallel to the rear of the centre. The Teesquay Millennium Footbridge links the Castlegate Quay on the north side of the river to Teesdale Business Park and Durham University's Queen's Campus on the south side in the ceremonial county of the North Riding of Yorkshire. Situated at the north west end of the town centre is Wellington Square shopping centre, built on the old Wellington Street. Opened in 2001 at a cost of £43 million, it houses 46 shop units.
The town centre has retained a number of original yards such as Wasp Nest Yard, Hambletonian Yard, and Ship Inn Yard. Most notable is Green Dragon Yard, a courtyard of restored historic warehouses within a series of alleyways. Considered the cultural quarter of the town, this houses the Green Dragon public house, the Green Dragon Studios (recording studios) and Britain's oldest surviving Georgian Theatre.
Alongside retail outlets, Stockton town centre also has a variety of services including national banks and building societies, travel agents, a post office, hairdressers, beauticians, cafés, and restaurants. The refurbishment of some period buildings has provided space for small firms including solicitors, recruitment agencies, and accountants.
Since the construction of the Tees Barrage in 1995, the level of the River Tees through the town has permanently been held at high tide, creating a backdrop for riverside events and facilitating watersports activities such as rowing, canoeing, jet skiing, and dragon boat racing. Stockton town centre is elevated above the river, and is separated from the riverside by the A1305 Riverside Road, a dual carriageway which runs parallel to the river from Northshore to Chandlers Wharf.
From the town centre, Bishop Street, Silver Street, Calvert's Lane, and Thistle Green offer views of the river where it meanders around Teesdale Business Park. Durham University Queen's Campus can be seen on the opposite side, alongside the skyline of Middlesbrough in the middle distance and Roseberry Topping in the Cleveland Hills, approximately fifteen miles (24 km) south east.
Chandlers Wharf is situated on the north side of the river where Bridge Road approaches Victoria Bridge. The area is characterised by a mixture of office and residential accommodation, including the colourful twelve-storey Mezzino student apartments at Rialto Court, a Mecca Bingo hall, Burger King and the two-storey Grosvenor Casino, which opened in September 2011. Adjacent to the wharf is Castlegate Quay, which was once the town's main dock. The quayside is still occupied by Georgian warehouses which have been converted into a number of business units, restaurants, and a gym. A full-size replica of Captain James Cook's ship HM Bark Endeavour was once moored at the quayside, but was sold and moved after refurbishment to a mooring in Whitby. The Teesside Princess, a two-deck river boat, is docked alongside, and offers river cruises all year to Yarm via Preston Park.
Both the north and south banks of the Tees are retained by steel sheet pile walls, and have footpaths along the river edge. The Tees Walkway on the north bank of the river can be accessed from the town centre by the Teesquay Millennium Footbridge or the Riverside Footbridge, and incorporates a cycle path which forms part of the National Cycle Network.
The 11-metre Aeolian Motion wind sculpture stands on a grassy slope overlooking the riverside, which becomes an amphitheatre during large events. From Castlegate Quay, the tree-lined path along the waterfront toward the Princess of Wales Bridge opens into green space and a car park for events. Beyond the Princess of Wales Bridge, the slipway at the River Tees Watersports Centre is situated at the western area of Northshore, which is currently under development, and which leads to the Tees Barrage.
The town is served by two main arterial roads: the transpennine A66 (east/west) and the A19 (north/south). The A19 connects Stockton with York in the south, and extends to Peterlee and Sunderland, to the north. East of the town centre is the A1046, a mostly dual carriageway which runs through Portrack as Portrack Lane, a major retail zone, particularly for home furnishings and DIY. From Portrack, the A1046 continues to its northern terminus at Port Clarence. The A139 connects the town centre with the northern suburb of Norton. This was the original route for the A19 before a bypass was built to the east of the town.
The A177 runs from Stockton town centre to Durham. Known as Durham Road, it passes Sedgefield en route, and is a major route in to and out of Stockton.
The A66 connects Stockton directly to Middlesbrough (8 miles (13 km) to the east) and Darlington (10 miles (16 km) to the west). Beyond Darlington lies the A1(M). The A66 is connected to Stockton centre by the A135. The old A135 was renumbered A1027, and this continues through the town to Billingham. The A135 is named '1825 Way' to commemorate the former Stockton and Darlington Railway's opening; the 1825 Way's northern end is St John's Crossing, adjacent to the old Stockton Railway Station buildings.
A number of bus services operate in Stockton, and most services pass through the High Street. The services cover large areas of the region including Middlesbrough, Teesside Park, Thornaby-on-Tees, Billingham, Sedgefield, Durham, Sunderland, Peterlee, and Newcastle upon Tyne. Stagecoach on Teesside and Arriva North East are the major service providers, while six smaller companies also operate in the area.
Stockton station, located above the High Street, serves the town; however, more regular and long-distance trains run from nearby Thornaby.
Northern routinely serves both stations with local and regional services, whereas at Thornaby TransPennine Express runs an hourly service between Saltburn-by-the-Sea and Manchester Airport via York and LNER stops once both ways every weekday between Middlesbrough and London King's Cross.
Teesside International Airport is partially located within the borough, several miles west of the town. The airport offers domestic flights and services international festival destinations, especially in the EU.
Stockton is famous as the home of the friction match and the Stockton and Darlington Railway, which operated the world's first steam-hauled passenger train in 1825. The town also has the world's oldest passenger railway station building. Industry and engineering remained central to Stockton's economy over many years, and major industries have included shipbuilding and repair, heavy engineering, steel, and chemicals manufacturing. However, during the twentieth century, Teesside's heavy industry declined dramatically.
Since the 1980s, Stockton has seen an increase in service industries. The development of Teesdale Business Park on the south bank of the River Tees has created commercial space with many large service providers opening call centres and offices in the area. Durham University's Queen's Campus is also situated within the Teesdale development, which is linked to the town centre by the Teesquay Millennium Footbridge, Princess of Wales Bridge, and Infinity Bridge.
In 1995, after four years' construction, the Tees Barrage was commissioned, permanently holding the upstream river waters at the level of an average high tide.
In 2007, funding from the European Regional Development Fund and English Heritage secured the ruins of the Holy Trinity Church, and renovated the site into Trinity Green, removing the site from Historic England's 'Heritage At Risk register'.
Work is under way to develop the north bank of the River Tees in Stockton with the £300 million Northshore scheme, which will include new offices, leisure facilities, housing, a 150-bedroom hotel, and a new campus for Durham University.
In 2012, a long-term scheme aimed at transforming the town centre area was announced, with investment of approximately £38 million, just over £20 million being contributed by Stockton Borough Council, and the remainder coming from the private sector and grants. The investment programme aimed to attract more retailers, businesses, and shoppers to the town by opening up new spaces and links to the River Tees, providing easier access and parking, and capitalising on the town's heritage and cultural assets.
Plans include the introduction of an expansive plaza area 'Infinity View' that will open up the pedestrian area to dramatic views of the award-winning Infinity Bridge. Under the scheme, the banks of the River Tees will be transformed with a series of impressive light installations which will stretch along the waterfront, from the Princess of Wales Bridge to the Millennium Bridge. This permanent colourful illumination is intended to add value to the riverside businesses and restaurants and play an important part in the council's events programme throughout the year.
Stockton is one of 12 towns in England to share in £1.2 million of funding, support from retail guru Mary Portas and her own team, as part of the Portas Pilot scheme. Selected from over 370 applications, Stockton's Town Team Consortium, comprising Stockton Council, Tees Music Alliance, Durham University Queen's Campus, town centre retailers, A Way Out and Stockton Heritage in Partnership, will have the opportunity to share in expert advice and guidance from a range of retail experts.
The Stockton-Middlesbrough Initiative is a 20-year vision for regenerating the urban core of the Tees Valley, the main focus being the 30 km2 (12 sq mi) area along the banks of the River Tees between the two centres of Stockton and Middlesbrough. The master plan has been drawn up by environmental design specialists Gillespies, the eventual aim being to bring distinctive high-quality city-scale assets to the centre of the Tees Valley, including the town centres of Stockton and Middlesbrough. The project will include the existing developments at North Shore, Stockton and Middlesbrough, with many others over a 15- to 20-year period.
In February 2020 it was announced that the Castlegate Shopping Centre is set to be demolished in 2022.
The mean weekly income for Stockton residents was £522.70 in 2017. This is below the U.K. mean of £538.70. In some parts of Stockton, most households' income is below the poverty threshold. The mean privately rented house in Stockton cost £525 per month in 2017, compared with a mean of £480 across North East England.
The town recorded 125 crimes for every 1,000 people in 2020, higher than similarly sized Darlington and Hartlepool and 29% higher than ceremonial County Durham's 89 out of 1,000 average. The most common crimes in 2020 were "violence and sexual offences"; 4,445 of this type were recorded in 2020. Eight out of 14 crime trends improved compared to 2019. The Eastbourne and Newham Grange Ward recorded the worst crime statistics in the town. The borough came out lower than the four other Tees Valley boroughs in 2017.
Stockton comes under Cleveland Police's jurisdiction. There are two police stations in town, town centre main and Newton neighbourhood. Teesside combined courts are located in Middlesbrough.
HMP Holme House, in Portrack, is a 1211-capacity Category B prison for male adult prisoners who are either remanded in custody or convicted. It also accommodates a small number of young offenders aged 18–21 years. The prison opened in May 1992 and mainly serves south of county Durham as well as north of North Yorkshire.
In the 2021 census, the borough was recorded as having a population of 196,595 with 50.9% being female.
For religion, 51.1% identified themselves as Christian, 39.1% having no religion, 3.4% Muslim, 0.4% Hindu, 0.4% Sikh, 0.3% Buddhist, and 0.3% answering 'Other' as well as 5% not answering.
For ethnicity, those who identified as White were 92.0%, Asian, Asian British or Asian Welsh were 4.6%, Black, Black British, Black Welsh, Caribbean or African were 1.1%, Mixed or 'Multiple ethnic groups' were 1.4%, and the 'Other' ethnic group category recorded 0.8%.
For sexuality, those who identified as Straight or Heterosexual were 91.6%, Gay or Lesbian were 1.4%, Bisexual was 0.9%, Pansexual was 0.2%, Asexual was 0.0%, Queer was 0.0%, 'All other sexual orientations' were 0.0% and those who did not answer were 5.9%.
Stockton centre also has a number of restaurants, amusement arcades, a bingo hall, a snooker club, and health and fitness facilities.
Stockton Calling is an Easter Sunday music festival which has taken place across several of Stockton's music venues annually since 2010. In 2019, it celebrated its 11th year, and was headlined by Sophie and the Giants.
The Stockton International Riverside Festival (SIRF), one of Europe's largest open air festivals, has taken over the town once a year since 1988. Spread over a long weekend, for either four or five days, it attracts over 250,000 visitors, and features a variety of acts such as circus, comedy, music, dance and street theatre.
The annual riverside firework display happens on the first Sunday closest to 5 November, and is typically attended by up to 100,000 spectators from the wider region. The year's events always conclude with the Stockton Sparkles Christmas festival and associated markets.
The ARC Theatre & Arts Centre on Dovecot Street was built in 1999, and comprises a multi-purpose arts centre for cinema, theatre, dance, and music. It has three floors including four venues: a 260-seat theatre, a 100-seat studio theatre, a point/music area accommodating 550 standing, and a 130-seat cinema. It also has exhibition spaces, meeting rooms, a café, and two bars.
The Georgian Theatre at Green Dragon Yard is Grade II listed, and is the oldest Georgian theatre in the country. Originally opened in 1766, it fell into disrepair during the 19th century, but later functioned as a sweet factory and then a community building. Between 2007 and 2008, the building was given a full makeover along with the neighbouring Green Dragon Studios, and now serves as an intimate venue for live entertainment with a capacity of 200.
The Grade-II listed Globe Theatre built in 1936 is at the north western end of the High Street, the theatre reopened in 2021 following extensive restoration. It was built on the same site as two previous theatres, and has hosted many famous acts such as Buddy Holly, the Platters, Guy Mitchell, the Rolling Stones, the Animals, Cilla Black, Carl Perkins, Cliff Richard, the Shadows and Chuck Berry. The Beatles famously played the Globe on Friday 22 November 1963, the day U.S. President John F. Kennedy was assassinated.
On 12 June 2016, Stockton Council launched The Stockton Flyer, a stylised model of a flying steam locomotive in a plinth on Stockton High Street. The Flyer was unveiled to mark Queen Elizabeth II's official 90th birthday on 12 June 2016. The Stockton Flyer appears from the plinth every day at 1 p.m., and often draws a crowd of people watching the rising and lowering of the structure.
Designed by Phil Johnson of Ratho Forge, the wind sculpture Aeolian Motion was constructed at the end of Silver Street in March and April 2001. The design is said to impart a unique identity to the seating area, reflecting the character of Stockton, and creating a sense of place.
Public services provided in Stockton include a general hospital, health advice centres, dental and medical surgeries, a library, churches, employment advice centres, youth projects, energy advice centres and an international family centre. A cluster of municipal buildings is concentrated primarily along Church Road. The police headquarters is the only emergency service station located within the centre, next to Stockton Central Library.
The University Hospital of North Tees is located in the town and serves south east County Durham. It is part of the North Tees and Hartlepool NHS Trust.
Stockton has a number of public parks and nature reserves. Most notable is Ropner Park, a Victorian-style park on the outskirts of the town, near Hartburn village. Opened in 1893 and renovated in 2007, the park has tree-lined avenues approaching an ornate water fountain, surrounded by rockeries and floral displays. Overlooking a lake, a bandstand features live band music on Sunday afternoons in the summer. Seasonal fairs and occasional organised events are staged at the park throughout the year. Close by, there is also the smaller park housing the ruins of the Holy Trinity Church, now called Trinity Green.
Further upstream is Preston Park, a 100 acres (40 ha) public park by the River Tees. The park hosts many events each year that attract people from across Teesside and further afield. Preston Hall, once the home of Sir Robert Ropner, is situated within the grounds, and is now a museum. The park also houses 'Butterfly World', an artificial tropical environment housing various species of exotic butterflies and reptiles.
Downstream is Portrack Marsh Nature Reserve, a 50 acres (20 ha) nature reserve by the northern bank of the river between the Tees Barrage and the Tees Viaduct near Portrack housing estate. It is the last remaining wetland on the lower Tees. Ownership of the reserve is divided between the Tees Valley Wildlife Trust and Northumbrian Water, but the reserve is managed by the Tees Valley Wildlife Trust. The western and northern parts of the reserve are mature marsh, while there are a series of man–made ponds in the south east.
The town's main leisure facility is 'Splash', a large wet and dry facility on Church Road which includes a 25m pool with a wave machine and flumes, a learner pool, a spa pool, a two-storey fitness facility, dry multi-activity spaces, a café and Sportwall & dance facilities. The Castlegate Quay Watersports Centre also offers opportunities for sailing and paddling on the River Tees.
Stockton Central Library on Church Road is the largest public library serving the borough of Stockton-on-Tees. Built in 1967, it was fully refurbished in 2011 at a cost of £1.9m. It occupies two floors: the ground floor incorporates Stockton Borough Council's Customer Services Centre, an adult lending library, and a children's library, while the first floor houses the reference library (the central reference department for the borough), a family history suite, a computer suite with free internet access, and the 'Starbooks' café. The library also has conference facilities and an exhibition area.
Stockton is a Church of England deanery of the Archdeaconry of Auckland, in the Diocese of Durham. The churches of St Peter, Stockton Parish Church (St Thomas'), and St Paul are in the town. Holy Trinity Church was built as an Anglican church, later became Greek Orthodox, and was then destroyed by fire in 1991. The ruins remain on site.
Stockton is in the Roman Catholic Diocese of Hexham and Newcastle, and is home to the parishes of St Bede, St Cuthbert, English Martyrs and SS Peter and Paul, St Joseph, St Mary, and St Patrick.
Stockton also has a sizable Muslim population (6,675), with mosques such as Farooq E Azam Mosque and Islamic Centre serving this community. The Farooq E Azam mosque is especially of note, due to the recent council decision to allow the call to prayer, or Adhan, to be played once at week at an agreed volume, the first mosque in the north-east of England to do so.
Stockton Cricket Club was established in 1816, and has been located at the Grangefield Cricket Ground since 1891. The club currently fields three senior teams at weekends in the 1st, 2nd and 3rd Divisions of the Dukes North East Premier League.
Stockton Football Club existed from 1882 until it folded in 1975. They played at the Victoria Ground which also held greyhound racing (one of two venues in the town to do so along with Belle Vue Park). The club's assets were transferred to Norton Cricket Club, who subsequently founded the Norton & Stockton Ancients Football Club. There are two other football clubs in the town. Stockton Town F.C. play in the Northern Premier League Division One East after consecutive promotions winning the Wearside League in 2016 and Northern League Division 2 in 2017. Meanwhile, Stockton West End currently play in the North Riding Football League Premier Division.
Stockton Rugby Club, established in 1873, is the local Rugby Union team. Home games are now played at the Grangefield Ground following a community partnership agreement with Stockton Cricket club and Grangefield Academy in 2015.
People born in Stockton include:
Francis Arthur Bainbridge, physiologist
Matthew Bates, footballer
Jamie Bell, actor
Neal Bishop, footballer
C. J. Bolland, electronic music producer in Belgium
Daniel Casey, actor
Lee Cattermole, footballer
Ivy Close, actress
Edward Cooper, soldier, recipient of the Victoria Cross.
Brass Crosby, Lord Mayor of London
Freddie Dixon, motorcycle and car racing driver
Lesley Duncan, pop singer-songwriter
Maurice Elvey, film director
Charles Foulkes, Canadian Army officer who served in the Second World War and became a four-star general
Jonathan Franks, footballer
James Gaddas, actor
Martin Gray, footballer
Will Hay, comic actor
Frank Hawley, Japanologist (1906–1961).
Richard Anthony Hewson, jazz-funk music producer
Thomas Hornby, cricketer
Peter Howells, cricketer
Robert Icke, director and writer
David Ingman, engineer, Chairman of the British Waterways Board 1987–1993
Heather Ingman, Professor of English, novelist and journalist
Jimmy James, comedian
Richard Kilty, sprinter
Macaulay Langstaff, footballer
Jordan Nobbs, footballer
Geoff Parling, England and British and Irish Lions rugby player
Luke Pearson, cartoonist
Colin Renfrew, archaeologist
Joseph Ritson, literary critic and editor
Franc Roddam, film director/producer
Graham Rowntree, England rugby player
Thomas Sheraton, furniture designer
Michael Short, Professor of Engineering and author
Paul Smith, singer in rock band Maxïmo Park
Peter Smithson, architect
Calvert Spensley, American politician
Bill Steer, co-founder and lead guitarist of extreme metal band Carcass
Jeremy Swift, actor
Bruce Thomas, new wave bass guitar backing musician
Denis Thwaites, footballer murdered in the 2015 Sousse attacks
Stephen Tompkinson, actor
Lee Turnbull, footballer
John Walker, inventor of the friction match
Eric Young, footballer
Other notable residents include:
Duncan Bannatyne, entrepreneur, moved to Stockton when he was 30, before he made his fortune.
William Christopher, Hudson's Bay Company captain and explorer
Alan Davey, former civil servant, council administrator and BBC Radio 3 controller
Elizabeth Estensen, actress
Don Heath, footballer, winner of the 1968–69 League Cup
Harold Macmillan, MP for Stockton (1924–29, 1931–45), later Prime Minister (1957–63), invested as Earl of Stockton (1984)
Michael Marks, founder of Marks & Spencer, started his business career in Stockton in 1883.
George Orwell, author, resided for a year (1944–45) in Greystones, near Carlton, a village in the borough.
Bill Rodgers, Baron Rodgers of Quarry Bank, MP for the town (1962–83), co-founder of the SDP
Ridley Scott and Tony Scott, film directors, both lived in Stockton during their youth.
Create a card using ONLY CREAM, RED, GOLD. No other colors. Christmas theme is not required. www.flickr.com/groups/heroarts/discuss/72157632030518707/...
HA CG140 Poppy Background
HA CL511 Sweet Threads Thank You
Versamark ink embossed in clear detail powder on watercolor paper for texture.
Buffed with HA Red Royal mid tone ink
Sentiment stamped in Gold pigment ink and embossed with detail gold powder.
Mounted on Gold CS, tied with gold mesh ribbon and layered onto Neenah Ivory CS.
Seriously need to work on my embossing skills and/or replace my pigment inks.
From the collection of Jessica H. Jaeger.
Front Cover Play Suit . . . New "Iron-Not" Cotton, a nationally advertised fabric finish that requires no ironing; washable. The long stemmed floral print lends itself perfectly to the dirndl style. Appliqued flower atop the button front Play Suit; action-free front pleats, gathered yoke, darted waist, one hip pocket, self belt. Full swinging separate dirndl Skirt has curved waistband, built up in front; wide tie-back sash; button waistband and placket.
Color: Bright print on Natural.
Misses' Sizes: 12, 14, 16, 18.
Play Suit and Skirt. 2 Pieces $4.75
Jumper Hits of California. Live in them, team them with your blouses. Both Dress and Slacks have surplice top, soft gathering at shoulders and fitted waistband . Self belt, metal buckle.The blouse is not included.
Misses' Sizes: 12, 14, 16, 18.
1 -Pc. Jumper Dress; 2-ply Acetate and Spun Rayon. Button fly front. Abt. 41-in. Advise dry clean.
Colors: Med. Blue, Saddle Tan $3.98
Jumper Slacks of Spun Rayon Gabardine. Practical one-piecer with neat fly front. Washable.
Colors: Navy Blue or Turf Tan. $3.98
The Blouse . . . Soft Rayon Crepe in a huge new floral print. Convertible collar, darted waist. Washable.
Prints: Red or Med. Blue with White.
Misses' Sizes: 32, 34, 36, 38-in. bust. $1.98
The Slacks . . . Leading trend for 1942. Zip placket, button waistband, self belt, leather-like tabs. Abt. 42 in.
Misses' Sizes: 24, 26, 28, 30, 32-in. waist.
"Strutter," Acetate & Spun Rayon. Dry clean. Navy, Saddle Tan, Med. Blue. $3.98
Spun Rayon Gabardine Slacks. Washable. Navy or Turf Tan. $2.98
New "Broad Ribs." 4-ply mercerized Cotton. Elastic top. White, Beige, Dusty Pink, Larkspur (med.) Blue, Navy, Yellow. 1/2 sizes: 9 to 11.
$.39 Pr.
$3 Prs. $1.14
Play Shoe --- Blue Denim; White or Beige cotton Linette. Contrasting trim. Leather soles. 3/4-in. heels.
C (medium) width. All sizes: 3 1/2 to 8.
Color: Blue Denim, striped trim; Beige, Brown trim; White, Red trim. $1.66
Turban. Cotton mesh. Drapes easily. Abt. 30 in. tip to tip. Fits all headsizes. Colors: Lt. Blue, Red, White.
$.59
Back in 1992, a family friend required pictures of his car following a collision. It was a 1988 Lada Samara SL which the DVLA has as being on the road until August 2000. Once a common enough type, just four were licensed at the end of 2015, with seven more on SORN.
Pentax K1000/50mm
Ilford FP4
The bulker Maine Dream, making a hard left turn with the assistance of the tug Millennium Falcon, lining up for the Southampton Shoal Channel.
San Francisco Bay
For the man who allowed human beings to breath underwater, he required a watch who could keep up to immense pressures and prolonged underwater exposure. Omega worked with Jacques Cousteau in developing the ProPlof (Prolongeur Professional) in the 70’s and it took four years of development. It was ground-breaking in its release and with this reissue, the performance just got better. The same, imposing one-piece stainless steel case still protects the workings of the watch. The water resistance is doubled in the new ProPlof, from 600 meters to 1200. Movement is an in-house co-axial Caliber 8500 and the coaxial movement means better accuracy, reliability, and longer times in-between watch servicing. The sapphire bezel is protected by a safety lock so no accidental bezel movements and resetting of dive times. A shark-proof bracelet, just like the ones that Cousteau wore will adorn the new ProPlof, but we don’t recommend using your watch as bait.
You need to win a lottery to win 1 of 20 permits to go visit this hellish but exquisitely beautiful landscape. The permits are required to preserve the beauty of the fragile landscape. Weather changes every few minutes, you can slip or fall at any turn. The high altitude makes it hard to breath. But the pictures come out great even if you don't compose !