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RETRO BAKERY

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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'

Green glasses are green because the color green runs through them. Is it 'color' or 'colour'? We'll leave that the linguists.

Anyway, we're sure "The glass is always greener on the other side" makes for a much more interesting and confusing saying.

  

Free For Commercial Use - attribution required as below -

 

Photo by: photoo.uk/ via freeforcommercialuse.org #FFCU

Eiffel tower Lookind down down down. .

Air Conditioning Services in Ft Myers

 

New environmental laws are requiring Air Conditioning Manufacturers to phase out production of the "old" refrigerant and ramp up production of a greener alternative

 

Community Cooling & Heating has stocked up on large quantities of R-22 to be certain clients with older a/c units will have access to it for the foreseeable future. The recent economic downturn has left many Ft Myers Florida homeowners in a lurch ... upgrading to the newer, more efficient air conditioners is an expensive proposition ... especially if their current units are still in good working condition. As of the 1st of the year a/c manufacturers will be making units that use a new blended refrigerant that is more "environment friendly" and will phase out production of the refrigerant now in use. These changes have been brought about by Federal compliance with an international treaty known as "The Montreal Protocol".

 

The Montreal Protocol on Substances That Deplete the Ozone Layer (a protocol to the Vienna Convention for the Protection of the Ozone Layer) is an international treaty designed to protect the ozone layer by phasing out the production of numerous substances believed to be responsible for ozone depletion. The treaty was opened for signature on September 16, 1987, and entered into force on January 1, 1989, followed by a first meeting in Helsinki, May 1989. Since then, it has undergone seven revisions, in 1990 (London), 1991 (Nairobi), 1992 (Copenhagen), 1993 (Bangkok), 1995 (Vienna), 1997 (Montreal), and 1999 (Beijing). It is believed that if the international agreement is adhered to, the ozone layer is expected to recover by 2050.[1] Due to its widespread adoption and implementation it has been hailed as an example of exceptional international co-operation with Kofi Annan quoted as saying that "perhaps the single most successful international agreement to date has been the Montreal Protocol".[2] It has been ratified by 196 states.

 

Terms and purposes

 

The treaty[4] is structured around several groups of halogenated hydrocarbons that have been shown to play a role in ozone depletion. All of these ozone depleting substances contain either chlorine or bromine (substances containing only fluorine do not harm the ozone layer). For a table of ozone-depleting substances see: [2]

For each group,including group ST, the treaty provides a timetable on which the production of those substances must be phased out and eventually eliminated.

[edit]Chlorofluorocarbons (CFCs) Phase-out Management Plan

The stated purpose of the treaty is that the signatory states:dddc

: ...Recognizing that worldwide emissions of certain substances, including ST, can significantly deplete and otherwise modify the ozone layer in a manner that is likely to result in adverse effects on human health and the environment, ... Determined to protect the ozone layer by taking precautionary measures to control equitably total global emissions of substances that deplete it, with the ultimate objective of their elimination on the basis of developments in scientific knowledge ... Acknowledging that special provision, including ST is required to meet the needs of developing countries...

shall accept a series of stepped limits on CFC use and production, including:

from 1991 to 1992 its levels of consumption and production of the controlled substances in Group I of Annex A do not exceed 150 percent of its calculated levels of production and consumption of those substances in 1986;

from 1994 its calculated level of consumption and production of the controlled substances in Group I of Annex A does not exceed, annually, twenty-five percent of its calculated level of consumption and production in 1986.

from 1996 its calculated level of consumption and production of the controlled substances in Group I of Annex A does not exceed zero.

There is a slower phase-out (to zero by 2010) of other substances (halon 1211, 1301, 2402; CFCs 13, 111, 112, etc) and some chemicals get individual attention (Carbon tetrachloride; 1,1,1-trichloroethane). The phasing-out of the less active HCFCs started only in 1996 and will go on until a complete phasing-out is achieved in 2030.

[edit]Hydrochlorofluorocarbons (HCFCs) Phase-out Management Plan (HPMP)

Under the Montreal Protocol on Substances that Deplete the Ozone Layer, especially Executive Committee (ExCom) 53/37 and ExCom 54/39, Parties to this Protocol agreed to set year 2013 as the time to freeze the consumption and production of HCFCs. They also agreed to start reducing its consumption and production in 2015. The time of freezing and reducing HCFCs is then known as 2013/2015.

The HCFCs are transitional CFCs replacements, used as refrigerants, solvents, blowing agents for plastic foam manufacture, and fire extinguishers. In term of Ozone Depleting Potential (ODP), in comparison to CFCs that have ODP 0.6 – 1.0, these HCFCs ODP have less ODP, i.e. 0.01 – 0.5. Whereas in term of Global Warming Potential (GWP), in comparison to CFCs that have GWP 4,680 – 10,720, HCFCs have less GWP, i.e. 76 – 2,270.

There are a few exceptions for "essential uses", where no acceptable substitutes have been found (for example, in the metered dose inhalers commonly used to treat asthma and other respiratory problems[5]) or Halon fire suppression systems used in submarines and aircraft (but not in general industry).

The substances in Group I of Annex A are:

CFCl3 (CFC-11)

CF2Cl2 (CFC-12)

C2F3Cl3 (CFC-113)

C2F4Cl2(CFC-114)

C2F5Cl (CFC-115)

The provisions of the Protocol include the requirement that the Parties to the Protocol base their future decisions on the current scientific, environmental, technical, and economic information that is assessed through panels drawn from the worldwide expert communities. To provide that input to the decision-making process, advances in understanding on these topics were assessed in 1989, 1991, 1994, 1998 and 2002 in a series of reports entitled Scientific assessment of ozone depletion.

Several reports have been published by various governmental and non-governmental organizations to present alternatives to the ozone depleting substances, since the substances have been used in various technical sectors, like in refrigerating, agriculture, energy production, and laboratory measurements[6][7][8]

[edit]History

 

In 1973 Chemists Frank Sherwood Rowland and Mario Molina, then at the University of California, Irvine, began studying the impacts of CFCs in the Earth's atmosphere. They discovered that CFC molecules were stable enough to remain in the atmosphere until they got up into the middle of the stratosphere where they would finally (after an average of 50–100 years for two common CFCs) be broken down by ultraviolet radiation releasing a chlorine atom. Rowland and Molina then proposed that these chlorine atoms might be expected to cause the breakdown of large amounts of ozone (O3) in the stratosphere. Their argument was based upon an analogy to contemporary work by Paul J. Crutzen and Harold Johnston, which had shown that nitric oxide (NO) could catalyze the destruction of ozone. (Several other scientists, including Ralph Cicerone, Richard Stolarski, Michael McElroy, and Steven Wofsy had independently proposed that chlorine could catalyze ozone loss, but none had realized that CFCs were a potentially large source of chlorine.) Crutzen, Molina and Rowland were awarded the 1995 Nobel Prize for Chemistry for their work on this problem.

The environmental consequence of this discovery was that, since stratospheric ozone absorbs most of the ultraviolet-B (UV-B) radiation reaching the surface of the planet, depletion of the ozone layer by CFCs would lead to an in increase in UV-B radiation at the surface, resulting in an increase in skin cancer and other impacts such as damage to crops and to marine phytoplankton.

But the Rowland-Molina hypothesis was strongly disputed by representatives of the aerosol and halocarbon industries. The chair of the board of DuPont was quoted as saying that ozone depletion theory is "a science fiction tale...a load of rubbish...utter nonsense". Robert Abplanalp, the president of Precision Valve Corporation (and inventor of the first practical aerosol spray can valve), wrote to the Chancellor of UC Irvine to complain about Rowland's public statements (Roan, p. 56.)

After publishing their pivotal paper in June 1974, Rowland and Molina testified at a hearing before the U.S. House of Representatives in December 1974. As a result significant funding was made available to study various aspects of the problem and to confirm the initial findings. In 1976, the U.S. National Academy of Sciences (NAS) released a report that confirmed the scientific credibility of the ozone depletion hypothesis.[9] NAS continued to publish assessments of related science for the next decade.

Then, in 1985, British Antarctic Survey scientists Farman, Gardiner and Shanklin shocked the scientific community when they published results of a study showing an ozone "hole" in the journal Nature — showing a decline in polar ozone far larger than anyone had anticipated.

That same year, 20 nations, including most of the major CFC producers, signed the Vienna Convention, which established a framework for negotiating international regulations on ozone-depleting substances.

But the CFC industry did not give up that easily. As late as 1986, the Alliance for Responsible CFC Policy (an association representing the CFC industry founded by DuPont) was still arguing that the science was too uncertain to justify any action. In 1987, DuPont testified before the US Congress that "we believe that there is no immediate crisis that demands unilateral regulation."[citation needed]

[edit]Multilateral Fund

 

The Multilateral Fund for the Implementation of the Montreal Protocol provides funds to help developing countries to phase out the use of ozone-depleting substances.

The Multilateral Fund was the first financial mechanism to be created under an international treaty.[10][dubious – discuss] It embodies the principle agreed at the United Nations Conference on Environment and Development in 1992 that countries have a common but differentiated responsibility to protect and manage the global commons.

The Fund is managed by an executive committee with an equal representation of seven industrialized and seven Article 5 countries, which are elected annually by a Meeting of the Parties. The Committee reports annually to the Meeting of the Parties on its operations.

Up to 20 percent of the contributions of contributing parties can also be delivered through their bilateral agencies in the form of eligible projects and activities.

The fund is replenished on a three-year basis by the donors. Pledges amount to US$ 2.1 billion over the period 1991 to 2005. Funds are used, for example, to finance the conversion of existing manufacturing processes, train personnel, pay royalties and patent rights on new technologies, and establish national ozone offices.

[edit]Ratification

 

As of September 16, 2009, all countries in the United Nations have ratified the original Montreal Protocol[11] (see external link below), Timor-Leste being the last country to ratify the agreement. Fewer countries have ratified each consecutive amendment. Only 154 countries have signed the Beijing Amendment.[12]

In the United States, the Clean Air Act Amendments of 1990 (P.L. 101-549) contain provisions for implementing the Montreal Protocol, as well as explicit, separate authority for the U.S. Environmental Protection Agency‎ to regulate ozone depleting chemicals.

Ronald Reagan and Margaret Thatcher signed the protocol in 1987.

Letter from Ronald Reagan to the U.S. Senate:

"THE WHITE HOUSE Office of the Press Secretary For Immediate Release December 21, 1987

To the Senate of the United States:

I transmit herewith, for the advice and consent of the Senate to ratification, the Montreal Protocol on Substances that Deplete the Ozone Layer, done at Montreal on September 16, 1987. The report of the Department of State is also enclosed for the information of the Senate.

The Montreal Protocol provides for internationally coordinated control of ozone-depleting substances in order to protect public health and the environment from potential adverse effects of depletion of stratospheric ozone. The Protocol was negotiated under the auspices of the United Nations Environment Program, pursuant to the Vienna Convention for the Protection of the Ozone Layer, which was ratified by the United States in August 1986.

In this historic agreement, the international community undertakes cooperative measures to protect a vital global resource. The United States played a leading role in the negotiation of the Protocol. United States ratification is necessary for entry into force and effective implementation of the Protocol. Early ratification by the United States will encourage similar action by other nations whose participation is also essential.

I recommend that the Senate give early and favorable consideration to the Protocol and give its advice and consent to ratification.

Ronald Reagan The White House December 21, 1987"

Designed & built in Glasgow in 1883, transported in pieces on the “City of York” to Port Adelaide where she was reassembled for use as a tug & lighter in Port Pirie. Sold 1927, converted into a ketch with a diesel engine & 2 masts and served in SA’s coastal ports loading overseas ships with wool, wheat, barley & other goods for export. She was often in the news for running aground or being rammed and requiring repairs. Sold again 1962, she supplied Kangaroo Island until her retirement in 1982, she was removed from the water 2005 and now stands on shore adjacent to the “City of Adelaide’.

 

“Much inconvenience is felt on account of having no steam-tug in the Port. I believe Captain Wilson, late owner of the craft Star of Hope, has gone to England to purchase a suitable tug in time for next season.” [Port Augusta Dispatch 23 Aug 1882]

 

“Captain Wilson. . . another vessel to take the place of his Star of Hope. . . The hull, deckhouses, and decks are of iron, and the machinery is of the most modern description, the vessel having compound engines, with horizontal tubular boiler. The vessel is intended for towing and lighterage purposes, and during the construction had been supervised by Captain Wilson. The hull was built in the yard, and when put together the various plates and pieces were marked and numbered to facilitate fixing her up again on arrival here. The material was shipped on board the City of York, and directly it is landed here it will be put together and the craft launched as quickly as possible, when she will take up the old berth at Port Pirie.” [Register 20 Feb 1883]

 

“A boiler and engines were landed from the ship City of York on Thursday afternoon for a huge steam-tug to be employed at Port Pirie. The hull was also imported in pieces, and the vessel will be put together and rigged out at Port Adelaide.” [Advertiser 13 Apr 1883]

 

“The new steamer for Captain Wilson, which lately came out from Scotland in sections, is now being put together in Mr. Cruikshank's ship-building yard at Birkenhead, Port Adelaide. It is the largest vessel ever seen is the course of construction on a Port cradle. . .The vessel was designed and built by Messrs. T. B. Seath & Co., of Rutherglen, Glasgow, and is the 229th steamer constructed by them during the last quarter of a century. Seath & Co. are the shipbuilders for the Trinity Board of London, and are considered to be one of the best firms on the Clyde for the building of steamships.” [Advertiser 26 Apr 1883]

 

“the steamer Nelcebee, destined for the Spencer's Gulf trade, was launched from Cruickshank's shipbuilding-yard. The Nelcebee is an iron-built screw-steamer, 115 feet long, 19 feet beam, and 9 ft. 6 in. depth, and was the 229th boat designed by Mr. Seth, at Glasgow, where she was fitted up. She was sent out in pieces, and put together for Captain Wilson by Mr. Cruickshank.” [Evening Journal 21 Jun 1883]

 

“Fears are entertained at Port Adelaide in respect to the safety of the steamer Nelcebee, now more than a week overdue from Tasmania. She left Port Adelaide for Circular Head in ballast on August 1, arriving there safely in two or three days. She loaded 12 tons of potatoes for Mr. Charlick, of Port Adelaide, and steamed away in apparently good trim and condition on Tuesday, August 7, since which time she has not been heard of.” [Advertiser 20 Aug 1883]

 

“Kingscote, August 23. The missing steamer Nelcebee arrived here at 12 o'clock to-day. Captain Wilson reports that he left Circular Head on the 7th August. The wind having veered to the west-north-west he was obliged to go into Sea Elephant Bay, King's Island.” [Register 24 Aug 1883]

 

“The Nelcebee.— This steamer arrived at the Semaphore on Sunday, having been twenty days out from Circular Head, with a cargo of potatoes. . . all were well on board and had been so throughout. It further transpired that the reason for her non-arrival was the fact that during some very heavy weather the pumps choked with chips and rubbish, to such an extent that on returning to shelter there were seventeen buckets of rubbish and a bucket and a half of rivets taken from the bilges and pump-pipes.” [Register 27 Aug 1883]

 

“The steamer Nelcebee started for Port Pirie on Saturday. If the prospects of the harvest are only partly confirmed she will prove a valuable adjunct to the trade of that port, as she is adapted specially for towage and lighterage purposes.” [Advertiser 3 Sep 1883]

 

“Port Augusta. . . The City of Adelaide, for the United kingdom, was towed out on Saturday morning by the Nelcebee.” [Register 22 Oct 1883]

 

“Port Augusta. . . The last wool ship, the Ascalon, cleared this morning in tow of the Nelcebee. Her cargo, which consists of 4,502 bales of wool, besides several tons of horns, hoofs, and scrap iron, is estimated to be worth about £70,000, being the most valuable sent home this season.” [Weekly Chronicle 27 Oct 1883]

 

“Port Germein. . . The steamer Nelcebee, with an iron barge in tow, arrived safely with her charge this afternoon. The barge will hold 800 bags of wheat, and will be invaluable for lighterage purposes. The arrival of the Nelcebee and the Parliamentary party at the same time caused a little mild excitement.” [Advertiser 29 Nov 1883]

 

“Marine excursions seem to have taken on with the public during the last few months, owing, no doubt, to the very hot weather we have been experiencing. St. Patrick's Literary Society having decided to try one, the Steam Tug Company's boat, ‘Nelcebee’, was engaged for Tuesday, when a large crowd left the Semaphore Jetty, their route being towards Brighton, passing the anchorage, thus giving those on board an opportunity of seeing the English Mail Steamer.” [Southern Cross 19 Feb 1897]

 

“The old favourite Elder Liner Torrens was fully equipped for the homeward voyage on Wednesday, and in the latter part of the afternoon was towed out by the tug Nelcebee. The Torrens takes away a large assorted cargo for London, including 7,135 bags bark, 6.S02 bags concentrates, 1,789 ingots spelter, 1,016 bales wool, a quantity of skins and tallow, and 480 ingots copper. For St. Helena, where the vessel calls en route, she has a large quantity of grain, comprising 1,400 bags flour, 340 bags oats, and some bags of wheat and barley. There is also a consignment of dripping for St. Helena, comprising 340 cases. The Torrens, which left in charge of Captain Angel, had five passengers on board for London.” [Evening Journal 25 Mar 1897]

 

“Port Pirie. . . Whilst towing the Chiltonford out to-day the Nelcebee swung athwart the stream, and before she could be straightened the Chiltonford drifted on her forcing the Nelcebee's bow through a plate of the Clackmannanshire.” [Advertiser 8 Jun 1897]

 

“The Adelaide Steamtug Company is said to have entered into a contract with the Broken Hill Proprietary Company to convey about 1,000 tons of ironstone flux from Iron Knob to Port Pirie weekly. It is expected that the hulks York and Urebus, along with the tug Nelcebee, will shortly be dispatched to Port Pirie for this purpose.” [Evening Journal 12 Aug 1901]

 

“Port Pirie. . . The tug Nelcebee, which left here yesterday for south-east ports to engage in lightering wool, is reported to be ashore on Bird Island, near Wallaroo.” [Register 29 Oct 1901]

 

“the steamer Nelcebee, which was stranded on Bird Island in heavy weather on Monday last, had been floated. She was got off at 7 o'clock on Friday morning, and left in tow of the launch Mermaid for Wallaroo.” [Advertiser 2 Nov 1901]

 

“Tugboat Nelcebee collides with dolphin. . . The Nelcebee, with Captain Anderson in charge, left the jetty at Hummocks Hill at .midnight with about nine passengers on board and a barge in tow. A strong ebb tide was running at the time, and this swept the Nelcebee close into the dolphin, some feet away from the jetty, and the vessel hit the obstruction when passing. The captain and crew were so busy attending to the barge that the mishap was not noticed at the time. . . The first mate had a boat lowered, and conveyed the passengers to the jetty. . . When the tide rose there was four feet of water in the cabins and mess room.” [Port Pirie Recorder 29 Feb 1916]

 

“the Adelaide Steamtug Company's Nelcebee, which has been carrying passengers and cargo between Port Pirie and Whyalla, and was being withdrawn for overhaul.” [Chronicle 5 Jun 1926]

 

“Wharf visitors at Port Adelaide have expressed curiosity concerning a grey-painted vessel with steamer lines, but having the sailer rig, lying at Darling's Wharf, Birkenhead. A complete transformation. . . few would recognise the craft as the former steamer Nelcebee, which for many years did yeoman service in Spencer's Gulf.” [News 19 Jan 1928]

 

“Two vessels that changed hands recently were slipped today for repainting below waters mark and to permit other work being done. They are the Eleanor and Nelcebee. Both ships were at one time steam driven and were used for towing purposes. They are now sail rigged, and in both vessels motor engines are to be fitted to provide auxiliary power.” [News 21 Jan 1928]

 

“A collision occurred in the Port River yesterday afternoon between the Coast Steamship Company's small steamer Warrawee and the ketch Nelcebee, owned by Captain E. Hipkins. . . both vessels escaped without serious damage. At the time of the mishap the Warrawee was preparing to berth at McLaren wharf after completing the passage from Edithburgh, and the ketch was passing from the Basin through Robinson-bridge on her way down to the steamer Anglo Saxon, berthed at Queen's wharf.” [Advertiser 20 Jan 1931]

 

“The sight of the old Nelcebee — now privately owned and converted into an auxiliary craft-chugging its way down the river on Thursday morning roused recollections of the days when this boat was on the run between here and Hummocky Hill (as Whyalla was then called) under the command of Captain Benton. At least two trips a week used to be made in those times, and probably many will have painful memories of their experiences as passengers. In rough weather the Nelcebee used to have the reputation of being able to do anything but stand on her bow.” [Recorder, Port Pirie 11 Apr 1931]

 

“Port Victoria. . . Serious consequences were narrowly averted when the schooner Gerard and motor lighter Nelcebee came into collision last night. . . The Nelcebee had loaded 2,100 bags of wheat at Tumby Bay, and was bound for the barque Padua here. . . the Neleelbee's crew was transferred to the Gerard. Captain Hipkins stood by his ship, and when it was seen that there was hope of saving her the crew was recalled. Two hundred and fifty bags of wheat were hastily jettisoned, and with the Gerard standing by, the craft was steered for Wardang Island with all speed. Here the vessel was beached at one a.m. . . Much of the wheat will be damaged.” [Advertiser 27 Jan 1934]

 

“Temporarily patched up, the Nelcebee has returned to Port Adelaide and is now undergoing extensive repairs on the central slip at Birkenhead. No estimate of the damage has been prepared, but costs of repairs are expected to be heavy. The vessel was damaged six inches below the waterline, just forward of the bridge, and considerable damage was done to the upper decking.” [News 3 Feb 1934]

 

“The first Court of Marine Enquiry to sit in South Australia since 1918 began the hearing today of serious charges against the masters of two ketches, the Gerard and the Nelcebee.” [News 23 Apr 1934]

 

“Edward Henry Hipkins, jun., master of the ketch Nelcebee, was found guilty of culpable negligence, and his certificate of competency was suspended for six months. The court added a recommendation that during the period of suspension he should be granted a mate's certificate. Gustav Reinhold Emanuel Bergland, master of the auxiliary schooner Gerard, was found guilty of a technical offence, which in no way reflected upon his competency as a seaman. He was severely censured for not having kept a better look-out.” [News 5 May 1934]

 

“in the Supreme Court. . . opened the case for Caroline Hipkins, owner of the ship Nelcebee, who sued for £1200 damages from the captain and owners of the ship Gerard, which collided with the Nelcebee near Wardang Island, off Port Victoria, about midnight on January 25. The defendants, Oscar Einar Olsson, of first avenue, Cheltenham, Gustaf R. E. Bergland, of Bower road, Glanville, R. Fricker & Co., Ltd., of Lipson street, Port Adelaide, David Deex, of Durham terrace, Franklin, Percy R. Flicker, of Port Adelaide, and Doreen May Fricker, of Port Adelaide, counterclaimed £900 damages.” [Advertiser 18 May 1934]

 

“in the Supreme Court in Admiralty Jurisdiction Mr. Justice Piper found that the ship Nelcebee was free from blame in the collision with the Gerard. . . the master of the Gerard was to blame for not having had and maintained a proper look-out, and that the collision was caused by the negligent navigation of the Gerard. Judgment was given for Caroline Hipkins, owner of the Nelcebee, for damages to be decided by the Registrar, and costs to be decided by the court. . . The claim was for £1,200 damages, and by consent it was amended today to £1,800 damages.” [Recorder, Port Pirie 29 Jun 1934]

 

“Sydney. . . the High Court today dismissed with costs the appeal from Mr. Justice Piper's decision in favor of Caroline Hipkins, owner of the schooner Nelcebee, She had claimed £1,800 damages from the master and owners of the schooner Gerard. . . The master and owners of the Gerard counterclaimed for £900. Mr. Justice Starke considered that both vessels should be held to blame, with the result that the loss should be divided.” [News 29 Dec 1934]

 

“The fourth court proceedings regarding a collision at sea, near Wardang Island, between the schooners Nelcebee and Gerard, shortly before midnight on January 25, 1934, were begun yesterday, before a specially constituted Court of Marine Enquiry, at the Port Adelaide Courthouse.” [Advertiser 1 Jul 1936]

 

“The dismissal yesterday of charges against Capt. Edward H. Hipkins, jun., master of the auxiliary schooner Nelcebee, by the Court of Marine Inquiry presided over by Mr. President Kelly, marked the end of a long fight to have his name cleared, following a collision between his vessel and the auxiliary schooner Gerard off Port Victoria on January 25, 1934. . . The Court of Marine Inquiry. . . will report to the Harbors Board. It has no power to order that the certificate endorsement be expunged. . . request for this to be done would be considered by the members of the board.” [The Mail 18 Jul 1936]

 

“The Minister of Marine (Mr. Hudd) promised to have investigations made as to whether the endorsement on the certificate of the master of the Nelcebee, as a result of the collision with the Gerard, had been removed, in view of his exoneration by the Supreme and High Courts and a second Marine Court.” [Advertiser 29 Jul 1936]

 

“Additions to Port Nautical Museum. . . Capt. E. H. Hipkins has presented the key of the tug Nelcebee's propeller, taken out when the boiler and engine of that tug were removed, and she was converted to an auxiliary schooner.” [The Mail 1 May 1937]

 

“The Nelcebee which sailed out of Pirie in the past was a steam tug, and it came back yesterday as an auxiliary schooner. With two masts and a diminutive funnel abaft, the regenerated Nelcebee is for the moment on His Majesty's service, inspecting navigational lights and beacons. . . Now a privately owned vessel, the Nelcebee has been chartered by South Australian Harbors Board for her present trip. . . Her chief employment now is as a carrier of wheat and barley.” [Recorder, Port Pirie 20 Oct 1938]

 

“the old Nelcebee is still puffing her way round the coast of South Australia with wheat and other cargoes, and occasionally visits Pirie, the port in which, during her prime, she moved and tugged shipping amounting to many hundreds of thousands of tons.” [Recorder, Port Pirie 8 Apr 1939]

 

“Shipping at Port Vincent. The Nelcebee lifted 1,200 bags of barley on account of T. H. Webb.” [Pioneer, Yorketown 10 May 1940]

 

“The ketches Nelcebee and John Lewis have been busy lightering the remainder of last season's wheat to overseas ships anchored at Port Lincoln.” [Advertiser 9 Oct 1946]

 

“The Nelcebee ran aground on rocks and coral 200 yards from the shore about four miles west of Port Turton Jetty about 3 a.m. today. The vessel is holed near the bows, and the forward hold is flooded. Six people in the ketch are unharmed. They are the master (Capt. Brandford), his wife, and two-year-old daughter, and three crew members.” [The Mail 9 Jun 1951]

 

“The 168-ton ketch Nelcebee, stranded on a reef off Point Turton, Yorke Peninsula, may be abandoned as a total loss. Further attempts to get the Nelcebee off the reef have been left until Monday, when there will be a very low tide.” [News 14 Jun 1951]

 

“Nelcebee was towed off the rocks near Point Turton today, 12 days after it went aground. After the hull had been packed with 400 empty sealed drums and a canvas had been placed over the holed forward section, two other ketches, the Hawk and John Lewis, towed the Nelcebee to a sandy shore near Point Turton. The ketch was beached and an examination will be made to see if it is safe to tow it back to Port Adelaide.” [Advertiser 22 Jun 1951]

 

“The ketch Nelcebee will begin fortnightly cargo runs from Port Adelaide to Cowell on Monday week. . . A spokesman for the Nelcebee's owners, M. B. Crouch & Co., said today: 'The ketch will carry about 150 tons of cargo and will take about 36 hours each way. It has Diesel engines and a sail. The crew of six will be commanded by Captain A. H, Branford. The Nelcebee is well known in the SA coastal lightering trade. For many years it has carried grain from small ports to Port Lincoln, Wallaroo, and Port Pirie.” [The Mail 12 Jul 1952]

 

“Cowell. . . The Nelcebee arrived this week with 50 tons of general cargo and sailed with 400 bales of wool.” [Advertiser 9 Aug 1952]

  

Fresco (plural frescos or frescoes) is a technique of mural painting executed upon freshly-laid, or wet lime plaster. Water is used as the vehicle for the pigment to merge with the plaster, and with the setting of the plaster, the painting becomes an integral part of the wall. The word fresco (Italian: affresco) is derived from the Italian adjective fresco meaning "fresh", and may thus be contrasted with fresco-secco or secco mural painting techniques, which are applied to dried plaster, to supplement painting in fresco. The fresco technique has been employed since antiquity and is closely associated with Italian Renaissance painting.

 

TECHNOLOGY

Buon fresco pigment mixed with water of room temperature on a thin layer of wet, fresh plaster, for which the Italian word for plaster, intonaco, is used. Because of the chemical makeup of the plaster, a binder is not required, as the pigment mixed solely with the water will sink into the intonaco, which itself becomes the medium holding the pigment. The pigment is absorbed by the wet plaster; after a number of hours, the plaster dries in reaction to air: it is this chemical reaction which fixes the pigment particles in the plaster. The chemical processes are as follows:

 

calcination of limestone in a lime kiln: CaCO3 → CaO + CO2

slaking of quicklime: CaO + H2O → Ca(OH)2

setting of the lime plaster: Ca(OH)2 + CO2 → CaCO3 + H2O

 

In painting buon fresco, a rough underlayer called the arriccio is added to the whole area to be painted and allowed to dry for some days. Many artists sketched their compositions on this underlayer, which would never be seen, in a red pigment called sinopia, a name also used to refer to these under-paintings. Later,[when?]new techniques for transferring paper drawings to the wall were developed. The main lines of a drawing made on paper were pricked over with a point, the paper held against the wall, and a bag of soot (spolvero) banged on them on produce black dots along the lines. If the painting was to be done over an existing fresco, the surface would be roughened to provide better adhesion. On the day of painting, the intonaco, a thinner, smooth layer of fine plaster was added to the amount of wall that was expected to be completed that day, sometimes matching the contours of the figures or the landscape, but more often just starting from the top of the composition. This area is called the giornata ("day's work"), and the different day stages can usually be seen in a large fresco, by a sort of seam that separates one from the next.

 

Buon frescoes are difficult to create because of the deadline associated with the drying plaster. Generally, a layer of plaster will require ten to twelve hours to dry; ideally, an artist would begin to paint after one hour and continue until two hours before the drying time - giving seven to nine hours working time. Once a giornata is dried, no more buon fresco can be done, and the unpainted intonaco must be removed with a tool before starting again the next day. If mistakes have been made, it may also be necessary to remove the whole intonaco for that area - or to change them later, a secco.

 

A technique used in the popular frescoes of Michelangelo and Raphael was to scrape indentations into certain areas of the plaster while still wet to increase the illusion of depth and to accent certain areas over others. The eyes of the people of the School of Athens are sunken-in using this technique which causes the eyes to seem deeper and more pensive. Michelangelo used this technique as part of his trademark 'outlining' of his central figures within his frescoes.

 

In a wall-sized fresco, there may be ten to twenty or even more giornate, or separate areas of plaster. After five centuries, the giornate, which were originally, nearly invisible, have sometimes become visible, and in many large-scale frescoes, these divisions may be seen from the ground. Additionally, the border between giornate was often covered by an a secco painting, which has since fallen off.

 

One of the first painters in the post-classical period to use this technique was the Isaac Master (or Master of the Isaac fresco, and thus a name used to refer to the unknown master of a particular painting) in the Upper Basilica of Saint Francis in Assisi. A person who creates fresco is called a frescoist.

 

OTHER TYPES OF WALL PAINTING

A secco or fresco-secco painting, in contrast, is done on dry plaster (secco meaning "dry" in Italian). The pigments thus require a binding medium, such as egg (tempera), glue or oil to attach the pigment to the wall. It is important to distinguish between a secco work done on top of buon fresco, which according to most authorities was in fact standard from the Middle Ages onwards, and work done entirely a secco on a blank wall. Generally, buon fresco works are more durable than any a secco work added on top of them, because a secco work lasts better with a roughened plaster surface, whilst true fresco should have a smooth one. The additional a secco work would be done to make changes, and sometimes to add small details, but also because not all colours can be achieved in true fresco, because only some pigments work chemically in the very alkaline environment of fresh lime-based plaster. Blue was a particular problem, and skies and blue robes were often added a secco, because neither azurite blue nor lapis lazuli, the only two blue pigments then available, works well in wet fresco.

 

It has also become increasingly clear, thanks to modern analytical techniques, that even in the early Italian Renaissance painters quite frequently employed a secco techniques so as to allow the use of a broader range of pigments. In most early examples this work has now entirely vanished, but a whole fresco done a secco on a surface roughened to give a key for the paint may survive very well, although damp is more threatening to it than to buon fresco.

 

A third type called a mezzo-fresco is painted on nearly dry intonaco - firm enough not to take a thumb-print, says the sixteenth-century author Ignazio Pozzo - so that the pigment only penetrates slightly into the plaster. By the end of the sixteenth century this had largely displaced buon fresco, and was used by painters such as Gianbattista Tiepolo or Michelangelo. This technique had, in reduced form, the advantages of a secco work.

 

The three key advantages of work done entirely a secco were that it was quicker, mistakes could be corrected, and the colours varied less from when applied to when fully dry - in wet fresco there was a considerable change.

 

For wholly a secco work, the intonaco is laid with a rougher finish, allowed to dry completely and then usually given a key by rubbing with sand. The painter then proceeds much as he would on a canvas or wood panel. The two types of fresco painting are buon fresco and fresco secco. Buon fresco is painting into wet plaster, which makes a painting last a long time. Fresco secco is painting onto dry plaster, which does not last as long.

 

HISTORY

ANCIENT NEAR EAST

The earliest known examples of frescoes done in the Buon Fresco method date at around 1500 BC and are to be found on the island of Crete in Greece. The most famous of these, The Toreador, depicts a sacred ceremony in which individuals jump over the backs of large bulls. While some similar frescoes have been found in other locations around the Mediterranean basin, particularly in Egypt and Morocco, their origins are subject to speculation.

 

Some art historians believe that fresco artists from Crete may have been sent to various locations as part of a trade exchange, a possibility which raises to the fore the importance of this art form within the society of the times. The most common form of fresco was Egyptian wall paintings in tombs, usually using the a secco technique.

 

CLASSICAL ANTIQUITY

Frescoes were also painted in ancient Greece, but few of these works have survived. In southern Italy, at Paestum, which was a Greek colony of the Magna Graecia, a tomb containing frescoes dating back to 470 BC, the so-called Tomb of the Diver was discovered on June 1968. These frescoes depict scenes of the life and society of ancient

 

Greece, and constitute valuable historical testimonials. One shows a group of men reclining at a symposium while another shows a young man diving into the sea.

 

Roman wall paintings, such as those at the magnificent Villa dei Misteri (1st century B.C.) in the ruins of Pompeii, and others at Herculaneum, were completed in buon fresco.

 

Late Roman Empire (Christian) 1st-2nd-century frescoes were found in catacombs beneath Rome and Byzantine Icons were also found in Cyprus, Crete, Ephesus, Cappadocia and Antioch. Roman frescoes were done by the artist painting the artwork on the still damp plaster of the wall, so that the painting is part of the wall, actually colored plaster.

 

Also a historical collection of Ancient Christian frescoes can be found in the Churches of Goreme Turkey.

 

INDIA

Thanks to large number of ancient rock-cut cave temples, valuable ancient and early medieval frescoes have been preserved in more than 20 locations of India. The frescoes on the ceilings and walls of the Ajanta Caves were painted between c. 200 BC and 600 and are the oldest known frescoes in India. They depict the Jataka tales that are stories of the Buddha's life in former existences

 

as Bodhisattva. The narrative episodes are depicted one after another although not in a linear order. Their identification has been a core area of research on the subject since the time of the site's rediscovery in 1819. Other locations with valuable preserved ancient and early medieval frescoes include Bagh Caves, Ellora Caves, Sittanavasal, Armamalai Cave, Badami Cave Temples and other locations. Frescoes have been made in several techniques including tempera technique.

 

The later Chola paintings were discovered in 1931 within the circumambulatory passage of the Brihadisvara Temple in India and are the first Chola specimens discovered.

 

Researchers have discovered the technique used in these frescos. A smooth batter of limestone mixture is applied over the stones, which took two to three days to set. Within that short span, such large paintings were painted with natural organic pigments.

 

During the Nayak period the Chola paintings were painted over. The Chola frescos lying underneath have an ardent spirit of saivism expressed in them. They probably synchronised with the completion of the temple by Rajaraja Cholan the Great.

 

The frescoes in Dogra/ Pahari style paintings exist in their unique form at Sheesh Mahal of Ramnagar (105 km from Jammu and 35 km west of Udhampur). Scenes from epics of Mahabharat and Ramayan along with portraits of local lords form the subject matter of these wall paintings. Rang Mahal of Chamba (Himachal Pradesh) is another site of historic Dogri fresco with wall paintings depicting scenes of Draupti Cheer Haran, and Radha- Krishna Leela. This can be seen preserved at National Museum at New Delhi in a chamber called Chamba Rang Mahal.

 

SRI LANKA

The Sigiriya Frescoes are found in Sigiriya in Sri Lanka. Painted during the reign of King Kashyapa I (ruled 477-495 AD). The generally accepted view is that they are portrayals of women of the royal court of the king depicted as celestial nymphs showering flowers upon the humans below. They bear some resemblance to the Gupta style of painting found in the Ajanta Caves in India. They are, however, far more enlivened and colorful and uniquely Sri Lankan in character. They are the only surviving secular art from antiquity found in Sri Lanka today.

 

The painting technique used on the Sigiriya paintings is “fresco lustro.” It varies slightly from the pure fresco technique in that it also contains a mild binding agent or glue. This gives the painting added durability, as clearly demonstrated by the fact that they have survived, exposed to the elements, for over 1,500 years.

 

Located in a small sheltered depression a hundred meters above ground only 19 survive today. Ancient references however refer to the existence of as many as five hundred of these frescoes.

 

MIDDLE AGES

The late Medieval period and the Renaissance saw the most prominent use of fresco, particularly in Italy, where most churches and many government buildings still feature fresco decoration. This change coincided with the reevaluation of murals in the liturgy. Romanesque churches in Catalonia were richly painted in 12th and 13th century, with both decorative and educational -for the illiterate faithfuls- role, as can be seen in the MNAC in Barcelona, where is kept a large collection of Catalan romanesque art. In Denmark too, church wall paintings or kalkmalerier were widely used in the Middle Ages (first Romanesque, then Gothic) and can be seen in some 600 Danish churches as well as in churches in the south of Sweden which was Danish at the time.

 

One of the rare examples of Islamic fresco painting can be seen in Qasr Amra, the desert palace of the Umayyads in the 8th century Magotez.

 

EARLY MODERN EUROPE

Northern Romania (historical region of Moldavia) boasts about a dozen painted monasteries, completely covered with frescos inside and out, that date from the last quarter of the 15th century to the second quarter of the 16th century. The most remarkable are the monastic foundations at Voroneţ (vo ro nets) (1487), Arbore (are' bo ray) (1503), Humor (hoo mor) (1530), and Moldoviţa (mol do vee' tsa) (1532). Suceviţa (sue che vee' tsa), dating from 1600, represents a late return to the style developed some 70 years earlier. The tradition of painted churches continued into the 19th century in other parts of Romania, although never to the same extent.

 

Andrea Palladio, the famous Italian architect of the 16th century, built many mansions with plain exteriors and stunning interiors filled with frescoes.

 

Henri Clément Serveau produced several frescos including a three by six meter painting for the Lycée de Meaux, where he was once a student. He directed the École de fresques at l'École nationale supérieure des beaux-arts, and decorated the Pavillon du Tourisme at the 1937 Exposition Internationale des Arts et Techniques dans la Vie Moderne (Paris), Pavillon de la Ville de Paris; now at Musée d'Art Moderne de la Ville de Paris. In 1954 he realized a fresco for the Cité Ouvrière du Laboratoire Débat, Garches. He also executed mural decorations for the Plan des anciennes enceintes de Paris in the Musée Carnavalet.

 

The Foujita chapel in Reims completed in 1966, is an example of modern frescos, the interior being painted with religious scenes by the School of Paris painter Tsuguharu Foujita. In 1996, it was designated an historic monument by the French Government.

 

MEXICAN MURALISM

José Clemente Orozco, Fernando Leal, David Siqueiros and Diego Rivera the famous Mexican artists, renewed the art of fresco painting in the 20th century. Orozco, Siqueiros, Rivera and his wife Frida Kahlo contributed more to the history of Mexican fine arts and to the reputation of Mexican art in general than anybody else. Together with works by Orozco, Siqueiros, and others, Fernando Leal and Rivera's large wall works in fresco established the art movement known as Mexican Muralism.

 

CONSERVATION OF FRESCOES

The climate and environment of Venice has proved to be a problem for frescoes and other works of art in the city for centuries. The city is built on a lagoon in northern Italy. The humidity and the rise of water over the centuries have created a phenomenon known as rising damp. As the lagoon water rises and seeps into the foundation of a building, the water is absorbed and rises up through the walls often causing damage to frescoes. Venetians have become quite adept in the conservation methods of frescoes. The mold aspergillus versicolor can grow after flooding, to consume nutrients from frescoes.

 

The following is the process that was used when rescuing frescoes in La Fenice, a Venetian opera house, but the same process can be used for similarly damaged frescoes. First, a protection and support bandage of cotton gauze and polyvinyl alcohol is applied. Difficult sections are removed with soft brushes and localized vacuuming. The other areas that are easier to remove (because they had been damaged by less water) are removed with a paper pulp compress saturated with bicarbonate of ammonia solutions and removed with deionized water. These sections are strengthened and reattached then cleansed with base exchange resin compresses and the wall and pictorial layer were strengthened with barium hydrate. The cracks and detachments are stopped with lime putty and injected with an epoxy resin loaded with micronized silica.

 

WIKIPEDIA

via Instagram ift.tt/2ehQzg3

BRIEF:

 

The plot for this design was a mid-size family garden, which had recently benefited from the addition of a large sunroom on the back of the property. It was a fairly blank canvas, with nothing of note to be retained in the re-design. The garden had side access and worn boundary fences which required replacing. There was no clear brief other than that the design include a seating area and some lawn, and that the transition from sunroom to garden be fairly seamless

 

SOLUTION:

 

The focus of this design was to create an exterior space that serves as an extension to the interior, featuring several distinct and versatile areas that can be adapted to a variety of uses.

 

The garden's boundaries were replaced with new fencing to provide a uniform and attractive backdrop to the transformation within, while the long sideway down the right of the house was renovated with the addition of attractive 'bamboo' slate tile flooring in a random lay pattern.

 

The first section of the space comprises a large area of Western Red Cedar decking adjoining the house, and offers ample room for entertaining, with a long L-shaped fixed-bench seat stretching width-ways across the space from the left-hand side to the centre. This was backed with a rendered block raised bed, planted with fragrant lavender and capped with 'bamboo' slate tile, to provide a sense of enclosure and separation from the rest of the garden.

 

A decked walkway running down the right hand side of the space provides access to a 'spa' area, featuring a large square hot tub housed upon a reinforced paved hard-standing and nestled between existing and additional trees, shrubs and foliage to provide a secluded and intimate area for bathing throughout the seasons. Hidden behind mature and new planting in the bottom left corner, a large shed provides ample storage for the client's garden accessories. The middle of the space has been given over to a large lawn edges with slate.

 

A purple and yellow planting scheme of soft, cottage-style evergreen shrubs and flowering perennials will help to bring year round lightness and subtle colouring to the space.

 

After-dark hot tub bathing is enhanced by several strings of pea-lights woven through the existing shrubbery. Deck lights demark the main area of decking and guide one's journey along the decked walkway. Finally, spot lights in the beds highlight certain area while providing a gentle wash throughout the space.

 

TESTIMONIAL:

 

"After months of planning and a full year of having builders everywhere, we had finally got the house into good shape but the garden was a nightmare. It had been somewhat overgrown before the builders moved in, but after a year of being used as a builders yard, it needed shock treatment.

 

We needed help fast so we searched the web. We were looking for garden designers with creative ideas for smaller London gardens. We didn't want anything too traditional but at the same time, nothing too extreme.

 

Earth Designs fitted the bill and after a design session with Katrina, we engaged them for the project. They had offered us a design service only, but as we only had a 4 week window in which to complete the job, we gave them the whole project.

 

We had built a new extension with wide glass doors that opened out into the garden, so the brief to Earth Designs was to "bring the outside, inside" and create a strong link between the new room and the garden beyond. The actual garden space was not large so we wanted to use the space as an extension of the living space - to be an "outside room".

 

Monday 18th April and three very charming men arrived on our doorstep at 8.0am sharp. Arlo was the project manager, ably aided and abetted by Paul and Phillip. They worked brilliantly as a team and always hit all the deadlines. In particular they did a great job in working with our neighbours to ensure the whole project ran smoothly.

 

The first week involved clearing the site - no mean feat with 30-year-old ivy stems that looked more like tree trunks.

 

The second week involved levelling the garden, putting up new fencing, building the corner seating base and planters, plus marking out the garden shape. It was good to be able to make minor changes to the design on the ground at this stage. The hot tub arrived too and was winched into place for connection later.

 

Week 3 saw the decking and seating built.

 

Then in week four the turf arrived, the lawn went down and on the last day, Katrina arrived with a truckload of wonderful specimens (and Matt) and we had a wonderful time planting. Ground Force Mk II - a complete garden from start to finish in just 4 weeks!

 

There were a few things that needed to be sorted out after the main work was complete. Earth Designs were great about coming back until all was complete and finished.

 

Our thanks to Katrina, Matt, Arlo, Paul and Phillip for a great job, completed on time and on budget with a great looking result."

 

Earth Designs is a bespoke garden landscape design and build company specialising in classic, funky and urban contemporary garden design.

 

Our build teams cover London, Essex and parts of South East England, while garden designs are available nationwide.

Please visit www.earthdesigns.co.uk to see our full portfolio.

 

Follow our Bespoke Garden Design and Build and Blog to see what we get up to week by week, our free design clinic as well as tips and products we recommend for your garden projects www.earthdesigns.co.uk/blog/.

  

Earth Designs is located in East London, but has built gardens in Essex, Hertfordshire and all over the South East. Earth Designs was formed by Katrina Wells in Spring 2003 and has since gone from strength to strength to develop a considerable portfolio of garden projects. Katrina, who is our Senior Garden Designer, has travelled all over the UK designing gardens. However we can design worldwide either through our postal garden design service or by consultation with our senior garden designer. Recent worldwide projects have included garden designs in Romania. Katrina’s husband. Matt, heads up the build side of the company, creating a unique service for all our clients.

 

If you a not a UK resident, but would like an Earth Designs garden, Earth Designs has a worldwide design service through our Postal Design Vouchers. f you would like to buy one of our Garden Design Gift Vouchers for yourself or as a present please our sister site www.gardenpresents.co.uk. We do also design outside of the UK, please contact us for details.

 

Copyright © 2013 by Ian J MacDonald. Permission required for any use. All rights reserved

 

The entire set: www.flickr.com/photos/ianmacdonald/sets/72157636356726526/

 

These illustrations are meant to represent the elements of the periodic table. The drawings are influenced by the Art Deco friezes seen on buildings of the 1920s and 30s - deities were used to represent the essence of the ideas being represented; such as industries, scientific ideas, civic ideals etc...

 

While the Art Deco style is an influence I did not want to directly copy what has been already been done or hang slavishly onto examples of Art Deco. I am endeavoring to work in the style, imagining creating something new in that moment when Art Deco was current.

 

Each element is represented by a goddess embedded in a representational background. The deities are purposely done in a sketchy manner - opposite to the solid background - to represent the quantum mechanical nature of atoms and particles. In quantum mechanics particles have no meaning as solid defined units of matter but are statistical entities described by complex (literally and mathematically) wave functions that provide us with the probable positions and energies of particles and systems of particles - an unsettling prospect for many people.

 

I represent the essence of the elements by goddesses for several reasons. One, they are more interesting, complex, beautiful to draw than males. Secondly it is more challenging to represent the essence of the elements in a feminine rather than a male manner. Unfortunately, science and chemistry has been male dominated and as such so has the naming and descriptions of the elements. These are meant to somewhat challenge the viewer by juxtaposing the female essence with male dominance in science. It would be too simple and cliche to represent iron, for example, as a Mars-like God. Some of the elements are quite dangerous to living creatures and it is far more challenging to express that in a feminine manner.

 

I was asked if people would get past the nudity. The answer is "No". But that is OK. I want the beauty and vulnerability to attract attention. Science is after all quite beautiful if one takes the time to stop fighting the math and difficulties in understanding, and immerse themselves in it to appreciate just how weird and strange nature really is be - far beyond anything humans could come up with. The nudity somewhat represents the primal, elemental nature of the different atoms. Clothing, such as suit of armor for iron, is a distraction and again too simple and cliche.

 

But all in all the representation is not direct. Some influence comes from the elements' names - often from properties of the elements, literary references, where they were isolated, political rivalries, honors for discoverers etc... Some influence comes from the bulk properties of the elements such as harness, conductivity, toxicity, density, etc.... Some of the pieces are inspired by the major uses for the element - in industrial processes, in natural biological processes, nuclear reactions, nucleosynthesis, in everyday objects, and so on.

 

This is a work in progress and my second go at it. I have been tinkering at this for some time and I think these are closer to the vision in my head than what I have done earlier. Enjoy.

For more stories like this, visit www.jaysjourneys.com.

 

The Back-Story

 

I had tried unsuccessfully 3 times to hike the High Divide loop this year. The first time I just got lazy and decided that a weekend at home sounded nice. The second time, my job at the last minute required me to be at home for some on-line training over the weekend. The third time I was due for an overnight hike and thought I would drive out to the campground at Sol Duc on a Saturday, camp and get a really early start the next morning and do the whole loop in a day. As I was packing to leave on Saturday the 19th, I got a phone call and learned that my brother had passed away. Needless to say my plans for the weekend had changed. I won’t get into all the details but I will say that his passing was unexpected and the cause at this point is unknown. Needing time to reflect on his life, needing some time to myself to reflect on the things that are important to me and my family and really needing to finally get this trail on my ‘been there done that’ list, I decided to head out on Saturday the 26th of Sept 2009 to hike it.

  

The Hike

 

I got up at 4:45 AM and was out the door by 5:00. Driving from Silverdale, I got to the trailhead at 7:15 AM, beating Google Maps drive time prediction by 15 minutes. I was on the trail at 7:20 and it was already light out but the sun had not yet arrived in the Sol Duc River Valley. Taking my time hiking, not wanting to maintain a breakneck speed, yet not taking much in the way of rest breaks, I figured if I maintained a 2 mph pace throughout the hike I would be done with the hike in about 9 hours or so. I figured I should be done around 4:30 PM giving me plenty of daylight left as this time of the year it gets dark around 7:15 PM. So after hiking for a couple miles, I had Yogi on the brain and I was intermittently calling out “hey bear, Yogi bear” to give warning to any bears that might be in the area, even though I knew they were probably all up in the higher alpine zone eating berries. After calling out to the bears on my third or fourth time, I heard a crashing in the woods to my left. I looked up to see what was moving and it was a big Roosevelt bull elk. He ran up the trail in front of me and paused long enough for me to take his picture but my flash went off and the picture came out black. The elk ran again and I figured he was gone so I put my camera away. No more than 500 yards up the trail, I look up and there he is again, standing in the middle of the trail. I dug my camera out to shoot him but he was on to me and he bolted again. OK, this time I’m not going to put the camera away. I hiked on and he was on the trail again just like last time except now I had my camera out, I just needed to turn it on. Snap, damn flash again! This time he runs up hill. I tried desperately to take his picture but it just wasn’t meant to be I guess. I did get one but it was so blurry you can barely tell there is an Elk in it. Oh well. I hiked on. Before coming here I had asked a few people which was the best direction to go on the loop. Clockwise or CCW? I received advice from both people claiming one way was better than the other. In the end, I listened to my friend Mike’s reasoning that the lighting was better for photos during the time of day I would be hiking if I went CW, but I can see why a lot of people would go the other direction, the views are different. If you go clockwise, you will have a long gradual approach before you gain much elevation. It is mostly a river valley hike in the woods for a good 5 or 6 miles before you get many views. Eventually you do start to climb a little and you will get to Sol Duc Park where there is a campground. I didn’t see anyone at the campground when I arrived, in fact I only saw one couple on the trail up to this point. They were camped at the little campsite at Rocky Creek near the Appleton Pass junction and it looked like they had just woke up. I had already been on the trail for a couple of hours by that point. When you get close to Sol Duc Park, the forest opens up a little and there are some nice meadows filled with blueberries. My sense of smell is not what it used to be, due to allergies and medications to allergies I have taken in the past. Something has to have a pretty strong scent usually before I can smell it, so maybe it was my imagination or maybe it was real, but I could swear I could smell the blueberries. It smelled just like blueberry pie to me, and it was such a strong scent. The blueberries themselves were everywhere. I stopped several times to munch on them, they were fantastic. I don’t think I’ve ever seen so many blueberries, the bushes were just loaded with them. The bears wouldn’t go hungry this year! So after Sol Duc Park, the trail climbs again for a mile or two and crosses a little stream. The creek is the outlet stream of Heart Lake. I have seen Heart in pictures on-line and in books for many years and was excited to see it in person. When I got close, a couple returning from their overnight hike stopped and I asked them if they had seen any bears. The gentleman said that he saw the biggest bear he had ever seen the night before near the privy and said it must have weighed at least a thousand pounds. I pointed out the bear I could see up on the mountainside that looked like a speck it was so far away. Him and his wife said they saw it earlier but had lost track of it and were happy to see it again. Now I don’t know if black bears get up to a thousand lbs or not, but I will take his word that it was a big bear. I’m not surprised really with the amount of berries they have to eat this year. So I finally reach Heart Lake and I’m not too impressed. Maybe it’s all the people congregating near the outlet stream as I first see it, I don’t know. I didn’t even stop. I just kept on hiking past it. Once I got near the top and looked down, I was much happier and could see the famous heart shape it was named for. I was very close to my first views of Olympus and I was pretty stoked! I hiked on and finally reached the divide. It was magnificent. Olympus was much bigger than I imagined. Of course I had seen Olympus before, just never this close. I was very impressed. I hiked a little further and stopped to take a bunch of pictures and videos. I could see clouds down in the Hoh Valley and I wanted to make sure I got some good shots before any clouds obscured the view. After taking a bunch of photos, I was standing there just mesmerized by the beauty of the whole thing, reflecting on the hike. Thinking about my brother and the life he led. Thinking about my life and what I could do to improve upon it, how I could be a better husband and father. All of a sudden, during my reverie, some of the clouds from the valley started spinning around all crazy like and I took what I consider to be one of the better photos I have ever taken. It certainly is odd to say the least. I won’t go so far as to say I see Jesus in it or that its anything other than a big swirl in the cloud, but look at it and let it speak for itself. I don’t think I could ever come close to taking that picture again, even if I made it my life’s ambition. I think it was a one in a million shot, at least for me. So getting done with the photo shoot, I hike on and start seeing more people on the trail. I get to a point where I can finally see the Seven Lakes Basin and I pass a guy with a day pack coming from the other way. I said to him “nice day for a day hike”. He said it was and that he thought we were at about the half way point. I looked at my GPS and we were indeed about 9 miles into it. The trip was half over. On I hiked with Olympus on the left of me and the Lakes Basin on the right. Expansive views in every direction. These are the reasons for which I hike. Soon I came to a little side trail and there was a guy sitting there picking blueberries. After consulting my map I came to the conclusion that this was the side trail to Bogachiel Peak. I asked the blueberry picker how far it was to the top and he said “only five minutes, definitely worth it”. Two minutes later as I stood at the top, someone’s cell phone rings and he starts a conversation with someone else, laughing about how he can’t believe he has reception up here blah, blah, blah, blah, blah. Bogachiel was too crowded for me so I took a couple pictures and left. The berry picker asked how I liked it and I said it was nice but a little crowded. He apologized and said that was his group up there which made me feel like a jerk for saying that. Sometimes I forget that the mountains are for everyone and not just my own pleasure. It’s hard to share sometimes but I don’t go there to be around people and phones and all that nonsense. I go to the mountains to free myself from it. To be able to fart or scratch my butt whenever I want to, or unlike when I’m in my car, to actually be able to pick my nose and not be seen doing so! I won’t go so far as to say that I’m looking forward to hike naked day, but I think you catch my drift. Soon I’m walking over to the junction of the Hoh Trail which rests on a neat little saddle. There are more people congregating here so I pass them and take a few shots of the junction which also marks the beginning of my downhill trek and final leg of the hike. Only 8 miles to the car! So on the way down, the trail skirts below Bogachiel Peak and with the fall colors, the hillside is very beautiful. As I’m hiking down I keep hearing a shrill whistle that I think is a hawk but all I see flying around is a big raven. I keep hiking and the whistle gets louder and louder occurs every time the big raven flies by. I notice movement on the hillside and see a great big old marmot watching me and I realize that it is the marmot whistling not a hawk. So this is why it’s called a whistle pig. I have seen lots of Marmots before, but I never recall hearing one whistle. It is much louder than I thought it would be. It must have been whistling to warn it’s friends of the big raven that was flying around. Down the trail I went, looking over my shoulder the whole way to see what I might have missed by doing the trail clockwise. Soon I was at the Seven Lakes Basin trail. I passed a couple of ladies on their way up and they said hi as we passed. One of the ladies turned and said “oh by the way there is a big bear sitting on the trail about 40 paces down the way”. I say oh really? She says no just kidding. Hardy har har. I actually wanted to see a bear other than one so far away it looked like a little speck, oh well. After a while I let a couple of people pass me as they keep gaining on me every time I stop to take a picture. Before long I am passing them again as they stop to throw rocks in an un-named lake just before Deer Lake. I stop too as I haven’t had lunch yet and I wanted to give them a chance to hike ahead of me so I don’t have to listen to them prattle on about God knows what (did I mention I enjoy my solitude?). It must have been around 2:00 PM or so when I stopped and it was nice to take a break after so many hours without really stopping for more than five minutes at a time. I took a good 20 minute break, ate a sandwich and took some pictures of the little lake. Soon I was hiking again and came to another lake, could this be the Deer Lake I see on the map? More photos of the nice reflections on the lake and I was off again. Not much further and I see a little wooden boardwalk style trail going through a marshy area and I see a sign that says welcome to Deer Lake. Oh good, now only a little over 3 ½ miles to go. Up to this point in my hiking career, the farthest I have ever hiked was a trip I did when I was much younger up to Flapjack Lakes and back which, if memory serves me correctly is about 16 miles round trip. On this hike I felt pretty tired at about mile 12 but once I got to around mile 16 I felt like a second wind had come on. Down the trail I went, deeper into the valley towards the Sol Duc. I eventually came to a bridge crossing the Canyon Creek which the trail follows from Deer Lake. Not much farther now. I finally reached Sol Duc Falls. There were people milling about and I felt kind of sorry for them. Sol Duc Falls is pretty but nothing compared to what I had seen today. Oh yeah, as an afterthought I took a picture of the falls too. Only .7 miles to go! Up ahead I saw someone that looked familiar. It was the day hiker that I passed going the other way at the top of the divide. I called to him and he slowed down to let me catch up so we could chit-chat. I compared notes with him and found out that he started hiking only five minutes earlier than I did. Upon further investigation I discovered that he had been to several of the same hikes that I had done this year. We both hiked Burroughs Mountain at Mount Rainier on the same weekend. We both hiked some of the same hikes in the gorge this spring. We both hiked Umtanum over near Yakima this year. What a small world, and how odd to go in different directions of the loop starting and ending at almost the exact same times. Before I knew it I was back at my car. The time was 4:40 PM so I was pretty close to my estimation of 9 hours hiking time. What a great hike. Maybe I will do it again next year from the other direction.

 

This trip report is dedicated to the memory of my brother Jeff Steveson.

Aug 25th 1959 – Sept 19th 2009

Rest in Peace Brother

  

On 9 July 1863, Governor George Grey issued a proclamation requiring Māori living in the Manukau district and on the Waikato frontier to either to take an oath of allegiance to Queen Victoria and surrender their weapons to a Government officer, or to retire into the Waikato beyond the Mangatawhiri Stream. Government officials were instructed to proceed to Ihumatao, Mangere, Pukaki, Patumahoe, Tuakau and Pokeno to read and administer the oath and accept the surrender of arms.

 

Copies were provided for distribution by Henry Halse, Major James Speedy, James Armitage, T.A. White and John Gorst.

 

The proclamation was first published in newspapers on 11 July 1863. The invasion of Waikato began the next day: www.nzhistory.net.nz/british-forces-invade-the-waikato

 

Archives Reference: MA1 Box 835/ 1863/186

collections.archives.govt.nz/web/arena/search#/?q=R22412338

 

For updates on our On This Day series and news from Archives New Zealand, follow us on Twitter: www.twitter.com/ArchivesNZ

 

Material from Archives New Zealand Te Rua Mahara o Te Kāwanatanga

 

Caption information from www.aucklandlibraries.govt.nz/EN/heritage/localhistory/co...

Custom cakes REQUIRE at least 14 days' notice. Please email brian@retrobakerylv.com for details and pricing.

 

RETRO BAKERY

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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'

Copyright © 2013 by Ian J MacDonald. Permission required for any use. All rights reserved

 

The entire set: www.flickr.com/photos/ianmacdonald/sets/72157636356726526/

 

These illustrations are meant to represent the elements of the periodic table. The drawings are influenced by the Art Deco friezes seen on buildings of the 1920s and 30s - deities were used to represent the essence of the ideas being represented; such as industries, scientific ideas, civic ideals etc...

 

While the Art Deco style is an influence I did not want to directly copy what has been already been done or hang slavishly onto examples of Art Deco. I am endeavoring to work in the style, imagining creating something new in that moment when Art Deco was current.

 

Each element is represented by a goddess embedded in a representational background. The deities are purposely done in a sketchy manner - opposite to the solid background - to represent the quantum mechanical nature of atoms and particles. In quantum mechanics particles have no meaning as solid defined units of matter but are statistical entities described by complex (literally and mathematically) wave functions that provide us with the probable positions and energies of particles and systems of particles - an unsettling prospect for many people.

 

I represent the essence of the elements by goddesses for several reasons. One, they are more interesting, complex, beautiful to draw than males. Secondly it is more challenging to represent the essence of the elements in a feminine rather than a male manner. Unfortunately, science and chemistry has been male dominated and as such so has the naming and descriptions of the elements. These are meant to somewhat challenge the viewer by juxtaposing the female essence with male dominance in science. It would be too simple and cliche to represent iron, for example, as a Mars-like God. Some of the elements are quite dangerous to living creatures and it is far more challenging to express that in a feminine manner.

 

I was asked if people would get past the nudity. The answer is "No". But that is OK. I want the beauty and vulnerability to attract attention. Science is after all quite beautiful if one takes the time to stop fighting the math and difficulties in understanding, and immerse themselves in it to appreciate just how weird and strange nature really is be - far beyond anything humans could come up with. The nudity somewhat represents the primal, elemental nature of the different atoms. Clothing, such as suit of armor for iron, is a distraction and again too simple and cliche.

 

But all in all the representation is not direct. Some influence comes from the elements' names - often from properties of the elements, literary references, where they were isolated, political rivalries, honors for discoverers etc... Some influence comes from the bulk properties of the elements such as harness, conductivity, toxicity, density, etc.... Some of the pieces are inspired by the major uses for the element - in industrial processes, in natural biological processes, nuclear reactions, nucleosynthesis, in everyday objects, and so on.

 

This is a work in progress and my second go at it. I have been tinkering at this for some time and I think these are closer to the vision in my head than what I have done earlier. Enjoy.

+++ 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 Hawker Fury was an evolutionary successor to the successful Hawker Typhoon and Tempest fighters and fighter-bombers. The Fury's design process was initiated in September 1942 by Sydney Camm, one of Hawker's foremost aircraft designers, to meet the Royal Air Force's requirement for a lightweight Tempest Mk.II replacement. The fuselage was broadly similar in form to that of the Tempest, but was a fully monocoque structure, while the cockpit level was higher, affording the pilot better all-round visibility.

 

The project was formalized in May 1943, which required a high rate of climb of not less than 4,500 ft/min (23 m/s) from ground level to 20,000 feet (6,096 m), good fighting maneuverability and a maximum speed of at least 450 mph (724 km/h) at 22,000 feet (6,705 m). The armament was to be four 20mm Hispano V cannon with a total capacity of 600 rounds, plus the capability of carrying two bombs each up to 1,000 pounds (454 kg).

In April 1943, Hawker had also received Specification N.7/43 from the Admiralty, who sought a navalized version of the developing aircraft. In response, Sidney Camm proposed the consolidation of both service's requirements under Specification F.2/43, with the alterations required for naval operations issued on a supplemental basis. Around 1944, the aircraft project finally received its name; the Royal Air Force's version becoming known as the Fury and the Fleet Air Arm's version as the Sea Fury.

 

A total of six prototypes were ordered; two were to be powered by Rolls-Royce Griffon engines, two with Centaurus XXIIs, one with a Centaurus XII and a final one as a test structure. Hawker used the internal designations P.1019 and P.1020 respectively for the Griffon and Centaurus versions, while P.1018 was also used for a Fury prototype with a Napier Sabre IV. The first Fury to fly, on 1 September 1944, was NX798 with a Centaurus XII with rigid engine mounts, powering a Rotol four-blade propeller. Second on 27 November 1944 was LA610, which had a Griffon 85 and a Rotol six-blade contra-rotating propeller.

 

With the end of the Second World War in Europe in sight, the RAF began cancelling many aircraft orders. Thus, the RAF's order for the Fury was cancelled, but development of the type was continued as the Sea Fury. The rationale behind this was the fact that many of the Navy's carrier fighters were either Lend-Lease Chance-Vought Corsair or Grumman Hellcat aircraft and thus to be returned, or, in the case of the Supermarine Seafire, had considerable drawbacks as naval aircraft such as narrow undercarriages. The Admiralty opted to procure the Sea Fury as the successor to these aircraft instead of purchasing the lend-lease aircraft outright.

 

The first Sea Fury prototype first flew at Langley, Berkshire, on 21 February 1945, powered by a Centaurus XII engine. This prototype had a "stinger"-type tailhook for arrested carrier landings, but lacked folding wings for storage. The second prototype flew on 12 October 1945 and it was powered by a Bristol Centaurus XV that turned a new, five-bladed Rotol propeller and did feature folding wings. A third prototype was powered by a Griffon 85 with a chin radiator and drove a six blade contraprop, similar to LA610 from 1944. Specification N.7/43 was modified to N.22/43, now representing an order for 200 aircraft.

Both engine variants showed virtually identical performance. While the Centaurus-powered Sea Fury had more power and was slightly lighter than the Griffon-powered variant, the latter had better aerodynamics and, thanks to the contra-rotating propeller, better low-speed handling characteristics.

 

In order to expand production of the new naval fighter as quickly as possible, Sea Fury variants with different engines were produced at different factories: 100 were to be built as F Mk. X, powered by the Centaurus engine, at Boulton-Paul's Wolverhampton factory, and another 100, powered now by a Griffon 130 with a two-stage, three-speed supercharger and fuel injection, were to be built as F Mk. XII at Hawker's Dunsfold factory.

 

Things did not unfold smoothly, though: the manufacturing agreement with Boulton-Paul was ended in early 1945 and all work on the Centaurus-powered Sea Fury transferred to Hawker Aircraft's facilities at Kingston. As a consequence, production of the F Mk. X was delayed and only the Griffon-powered F Mk. XII made it to frontline units until summer 1945, but, in fact, only a mere 50 aircraft left Dunsfold until the end of hostilities, all of them were immediately transferred to the FAA’s Pacific theatre of operations. The first twelve airframes went on board of the newly built HMS Pioneer, a Colossus class aircraft carrier, which set sails for Australia in May 1945 and then operated along the Northern coast of New-Guinea. In the vicinity of Manus Island the Sea Furies were operated by NAS 1834, replacing Corsair II and IV fighters, and they were the only machines of this type to become involved in aerial combat and CAS missions. In August 1945 the machines were transferred to HMS Indomitable; based on this carrier, they supported the liberation of Hong Kong, arriving after a landing party from HMCS Prince Robert had taken the Japanese surrender. These were among the last combat missions of the war.

 

The Sea Fury Mk. X came too late for any frontline involvement. In fact, the first machine of this variant eventually first flew on 31 January 1946, and immediately upon completion of the first three airframes, the flight testing program began at Kingston. It was soon discovered that the early Centaurus engine suffered frequent crankshaft failure due to a poorly designed lubrication system, which led to incidents of the engine seizing while in mid-flight. The problem was resolved when Bristol's improved Centaurus 18 engine replaced the earlier engine variant, but this further hampered the program.

 

From the Griffon-powered Sea Fury F Mk. XII, only 92 aircraft from the initial N.22/43 order batch of 100 were actually produced, and they did not serve long in front line units. One factor was the high-powered Griffon engine, which was prone to failure and its liquid-coolant system was not free from trouble, either. On the other side, the technically less complicated Centaurus-powered Sea Fury F. Mk. X became available in 1947 and it showed more development and also export potential, so that the Mk. XII was retired from Royal Navy units until 1949. Some of the aircraft were stored, though, and eventually handed over or sold to friendly nations.

Altogether, the Sea Fury was produced with some 875 aircraft built (number varies by source)—including prototypes and 61 two-seat T.20 trainers. Sea Furies also served in Korea and they were the last front-line piston-engine aircraft operated by the Royal Navy Fleet Air Arm.

  

General characteristics:

Crew: One

Length: 37 ft 3 in (11.37 m)

Wingspan: 38 ft 4​ ¾ in (11.69 m)

Height: 15 ft 10​1⁄2 in (4.84 m)

Wing area: 280 ft2 (26.01 m²)

Empty weight: 9,325 lb (4,233 kg)

Loaded weight: 12,510 lb (5,680 kg)

Max. takeoff weight: 14,760 lb (6,700 kg)

 

Powerplant:

1× Rolls Royce Griffon 130 liquid-cooled V-12 engine;

maximum output of 2,420 hp (1,805 kW) at 5,000 ft (1,524 m)

 

Performance:

Maximum speed: 460 mph (400 knots, 740 km/h) at 18,000 ft (5,500 m)

Range: 700 mi (609 nmi, 1,126 km) with internal fuel;

1,040 mi (904 nmi, 1,674 km) with two 90 gal. drop tanks

Service ceiling: 35,800 ft (10,910 m)

Rate of climb: 4,320 ft/min (21.9 m/s)

 

Armament:

4× 20 mm (.79 in) Hispano Mk V cannon in the outer wings with 150 RPG

Up to 12× 3 in (76.2 mm) unguided rockets and/or bombs or drop tanks

for an ordnance of 2,000 lb (907 kg)

  

The kit and its assembly:

Building this kit was a spontaneous decision - but since it would fit well into the RAF Centenary Group Build at whatifmodelers.com, I used to occasion to motivate myself and create this conversion as submission #5 to the GB.

 

This build was originally triggered by a Sea Fury model, recently built by fellow user knightflyer from whatifmodelers.com: a "normal" Sea Fury in late-war FAA markings. I found the resulting aircraft pretty sexy, but wondered how I could add a personal twist? While doing some research into the Sea Fury's development I stumbled upon the Griffon-powered Fury prototype LA610, a pretty ugly aircraft with a gaping radiator intake and a menacing six blade contraprop. This one, in FAA colors...?

 

The kit is the PM Model Sea Fury, in this case an Airfix re-boxing, but this does not change anything. The kit is simple, is a bit crude (e.g. the wings trailing edges are rather massive), but it goes together well.

The conversion included a better seat for the cockpit, a dashboard, a split canopy for open display, and some rhinoplasty: the OOB Centaurus and its five blade propeller went into the spares box. Instead, a resin power egg from Red Roo for an Australian Avro Lincoln was installed in the nose. To be honest, the engine is actually a Merlin with a chin radiator, but the piece's overall outline and the radiator just look perfect for something close to the LA610 prototype! Some body sculpting was necessary to create a smooth transition in front of the cockpit, and the OOB exhaust arrangement from the Centaurus was "recycled" as radiator outlets, just very similar to LA610.

 

The contraprop is a mash-up: The spinner (which fits onto the resin engine very well, only a little trimming was necessary) comes from a Special Hobby model of a late Griffon-powered Spitfire; there are several boxings of this kit for different variants, but the main sprues are virtually identical, so that a lot of spares, including propeller variants like the six blade Rotol propeller, are available. This specific propeller is not functional, though. Both propeller sections are intended to be glued together and onto the kit’s nose, only for static build and presentation. That’s a bit disappointing, so I modified the parts with holes and a styrene axis that fits into another deep hole in the resin engine block, so that both propellers can spin – and they actually do, even though it only works when I blow into the propeller from a certain angle.

The propeller blades were replaced, too, because the original Spitfire parts turned out to be too short, on the massive Sea Fury and the gaping radiator intake maw they looked undersized. So I dug out a Novo Shackleton from the donor bank and used the blades from one of its engines for my conversion.

 

Another small modification concerns the arrestor hook: with the Special Hobby Spitfire kit at hand and its many optional parts, I added a Seafire hook to the rudder’s base, instead of the later Sea Fury’s separate hook under the rudder, for a slight retro feeling.

The flaps were lowered and the wings’ VERY thick trailing edges trimmed down significantly. The leading edges were slightly modified, too, in an attempt to get rid of their square OOB shape.

 

The ordnance was slightly modified, too: I added a pair of pylons under the wings with 500 lb bombs instead of the OOB drop tanks (I assume that these large blobs are rather ferry tanks?), the 3in missiles and their launch rails are OOB.

  

Painting and markings:

No real surprises: standard late WWII FFA colors (Dark Sea Grey/Dark Slate Grey/Sky) livery without quick ID markings on the wings and stabilizers. Basic paints were Tamiya XF-54 (Dark Sea Grey, a relatively light interpretation of the tone), Modelmaster 2056 (Dark Slate Grey, lighter than Humbrol's 224) and Tamiya XF-21 (Sky, a rather intense variation of the greenish tone). The cockpit interior was painted in RAF Cockpit Green (Humbrol 78) – it’s a bit of a guess, but AFAIK the interior of British combat aircraft was changed to black after the end of WWII? The landing gear wells were painted in the same tone, using late WWII Fairey Fireflies as benchmark.

The kit received a light blank ink wash, some post-shading treatment and dry-brushing with FS 36231 and Faded Olive Drab from Modelmaster, as well as Humbrol 90 underneath. Some more detail brushing with even lighter tones was added, too.

 

The decals/markings actually belong to a lend lease F4U during the final weeks of the war; I found the red tactical code quite interesting, even though HMS Pioneer, where the aircraft was based, was only a repair carrier, not an active combat platform for aircraft operations? Well, it’s whifworld, after all…

 

Another individual detail are the overpainted areas on fuselage, wings and fins, where the aircraft had carried standard RAF roundels upon delivery, and for the Pacific TO, the roundels were changed en route on short notice, maybe with paints from US supplies. Consequently, the overpainted sections were created with slightly different shades of the basic camouflage colors, namely Humbrol 125 (FS 36118, which was frequently used on FAA lend lease aircraft), Tamiya XF- (Olive Drab) and a mix of Humbrol 90 and 95 for the underside. Any white ID bands on the wings were left away, just the spinner’s segments were painted in black and white.

I used, according to the benchmark F4U, blue-and-white FAA roundels with USN-style white bars, but modified them with a very small, white central disc.

 

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'

Note the sagittate leaves and the black/purple splotches. Natural populations can vary in these two characteristics; bigger black splotches, black speckles or nothing; and sagittate (arrow-head) to roundish leaves. Although more research would be required to verify this, I strongly suspect that these plants represent the cultivar 'Pleddel'.

These plants are from a semi-naturalized stand. It was almost certainly planted 20 years ago and have slowly increased in number vegetatively since, although it may have been originally planted much earlier (the land was first planted with ornamentals 120 years ago), or even truly adventive (when a bird or rodent drops a seed or berry collected from someone else's garden -this is much less likely), or even a truly wild plant (extremely doubtful). The plants do not spread by seed (there are no other stands in elsewhere in the 10 hectares of forest, and the lack of phenotypical variation among the plants in this stand suggest purely vegetative propagation). Plants like this are known as stinsenplanten in the Netherlands (a Frisian term), and are usually found in the woodlands and parks belonging to the country homes of the extremely rich, where they were originally planted for ornamental or medicinal reasons. The same phenomenon is known with this species in Scania (Sweden), Denmark, northern Germany and Polish Pomerania; although there doesn't seem to be a direct translation for the term in any other language.

 

English: Lords and Ladies, Cuckoo Pint*, Cuckoo-pint*, Wake Robin, Jack in the Pulpit, Naked Boys, Wild Arum, Devils and Angels, Cows and Bulls, Adam and Eve, Adam-and-Eve, Wake-robin, Wake Robin, Bobbins, Friar's Cowl, Parson-in-the-pulpit, Quaker, Starch-Root, Calves Foot, Sweethearts, Spotted Arum, Barba-aron, Willy Lily, Snake's Meat, Priest's-pintle* (possibly antiquated), Starchwort (possibly antiquated), Cuckoo-pintle* (probably antiquated), Adder's-root (probably antiquated), Portland Sago (antiquated).

Albanian: Këlkeza e Njollosur

Arabic: اللوف الأبْقَع

Basque: Isasi (Biscay dialect for both A. maculatum or A. italicum; means a plant of the genera Chamaecytisus, Cytisus or Genista in other dialects)

Bulgarian: Змийски Лапад, Петнист Змиярник, Змийска Хурка, Змиярник, Змийско Грозде, Зайчи Лапад, Змийска Царевица

Catalan: Sarriassa de muntanya, Sarriassa tacada, Sarriassa

Croatian: Pjegasti Kozlac, Kozlac, Zmijino Grožđe, Zmijin Češalj, Teleća Noga, Kozlić, Kozalac

Czech: Árón Plamatý

Dacian: Adila (probably, may also be Persicaria bistorta)

Danish: Plettet Arum, Plettet Ingefær, Dansk Ingefær (='Danish ginger'; also used for A. cylindricum or especially the now obsolete A. alpinum subsp. danicum)

Dutch: Gevlekte Aronskelk, Gewone Aronskelk

Estonian: Tähniline Aarum

Finnish: Aaroninsauva, Munkinhuppu

French: Gouet tacheté, Arum tacheté, Pieds-de-veau, Gouet (Switzerland), Chandelle (regional name), Manteau de la Sainte-Vierge (regional name), Pilette (regional name), Vachotte (regional name)

---Guernsey Norman-French (Dgèrnésiais): Couaïlle dé prêtre

---Jersey Norman-French (Jèrriais): du Pitouais (same name used for A. italicum), des Lis sauvages, des Danmes, des Pinnes

Frisian: Wylde Aronstsjelk

Georgian: ნიუკა (used for all species)

German: Gefleckter Aronstab, Gemeiner Aronstab, Gefleckter Aronenkraut, Ronenkraut, Gefleckter Aron, Aronenkraut, Zehrwurz, Gefläckter Aronstab, Chindlichrut, Dittichrut, Ekelblume, Eselsohr, Ronechrut, Trommelsschlägel

---Discussion on German Names: The names 'Gefleckter Aronskelk' and 'Aronskelk' are from a French website. This is most likely a mix-up with Dutch; 'kelk' is not a German word. The first name is given as the preferred name in the websites of all German-speaking countries (except Luxembourg: I have no information as of yet). All names following 'Zehrwurz' are from Hungarian sources; which are very good, but probably represent local dialects or localised names; the word 'chrut' being used instead of 'kraut' seems to source these names as belonging to Swiss or related dialects.

Greek: Ξεφλουδίτσα, Άρο της Ίδης, Άρο το Στικτό, Δρακόντι, Ψωμί του Φιδιού, Τσοτσούλα

Irish: Cluas Chaoin

Italian: Gigaro scuro

Hungarian: Foltos Kontyvirág

Kurdish** (Kurmanji): Karî, Kardî, Kardû

Lithuanian: Dėmėtieji Aronai***

Norwegian: Flekkmunkehette

Polish: Obrazki Plamiste

Portuguese: Jarro-maculado, Jarroca, Jero, Primaveras, Serpentina

Romanian: Baltag, Barba lui Aron, Calendarul-codrului, Ceapa Zânelor, Ceapa-zânelor, Cocoşoaica, Ghimber Nemţesc, Hribă, Limba-broaştei, Mărcet, Piciorul-viţelului, Porumbul-şarpelui, Rodul Pământului, Săgeată, Ungurean

Russian: Аронник Пятнистый

Scots Gaelic: Aron

Serbian: Козлац, Козалац, Вино и Ракија, Змијино Грожђе, Змијин Чешаљ, Календар, Закозник, Мајасил

Slovak: Pegasti Kačnik, Kačnik Pegasti

Slovenian: Áron Škvrnitý

Spanish****: Aro, Xaro, Corno, Cartucho, Herba das Anadas, Cala, Culebrera, Achitabla de Culebra, Alcatrax, Araa, Aro Maculado, Aro Manchado, Arón, Arun, Barba de Aarón, Barba de Arón, Cala, Candiles, Comida Culebras, Culebreña, Dragontia Menor, Hoja de Culebra, Hojas de Fuego, Humillo, Jarillo, Jaro, Jarro, Jumillo, Manto, Pie de Becerro, Primaveras, Rabiacana, Rejalgar, Sumillo, Sumillo Loco, Taragontia, Tragontina, Vela del Diablo, Velas del Diañu, Yarillo, Yaro, Yaro Común, Yerba del Quemado, Zumillo

---Probable Spanish Mistakes: Aro Muchado (from GRIN, which reference 'Multilingual Dictionary of Agronomic Plants' [1994]; however, the Royal Botanic Garden of Madrid does not list this name, nor does the word 'Muchado' mean anything in Spanish. A typo?), Sarriassa de Muntanya (from .pdf complied from Tela Botanica data; see Catalan. A mistake?)

Swedish: Fläckig Munkhätta, Arons Stav, Munkmössa, Vanlig Munkhätta, Munkhätta, Dansk Ingefära (antiquated)

Tajik: Кучала (used for all species)

Turkish: Yılanyastığı

Ukrainian: Арум Плямистого, А́рум Плямистого, Аронник Плямистого, Кліщинець Плямистого

Upper Sorbian: Blakaty Klep

Welsh: Pidyn y Gog

  

*Hilariously, this is a corruption of old Anglo-Saxon and means 'lively penis'. The second name would thus translate as 'priest's penis'. 'Pint' was originally pronounced so as to rhyme with 'mint', but is now often pronounced with the 'i' such as in 'die' or 'might'.

**Do we have the right species here?

***Plural? Wikipedia has 'Aronas'

****Spanish is indiscriminate as to species; many of these names are used for any species of Arum, sometimes also Zantedeschia and Anthurium.

 

Mergermarket M&A Awards 2022 - Europe

 

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Oil and water.

 

Messing around in Billy & Donna's kitchen.

[crosseye stereograph, see 3D with your right eye on the left image, and left on right.]

 

CABLE CAR.

One of the famed San Francisco Cable Cars. The first cable car operated in 1873, and was developed by Andrew S. Hallidie. Three foot six inch gauge.

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San Fransisco Municipal Railway #21

[A 55.04.04]

 

Just as it had a subway long ago - Los Angeles of the past boasted cable cars.

The first forms of public transit in Los Angeles were stagecoaches and wagons. Two omnibus-type wagons were set up for operation on a set schedule in 1873, and not too long after that, the first horse-drawn street cars finally made an appearance on the streets of Los Angeles. The next step in the mechanical evolution of mass transit was the cable car. Pulling small railroad cars along with a cable or steel rope had been used in San Francisco for many years before investors tried the technology in Los Angeles. With the most desirable residential subdivisions being laid out atop the rolling hills of the Los Angeles basin, cable car technology was a smart and efficient way to provide commuter access to the hilltops.

Use of cable cars required an up-front investment in the cable and the cars of course, but also in electric power plants that supplied the power to run the cables.

Thereafter, cable cars were cheaper and cleaner to run simply because there were no horses to feed or clean up after. A cable railway could also offer safe group travel up an down steep hills which would have been too hard for horses. Cable cars were limited, however, to the length of a cable (10,000 or 20,000 feet). Even in the short run, this did not work well in the Los Angeles of the 1880s, which kept sprawling out further and further. Cable cars also used a huge amount of the electricity generated in the power plants.

.

This particular car came not from Los Angeles, but from the more famous city known for its cable cars, San Fransisco. In 1952, even before Travel Town formally opened, founder Charley Atkins asked the Mayor of San Francisco for a cable car to display, but was told, with apology, that cable cars could not be sold or given away. Three years later, a solution was found: a cable car was placed on loan as the center piece of the 1955 International Flower Show in Los Angeles. Afterwards, it moved to permanent loan at Travel Town.

.

This car is also a good example of a type of early in-town passenger car called a "California" car, with some interior space. inside a compartment, and other benches open to the weather, this type of exposure was not practical in most areas of the country besides California.

.

BUILT: C. 1880.

LENGTH: 30'.

GAUGE: 3' 6".

PERMANENT LOAN: CITY OF SAN FRANCISCO.

==========.

This car differs from those still in daily service. It has long boards attached to the sides like shelves, for a problem that no longer exists, they are fenders to protect the curved sides of the car from wagon wheels. Wagon wheel fenders are unnecessary today. The bumpers on the end sill are narrow and relatively unprotected, whereas today's Cable Cars are operating in the midst of six and seven thousand pound personal automobiles, as well as much more massive buses and trucks. At the turn of the 20th century, horse drawn carts and carriages were not as likely, in a collision, to reduce a cable car to splinters so there are now tremendous wooden bumpers built up and covered with thick steel straps rolled tight on each end to thicken them. One problem remains from the past, lights. Not only for safety, headlights and tail lights, but lamps inside for general illumination are required, and those are powered by batteries under the seats. Many more batteries were added under the seats for the small fleet of San Francisco Cable Cars that were powered along by electric motors, operated at Knott's Berry Farm, in Buena Park, California, and many more panels covered them. This cable car has those extra wooden panels that most San Francisco cars do not cover the underside of every seat. There is another indicator told me late one night between parking Cable Cars at the Car Barn in San Fransisco by the turntable operator. The Cable Car conversions that had been at Knott's Berry Farm, which had been used for a short time in San Francisco after the great earthquake, came originally from Oakland and ran on roads that were straight from end to end, the support from the trucks reflected that. The trucks in service today must twist very tight curves, the tightest curves are nearest the powerhouse/yard/museum. The bolsters under the frame are flat iron pads cut in a curve that rest on the trucks supporting the frame, and those curves are cut larger on the cars built for the current system. Also the underside of the cars have many points of interference with the trucks on those tight curves. Because the cars were rejected when Knott's offered them back, primarily because the wheel flanges couldn't clear the frame, and knowing that the cars went SOMEWHERE, (one was put on a truck frame) leads me to believe that the discrepancy of the number on the Travel Town sign (#21) doesn't match the number painted on the end which is a number known to have run at Knott's (#28) leads me to believe that this may be a car I rode as a child through the Knott's parking lot to get to the Henry's Auto Livery and drive Tin Lizzie's, from the barn at the North-West corner of Beach Bl. and Crescent.

 

On the cars in service today, there is a metal plate protecting the front of this truck assembly from debris which could damage running gear and brakes. The hole in the center of that plate must be to access the nut shown here in the center, to tighten the brake bar.

 

dsc00018, 2009:07:19 15:52:24, 3D, R, Los Angeles, Griffith Park, Travel Town, Cable Car, San Francisco Municipal Railway #21

Earth Designs Garden Design and Build were asked to created a landscape and propose garden design in Acton, London*. Here are the details of the project

 

Brief: The plot for this design was a mid-size family garden, which had recently benefited from the addition of a large sunroom on the back of the property. It was a fairly blank canvas, with nothing of note to be retained in the re-design. The garden had side access and worn boundary fences which required replacing. There was no clear brief other than that the design include a seating area and some lawn, and that the transition from sunroom to garden be fairly seamless.

 

Solution: The focus of this design was to create an exterior space that serves as an extension to the interior, featuring several distinct and versatile areas that can be adapted to a variety of uses.

 

The garden's boundaries were replaced with new fencing to provide a uniform and attractive backdrop to the transformation within, while the long sideway down the right of the house was renovated with the addition of attractive 'bamboo' slate tile flooring in a random lay pattern.

 

The first section of the space comprises a large area of Western Red Cedar decking adjoining the house, and offers ample room for entertaining, with a long L-shaped fixed-bench seat stretching width-ways across the space from the left-hand side to the centre. This was backed with a rendered block raised bed, planted with fragrant lavender and capped with 'bamboo' slate tile, to provide a sense of enclosure and separation from the rest of the garden.

 

A decked walkway running down the right hand side of the space provides access to a 'spa' area, featuring a large square hot tub housed upon a reinforced paved hard-standing and nestled between existing and additional trees, shrubs and foliage to provide a secluded and intimate area for bathing throughout the seasons. Hidden behind mature and new planting in the bottom left corner, a large shed provides ample storage for the client's garden accessories. The middle of the space has been given over to a large lawn edges with slate.

 

A purple and yellow planting scheme of soft, cottage-style evergreen shrubs and flowering perennials will help to bring year round lightness and subtle colouring to the space.

 

After-dark hot tub bathing is enhanced by several strings of pea-lights woven through the existing shrubbery. Deck lights demark the main area of decking and guide one's journey along the decked walkway. Finally, spot lights in the beds highlight certain area while providing a gentle wash throughout the space.

 

Testimonial: "After months of planning and a full year of having builders everywhere, we had finally got the house into good shape but the garden was a nightmare. It had been somewhat overgrown before the builders moved in, but after a year of being used as a builders yard, it needed shock treatment.

 

We needed help fast so we searched the web. We were looking for garden designers with creative ideas for smaller London gardens. We didn't want anything too traditional but at the same time, nothing too extreme.

 

Earth Designs fitted the bill and after a design session with Katrina, we engaged them for the project. They had offered us a design service only, but as we only had a 4 week window in which to complete the job, we gave them the whole project.

 

We had built a new extension with wide glass doors that opened out into the garden, so the brief to Earth Designs was to "bring the outside, inside" and create a strong link between the new room and the garden beyond. The actual garden space was not large so we wanted to use the space as an extension of the living space - to be an "outside room".

 

Monday 18th April and three very charming men arrived on our doorstep at 8.0am sharp. Arlo was the project manager, ably aided and abetted by Paul and Phillip. They worked brilliantly as a team and always hit all the deadlines. In particular they did a great job in working with our neighbours to ensure the whole project ran smoothly.

 

The first week involved clearing the site - no mean feat with 30-year-old ivy stems that looked more like tree trunks.

 

The second week involved levelling the garden, putting up new fencing, building the corner seating base and planters, plus marking out the garden shape. It was good to be able to make minor changes to the design on the ground at this stage. The hot tub arrived too and was winched into place for connection later.

 

Week 3 saw the decking and seating built.

 

Then in week four the turf arrived, the lawn went down and on the last day, Katrina arrived with a truckload of wonderful specimens (and Matt) and we had a wonderful time planting. Ground Force Mk II - a complete garden from start to finish in just 4 weeks!

 

There were a few things that needed to be sorted out after the main work was complete. Earth Designs were great about coming back until all was complete and finished.

 

Our thanks to Katrina, Matt, Arlo, Paul and Phillip for a great job, completed on time and on budget with a great looking result."

 

If you dig this and would like to find out more about this or any of other of our designs, please stop by our web-site and have a look at our work.

 

Earth Designs is a bespoke London Garden Design and build company specialising in classic, funky and urban contemporary garden design.

 

Our Landscape and Garden build teams cover London, Essex and parts of South East England, while garden designs are available nationwide.

Please visit www.earthdesigns.co.uk to see our full portfolio. If you would like a garden designer in London or have an idea of what you want and are looking for a landscaper London to come and visit your garden, please get in touch.

 

Follow our Bespoke Garden Design and Build and Blog to see what we get up to week by week, our free design clinic as well as tips and products we recommend for your garden projects www.earthdesigns.co.uk/blog/.

 

Earth Designs is located in East London, but has built gardens in Essex , gardens in Hertfordshire Hertfordshire and all over the South East. Earth Designs was formed by Katrina Wells in Spring 2003 and has since gone from strength to strength to develop a considerable portfolio of garden projects. Katrina, who is our Senior Garden Designer, has travelled all over the UK designing gardens. However we can design worldwide either through our postal garden design service or by consultation with our senior garden designer. Recent worldwide projects have included garden designs in Romania. Katrina’s husband. Matt, heads up the build side of the company, creating a unique service for all our clients.

 

If you a not a UK resident, but would like an Earth Designs garden, Earth Designs has a worldwide design service through our Garden Design Postal Design Vouchers. If you are looking for an unique birthday present or original anniversary present and would like to buy one of our Garden Design Gift Vouchers for yourself or as a present please our sister site www.gardenpresents.co.uk. We do also design outside of the UK, please contact us for details.

 

I visit Stockbury a lot in the spring and early summer, to see the local orchids and other wild flowers. But have only been inside the church once before, and only taken wide angle shots.

 

So, long overdue for a return.

 

Stockbury overlooks the northern end of the A249, just before it reaches the Medway towns and the M2, but is set high on the wooded down above the traffic, and although the noise never quite fades away, it is a distant hum.

 

St Mary sits on the very edge of the down, as the lane tumbles down to join the main road below, but the churchyard, and church are an oasis of calm and tranquility.

 

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A fire of 1836 and a restoration of 1851 have left their marks on this prominent Downland church. The east wall of the chancel contains three lancets, of nineteenth-century origin, which contain some lovely glass of the early years of the twentieth century. To the north and south of the chancel are transepts separated by nicely carved screens. The southern transept is the more picturesque, for its roof timbers are exposed and below, in its east wall, are three sturdy windows of which the centre one is blocked. The west end of the nave is built up to form a platform upon which stands the organ. On either side of the chancel arch are typical nineteenth-century Commandment Boards, required by law until the late Victorian era, with good marble shafting to mirror the medieval work in the chancel.

 

www.kentchurches.info/church.asp?p=Stockbury

 

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STOCKBURY

IS the next parish northward from Hucking. It is called in the survey of Domesday, Stochingeberge, in later records, Stockesburie, and now Stockbury.

 

The western, which is by far the greatest part of it, lies in the hundred of Eyhorne, and division of West Kent, the remainder of it in that of Milton, and division of East Kent, over which part that manor claims, but the church and village being in the former district, the parish is esteemed as being in the former division of the county.

 

This parish lies on each side of the valley, called from it Stockbury valley, along which the high road leads from Key-street to Detling-hill, and thence to Maidstone; hence it extends on the hills on each side, for more than a mile. It lies mostly on high ground, and though exposed to the northern aspect, is not, especially on the northern side of the valley, near so bleak and cold as the parishes on the hills, lately before-described, nor is the soil, though much like them, and very flinty in general, quite so poor; and on the north side next to Hartlip and Newington, there is some land much more fertile, partaking more of the loam, and much less mixed with flints; the sides of the valley are covered with coppice woods, which extend round the western boundary of the parish, where there is some uninclosed. downe, being poor ruffit land, and a wild and dreary country.

 

On the north side of the valley, close to the summit of the hill, is the church, with the court-lodge near it, and a small distance further, on the north side of the parish, the village called Stockbury-street, in which stands the parsonage, and a little further Hill-greenhouse, the residence of William Jumper, esq. having an extensive prospect northward over the neighbouring country, and the channel beyond it, the former owners of which seat will be mentioned in the description of Yelsted manor hereafter; at a small distance southward from hence are the two hamlets of Guilsted and South-streets, situated close to the brow of the hill adjoining to the woods.

 

On the south side of the valley the woodland continues up the hills, westward of which is the hamlet of Southdean-green adjoining the large tract of woodland called Binbury wood. The manor of Southdean belongs to Mr. John Hudson, of Bicknor. On the eastern side of the woodland first mentioned is the hamlet of Pett, at the south-east boundary of the parish, which was formerly the property and residence of a family of that name, Reginald atte Pett resided here, and by his will in 1456 gave several legacies to the church towards a new beam, a new bell called Treble, the work of the new isle, and the making a new window there. Near it is a small manor called the Yoke of Hamons atte Deane, and upon these hills the small manors are frequently called Yokes.

 

There is a fair for pedlary, toys, &c. formerly on St. Mary Magdalen's day, July 22, but now by the al teration of the style, on August 2, yearly, which is held by order of the lord of the manor on the broad green before the Three Squirrels public-house in Stockbury valley.

 

On June 24, 1746, hence called the Midsummer storm, the most dreadful tempest happened that was ever remembered by the oldest man then living. The chief force of it was felt in the northern part of the middle of the county, and in some few parts of East Kent. It directed its course from the southward, and happily spread only a few miles in width, but whereever it came, its force was irresistible, overturning every thing in its way, and making a general desolation over every thing it passed. The morning was very close and hot, with a kind of stagnated air, and towards noon small, bright, undulated clouds arose, which preceded the storm, with a strong south wind; it raised a torrent, and the flashes of lightning were incessant, like one continued blaze, and the thunder without intermission for about fifteen or twenty minutes. When the tempest was over, the sky cleared up, and the remainder of the day was remarkably bright and serene. From an eminence of ground the passage of the storm might easily be traced by the eye, by the destruction it had made, quite to the sea and the waters of the Swale to which it passed. Neither the eastern or western extremities of the county felt any thing of it.

 

This place, at the time of taking the general survey of Domesday, in the year 1080, was part of the extensive possessions of Odo, the great bishop of Baieux, the Conqueror's half brother, under the general title of whose lands it is thus described:

 

The same Ansgotus, de Rochester, holds of the bishop (of Baieux) Stockingeberge. It was taxed at two sulings. The arable land is. In demesne there are two carucates, and five villeins, with nine borderers having two carucates. There is a church, and two servants, and one mill of sixty-four pence. Wood for the pannage of fifteen hogs. In the time of king Edward the Consessor, and afterwards, it was worth four pounds, now six pounds. Elveva held it of king Edward.

 

After the bishop's forfeiture of all his lands, which happened about four years afterwards, this place came into the possession of the family of Auberville, being held by them of Roger de St. John, as one knight's fee. Roger de Aubervill, for de Albrincis, was a man who held large possessions at the time of the general survey before-mentioned. William de Aubervill, his descendant, in 1192, anno 4 Richard I. founded the priory of Langdon, in this county, and his descendant of the same name died possessed of the manor of Stokinburie in the 36th year of Henry III. holding it by knight's service.

 

He left an only daughter and heir Joane, who carried it in marriage to Nicholas de Criol, a man of eminence in his time, who attending Edward I. at the siege of Carlaverock, in Scotland, was there made a knight banneret for his services performed at it, and in the 21st year of it he was allowed, by the justices itinerant, to have free-warren for all his estate here, except one plough-land, which was called Stannerland. He died possessed of this manor in the 31st year of that reign, and Philipott says many of their deeds bore teste, from their castle of Stockbury, which means no more, than its being one of the castellated seats of the family, as did his grandson John, in the 9th year of king Edward III. at which time he spelt his name Keryell.

 

After which it remained in his descendants down to Sir Thomas Kiriell, knight of the garter, eminent for his services to the house of York, during the reign of Henry VI. but being taken prisoner at the battle of Bernards-heath, near St. Albans, sought anno 38 king Henry VI. in which the Yorkists were defeated, he was, by the queen's order, beheaded, notwithstanding the king had granted him his life, when it was found by inquisition, that he held this manor of the king in capite by knight's service, by homage, and paying to the ward of Rochester castle yearly, and to the king's court of Mylton. He died without male issue, leaving two daughters his coheirs, one of whom, Elizabeth, carried this manor in marriage to John Bourchier, whom she survived, and afterwards died possessed of it in the 14th year of Henry VII. holding it in manner as before-mentioned. Soon after which it appears to have been alienated to Robert Tate, who died possessed of it in the 16th year of that reign, holding it by the like service. His descendant William Tate, who in the reign of James I. alienated it to Sir Edward Duke, of Cosington, in Aylesford, whose widow held it in jointure at the time of the restoration of king Charles II.

 

Her son, George Duke, esq. alienated it to John Conny, surgeon, and twice mayor of Rochester, and son of Robert Conny, of Godmanchester, in Huntingdonshire. John Conny, together with his son Robert Conny, of Rochester, M. D. conveyed it in 1700 to Thomas Lock, gent. of Rochester, who bore for his arms, Parted per fess, azure, and or, a pale counterchanged, three falcons, volant of the second, and his widow Prudentia, together with her three sons and coheirs in gavelkind, Robert, Thomas, and Henry, in 1723, passed it away by sale to Sir Roger Meredith, bart. of Leeds-abbey, who dying s.p. in 1738, left it by will to his niece Susanna Meredith, in tail general, with divers remainders over, in like manner as Leedsabbey before-described, with which it came at length, by the disposition of the same will, the intermediate remainders having ceased, to William Jumper, esq. of Hill-green-house, in this parish, who resided at Leeds-abbey, and afterwards joined with Sir Geo. Oxenden, bart. in whom the fee of it, after Mr. Jumper's death without male issue, was become vested, in the conveyance of this manor in fee to John Calcraft, esq. of Ingress, who died in 1772, and by his will devised it to his son John Calcraft, and he sold it in 1794 to Flint Stacey, esq, of Maidstone, the present owner of it.

 

YELSTED, or as it is spelt, Gillested, is a manor in this parish, which was formerly part of the possessions of the noted family of Savage, who held it of the family of Auberville, as the eighth part of one knight's fee. John de Savage, grandson of Ralph de Savage, who was with Richard I. at the siege of Acon, obtained a charter of free-warren for his lands here in the 23d year of Edward I. Roger de Savage, in the 5th year of Edward II. had a grant of liberties for his demesne lands here, and Arnold, son of Sir Thomas Savage, died possessed of it in the 49th year of king Edward III. and left it to his son Sir Arnold Savage, of Bobbing, whose son Arnold dying s.p. his sister Elizabeth became his heir. She was then the wife of William Clifford, esq. who in her right became possessed of this manor among the rest of her inheritance, and in his descendants it continued till the latter end of king Henry VIII.'s reign, when Lewis Clifford, esq. alienated it to Knight, whose descendant Mr. Richard Knight, gent, of Helle-house, in this parish, died possessed of it in 1606, and was buried in this church; his descendant William Knight leaving an only daughter and heir Frances, widow of Mr. Peter Buck, of Rochester, who bore for his arms, Argent, on a bend, azure, between two cotizes, wavy, sable, three mullets, or. He died soon after the death of Charles I. when she entered into the possession of this manor, after whose death her heirs passed it away by sale to Sir William Jumper, commissioner of his Majesty's navy at Plymouth. He had been knighted in 1704, for his services, as well at he taking of Gibraltar, as in the naval engagement with the French afterwards, being at both commander of the Lenox man of war, who died at Plymouth, where he was buried in 1715. He bore for his arms, Argent, two bars gemelles, sable, between three mullets of six points, pierced, gules. His son, William Jumper, esq. was of Hill-green-house, as it is now called, and died in 1736, leaving by Jane his wife, daughter of Thomas Hooper, gent. one son, William Jumper, esq. of Hill-green, likewise, who sold it, about 1757, to the Rev. Pierce Dixon, master of the mathematical free school at Rochester, and afterwards vicar of this parish, who died possessed of it in 1766, leaving it in the possession of his widow, Mrs. Grace Dixon, (daughter of Mr. Broadnax Brandon, gent. of Shinglewell), who soon afterwards remarried with Mr. Richard Hull, of London, who resided at Hill-green-house, and afterwards sold this manor, together with that seat, to William Jumper, esq. the former owner of it, who now resides here, and is the present possessor of both of them.

 

COWSTED is another manor in Stockbury, which was antiently written Codested, and was possessed by a family who took their surname from it, and resided here. They bore for their arms, Gules, three leopards heads, argent; which coat was afterwards assumed by Hengham. William de Codested died possessed of this manor in the 27th year of Edward I. holding it of the king in capite by the service of one sparrow-hawk, or two shillings yearly at the king's exchequer, as did his son William de Codestede in the 3d year of king Edward III. when it was found by inquisition, that he held this manor by the above-mentioned service, and likewise a burgage in Canterbury, of the king, of the serme of that city, and that Richard de Codestede was his brother and next heir, whose son John de Codestede, vulgarly called Cowsted, about the beginning of king Richard II.'s reign, leaving an only daughter and heir, married to Hengham, he became in her right possessed of it, and assumed her arms likewise.

 

His descendant, Odomarus de Hengham, resided here, who dying in 1411, anno 13 Henry IV. was buried in Christ-church, Canterbury, and it continued in his name till the reign of Henry. VI. when it was car ried, partly by marriage and partly by sale, by Agnes, a sole daughter and heir to John Petyte, who afterwards resided here, and dying in 1460, lies buried with her within the Virgin Mary's chapel, or south chancel, in this church. One of his descendants, in the reign of queen Elizabeth, sold it to Osborne, and Edward Osborne, gent. died possessed of it in 1622, and lies buried in the north chancel of this church. He bore for his arms, Quarterly, argent, and azure, in the first and fourth quarter, an ermine spot, sable; over all, on a cross, or, five annulets, sable; whose son, of the same name, leaving an only daughter and heir Mary, she entitled her husband, William Fagg, to the possession of it.

 

His descendant, John Fagg, esq. of Wiston, in Sussex, was created a baronet on December 11, 1660, and died in 1700, leaving three sons, Sir Robert, his successor; Charles, ancestor of the present baronet, of whom an account will be given under Chartham; and Thomas, who married Elizabeth, widow of John Meres, esq. by whom he left a son John Meres Fagg, esq. of whom an account will be given under Brenset. (fn. 1) Sir Robert Fagg, bart. his successor, left one son Robert, and four daughters, one of whom married Gawen Harris Nash, esq. of Petworth, in Sussex, and Elizabeth, another daughter, was the second wife of Sir Charles Mathews Goring, bart. of that county. Sir Robert Fagg, bart. the son, dying s.p. in 1740, devised this manor, with that of Cranbrooke, in Newington, and other estates in these parts, and in Sussex, to his sister Elizabeth, who entitled her husband Sir Charles Mathews Goring, bart. above-mentioned, to the possession of them. He left by her a son Charles Goring, esq. of Wiston, in Sussex, who sold this manor, with his other estates in this parish and Newington, to Edward Austen, esq. who is the present possessor of them.

 

IT APPEARS by the antient ledger book of the abbey of St. Austin's; near Canterbury, that the abbot and convent were antiently possessed of A PORTION OF TITHES issuing from the manor of Cowsted in Stockbury, which portion continued part of the possessions of the monastery till the dissolution of it, in the 30th year of Henry VIII. when the abbey, with all its revenues, was surrendered up into the king's hands.

 

This portion of tithes, or at least part of it, consisting of the great tithes of two hundred and thirty five acres of land, was afterwards granted in fee to Petytt, from which name it was alienated, with the manor of Cowsted, to Osborne, and it passed afterwards with it in like manor down to Sir Robert Fagg, bart. on whose death s. p. in 1740, one of his sisters entitled her husband Gawen Harris Nash, esq. by his will, to the possession of it, whose son alienated it to Charles Goring, esq. before-mentioned, and he sold it to Edward Austen, esq. the present owner of it.

 

NETTLESTED is an estate here, which by the remains of the antient mansion of it, situated in Stockburystreet, appears to have been once a seat of some note. The family of Plot, ancestors to that eminent naturalist Dr. R. Plot, possessed it, at least as early as the reign of Edward IV. when William Plot resided here, where his descendants continued till Robert Plot, gent. of Nettlested, having, in the 2d year of queen Elizabeth, purchased Sutton barne in the adjoining parish of Borden, removed thither. His heirs alienated Nettlested to Mr. Richard Allen, of Stockbury, whose descendant Thomas Allen, afterwards, with Gertrude his wife, anno 9 George I. alienated it to Mr. John Thurston, of Chatham, whose son Mr. Thomas Thurston, of that place, attorney-at-law, conveyed it to that learned antiquary John Thorpe, M. D. of Rochester, who died possessed of it in 1750, and was buried in the chancel belonging to this estate, on the north side of Stockbury church. He left one son John Thorpe, esq. of Bexley, whose two daughters and coheirs, Catherina-Elizabeth married to Thomas Meggison, esq. of Whalton near Morpeth, in Northumberland, and Ethelinda-Margaretta married to Cuthbert Potts, esq. of London, are the present possessors of it. (fn. 2)

 

THERE is a portion of tithes, which consists of those of corn and hay growing on forty acres of the lands belonging to the estate of Nettlested, which formerly belonged to the almonry of St. Augustine's monastery, and is called AMBREL TANTON, corruptly for Almonry Tanton. After the dissolution of the above-mentioned monastery, this portion was granted by Henry VIII. in his 36th year, to Ciriac Pettit, esq. of Colkins, who anno 35 Elizabeth, passed it away to Robert Plot; since which it has continued in the same succession of owners, that Nettlested, above-described, has, down to the two daughters and coheirs of John Thorpe, esq. of Bexley, before-mentioned, who are the present owners of it.

 

Charities.

A PERPETUAL ANNUITY of 2l. 10s. per annum was given in 1721, by the will of Mrs. Jane Bentley, of St. Andrew's, Holborne, and confirmed by that of Edward Bentley, esq. (fn. 3) her executor, payable out of an estate in the parish of Smeeth. which was, in 1752, the property of Mrs. Jane Jumper, and now of Mr. Watts; to be applied for the use of three boys and three girls, to go to school to some old woman in this parish, for four years, and no longer, and then 40s. more from it to buy for each of them a bible, prayer-book, and Whole Duty of Man.

 

MR. JAMES LARKIN, of this parish, gave by will an annuity, payable out of the lands of Mr. James Snipp, to the poor of this parish, of 1l. per annum produce.

 

SIX ACRES OF LAND, near South-street, were given by a person unknown to the like use, of the yearly produce of 2l. 8s. vested in the minister and churchwardens.

 

AN UNKNOWN PERSON gave for the use of the poor a cottage on Norden green, in this parish, vested in the same, of the annual produce of 1l.

 

AN UNKNOWN PERSON gave for the like use a field; containing between two and three acres, lying near Dean Bottom, in Bicknor, now rented by Robert Terry, vested in the same, and of the annual produce of 12s.

 

A COTTAGE in the street was given for the use of the poor, by an unknown person, vested in the same, and of the annual produce of 1l.

 

The number of poor constantly relieved are about thirty-six, casually fifteen.

 

STOCKBURY is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Sittingborne.

 

The church, which is both large and losty, is very antient, and consists of a middle and two narrow side isles, a high chancel, and two cross ones. The pillars and arches in it are more elegant than is usual in country churches, and the former, on the north side, are of Bethersden marble, rude and antient. It has a square tower at the west end, in which hangs a peal of six bells, and is dedicated to St. Mary Magdalen. In the great chancel lie buried several of the Hoopers, Knights, Bentleys, and Jumpers. The south chancel belongs to the Cowsted estate, in which lie buried the Pettits and Osbornes, and in the north chancel belonging to the Nettlested estate, Dr. Thorpe and his wife, formerly owners of it.

 

The church of Stockbury was part of the antient possessions of the priory of Leeds, to which it was given, soon after its foundation, by William Fitzhelt, the patron of it.

 

Hubert Walter, archbishop of Canterbury, in the reign of king Richard I. confirmed this gift, and appropriated this church to the use of the priory, reserving, nevertheless, from the perpetual vicar of it, the annual pension of one marc, to be paid by him to the prior and convent. Edmund, archbishop of Canterbury, confirmed the above in 1237, anno 22 Henry III. and granted to them the further sum of ten marcs from it, to be paid half yearly by the vicar of it, (fn. 4) which grants were further confirmed by the succeeding archbishops.

 

The church and vicarage of Stockbury remained part of the possessions of the above-mentioned priory till the dissolution of it, in the reign of Henry VIII. when it came, with the rest of the revenue of that house, into the king's hands.

 

After which, the king, by his donation-charter, in his 33d year, settled both the parsonage and advowson of the vicarage of the church of Stockbury on his newerected dean and chapter of Rochester, with whom they now remain.

 

¶On the abolition of deans and chapters, after the death of king Charles I. this parsonage was surveyed, by order of the state, in 1649, when it was returned, that the rectory or parsonage of Stockbury, late belonging to the dean and chapter of Rochester, consisted of a fair dwelling-house, dove house, and other necessary buildings, yards, &c. and the tithes belonging to it, all which were valued at eighty pounds per annum, and the glebe-lands, containing one hundred and forty-four acres, were worth, with the above, 132l. 10s. all which premises were let by the dean and chapter, anno 16 king Charles I. to John Hooper, for twenty-one years, at the yearly rent of 14l. 5s. 4d. That the lesse was bound to repair the chancel; and that the vicarage was excepted, worth fifty pounds per annum. (fn. 5)

 

The presentation to the vicarage of this church is reserved by the dean and chapter, in their own hands; (fn. 6) but the parsonage continued to be leased out to the family of Hooper, who resided there; several of whom lie buried in this church, particularly John, son of James Hooper, gent. of Halberton, in Devonshire, which John was receiver of the fines, under king Philip and queen Mary, for the Marches, of Wales, and died in 1548. He married Frances, daughter of Sir Thomas Roberts, of Glassenbury. At length, by marriage of one of the daughters of Walter Hooper, esq. it passed to William Hugessen, esq. eldest son of John Hugessen, esq. of Stodmarsh. He resided here till his father's death, when he removed to Stodmarsh, and he is the present lessee of this parsonage, under the dean and chapter.

 

www.british-history.ac.uk/survey-kent/vol5/pp572-585

For more stories like this, visit www.jaysjourneys.com.

 

The Back-Story

 

I had tried unsuccessfully 3 times to hike the High Divide loop this year. The first time I just got lazy and decided that a weekend at home sounded nice. The second time, my job at the last minute required me to be at home for some on-line training over the weekend. The third time I was due for an overnight hike and thought I would drive out to the campground at Sol Duc on a Saturday, camp and get a really early start the next morning and do the whole loop in a day. As I was packing to leave on Saturday the 19th, I got a phone call and learned that my brother had passed away. Needless to say my plans for the weekend had changed. I won’t get into all the details but I will say that his passing was unexpected and the cause at this point is unknown. Needing time to reflect on his life, needing some time to myself to reflect on the things that are important to me and my family and really needing to finally get this trail on my ‘been there done that’ list, I decided to head out on Saturday the 26th of Sept 2009 to hike it.

  

The Hike

 

I got up at 4:45 AM and was out the door by 5:00. Driving from Silverdale, I got to the trailhead at 7:15 AM, beating Google Maps drive time prediction by 15 minutes. I was on the trail at 7:20 and it was already light out but the sun had not yet arrived in the Sol Duc River Valley. Taking my time hiking, not wanting to maintain a breakneck speed, yet not taking much in the way of rest breaks, I figured if I maintained a 2 mph pace throughout the hike I would be done with the hike in about 9 hours or so. I figured I should be done around 4:30 PM giving me plenty of daylight left as this time of the year it gets dark around 7:15 PM. So after hiking for a couple miles, I had Yogi on the brain and I was intermittently calling out “hey bear, Yogi bear” to give warning to any bears that might be in the area, even though I knew they were probably all up in the higher alpine zone eating berries. After calling out to the bears on my third or fourth time, I heard a crashing in the woods to my left. I looked up to see what was moving and it was a big Roosevelt bull elk. He ran up the trail in front of me and paused long enough for me to take his picture but my flash went off and the picture came out black. The elk ran again and I figured he was gone so I put my camera away. No more than 500 yards up the trail, I look up and there he is again, standing in the middle of the trail. I dug my camera out to shoot him but he was on to me and he bolted again. OK, this time I’m not going to put the camera away. I hiked on and he was on the trail again just like last time except now I had my camera out, I just needed to turn it on. Snap, damn flash again! This time he runs up hill. I tried desperately to take his picture but it just wasn’t meant to be I guess. I did get one but it was so blurry you can barely tell there is an Elk in it. Oh well. I hiked on. Before coming here I had asked a few people which was the best direction to go on the loop. Clockwise or CCW? I received advice from both people claiming one way was better than the other. In the end, I listened to my friend Mike’s reasoning that the lighting was better for photos during the time of day I would be hiking if I went CW, but I can see why a lot of people would go the other direction, the views are different. If you go clockwise, you will have a long gradual approach before you gain much elevation. It is mostly a river valley hike in the woods for a good 5 or 6 miles before you get many views. Eventually you do start to climb a little and you will get to Sol Duc Park where there is a campground. I didn’t see anyone at the campground when I arrived, in fact I only saw one couple on the trail up to this point. They were camped at the little campsite at Rocky Creek near the Appleton Pass junction and it looked like they had just woke up. I had already been on the trail for a couple of hours by that point. When you get close to Sol Duc Park, the forest opens up a little and there are some nice meadows filled with blueberries. My sense of smell is not what it used to be, due to allergies and medications to allergies I have taken in the past. Something has to have a pretty strong scent usually before I can smell it, so maybe it was my imagination or maybe it was real, but I could swear I could smell the blueberries. It smelled just like blueberry pie to me, and it was such a strong scent. The blueberries themselves were everywhere. I stopped several times to munch on them, they were fantastic. I don’t think I’ve ever seen so many blueberries, the bushes were just loaded with them. The bears wouldn’t go hungry this year! So after Sol Duc Park, the trail climbs again for a mile or two and crosses a little stream. The creek is the outlet stream of Heart Lake. I have seen Heart in pictures on-line and in books for many years and was excited to see it in person. When I got close, a couple returning from their overnight hike stopped and I asked them if they had seen any bears. The gentleman said that he saw the biggest bear he had ever seen the night before near the privy and said it must have weighed at least a thousand pounds. I pointed out the bear I could see up on the mountainside that looked like a speck it was so far away. Him and his wife said they saw it earlier but had lost track of it and were happy to see it again. Now I don’t know if black bears get up to a thousand lbs or not, but I will take his word that it was a big bear. I’m not surprised really with the amount of berries they have to eat this year. So I finally reach Heart Lake and I’m not too impressed. Maybe it’s all the people congregating near the outlet stream as I first see it, I don’t know. I didn’t even stop. I just kept on hiking past it. Once I got near the top and looked down, I was much happier and could see the famous heart shape it was named for. I was very close to my first views of Olympus and I was pretty stoked! I hiked on and finally reached the divide. It was magnificent. Olympus was much bigger than I imagined. Of course I had seen Olympus before, just never this close. I was very impressed. I hiked a little further and stopped to take a bunch of pictures and videos. I could see clouds down in the Hoh Valley and I wanted to make sure I got some good shots before any clouds obscured the view. After taking a bunch of photos, I was standing there just mesmerized by the beauty of the whole thing, reflecting on the hike. Thinking about my brother and the life he led. Thinking about my life and what I could do to improve upon it, how I could be a better husband and father. All of a sudden, during my reverie, some of the clouds from the valley started spinning around all crazy like and I took what I consider to be one of the better photos I have ever taken. It certainly is odd to say the least. I won’t go so far as to say I see Jesus in it or that its anything other than a big swirl in the cloud, but look at it and let it speak for itself. I don’t think I could ever come close to taking that picture again, even if I made it my life’s ambition. I think it was a one in a million shot, at least for me. So getting done with the photo shoot, I hike on and start seeing more people on the trail. I get to a point where I can finally see the Seven Lakes Basin and I pass a guy with a day pack coming from the other way. I said to him “nice day for a day hike”. He said it was and that he thought we were at about the half way point. I looked at my GPS and we were indeed about 9 miles into it. The trip was half over. On I hiked with Olympus on the left of me and the Lakes Basin on the right. Expansive views in every direction. These are the reasons for which I hike. Soon I came to a little side trail and there was a guy sitting there picking blueberries. After consulting my map I came to the conclusion that this was the side trail to Bogachiel Peak. I asked the blueberry picker how far it was to the top and he said “only five minutes, definitely worth it”. Two minutes later as I stood at the top, someone’s cell phone rings and he starts a conversation with someone else, laughing about how he can’t believe he has reception up here blah, blah, blah, blah, blah. Bogachiel was too crowded for me so I took a couple pictures and left. The berry picker asked how I liked it and I said it was nice but a little crowded. He apologized and said that was his group up there which made me feel like a jerk for saying that. Sometimes I forget that the mountains are for everyone and not just my own pleasure. It’s hard to share sometimes but I don’t go there to be around people and phones and all that nonsense. I go to the mountains to free myself from it. To be able to fart or scratch my butt whenever I want to, or unlike when I’m in my car, to actually be able to pick my nose and not be seen doing so! I won’t go so far as to say that I’m looking forward to hike naked day, but I think you catch my drift. Soon I’m walking over to the junction of the Hoh Trail which rests on a neat little saddle. There are more people congregating here so I pass them and take a few shots of the junction which also marks the beginning of my downhill trek and final leg of the hike. Only 8 miles to the car! So on the way down, the trail skirts below Bogachiel Peak and with the fall colors, the hillside is very beautiful. As I’m hiking down I keep hearing a shrill whistle that I think is a hawk but all I see flying around is a big raven. I keep hiking and the whistle gets louder and louder occurs every time the big raven flies by. I notice movement on the hillside and see a great big old marmot watching me and I realize that it is the marmot whistling not a hawk. So this is why it’s called a whistle pig. I have seen lots of Marmots before, but I never recall hearing one whistle. It is much louder than I thought it would be. It must have been whistling to warn it’s friends of the big raven that was flying around. Down the trail I went, looking over my shoulder the whole way to see what I might have missed by doing the trail clockwise. Soon I was at the Seven Lakes Basin trail. I passed a couple of ladies on their way up and they said hi as we passed. One of the ladies turned and said “oh by the way there is a big bear sitting on the trail about 40 paces down the way”. I say oh really? She says no just kidding. Hardy har har. I actually wanted to see a bear other than one so far away it looked like a little speck, oh well. After a while I let a couple of people pass me as they keep gaining on me every time I stop to take a picture. Before long I am passing them again as they stop to throw rocks in an un-named lake just before Deer Lake. I stop too as I haven’t had lunch yet and I wanted to give them a chance to hike ahead of me so I don’t have to listen to them prattle on about God knows what (did I mention I enjoy my solitude?). It must have been around 2:00 PM or so when I stopped and it was nice to take a break after so many hours without really stopping for more than five minutes at a time. I took a good 20 minute break, ate a sandwich and took some pictures of the little lake. Soon I was hiking again and came to another lake, could this be the Deer Lake I see on the map? More photos of the nice reflections on the lake and I was off again. Not much further and I see a little wooden boardwalk style trail going through a marshy area and I see a sign that says welcome to Deer Lake. Oh good, now only a little over 3 ½ miles to go. Up to this point in my hiking career, the farthest I have ever hiked was a trip I did when I was much younger up to Flapjack Lakes and back which, if memory serves me correctly is about 16 miles round trip. On this hike I felt pretty tired at about mile 12 but once I got to around mile 16 I felt like a second wind had come on. Down the trail I went, deeper into the valley towards the Sol Duc. I eventually came to a bridge crossing the Canyon Creek which the trail follows from Deer Lake. Not much farther now. I finally reached Sol Duc Falls. There were people milling about and I felt kind of sorry for them. Sol Duc Falls is pretty but nothing compared to what I had seen today. Oh yeah, as an afterthought I took a picture of the falls too. Only .7 miles to go! Up ahead I saw someone that looked familiar. It was the day hiker that I passed going the other way at the top of the divide. I called to him and he slowed down to let me catch up so we could chit-chat. I compared notes with him and found out that he started hiking only five minutes earlier than I did. Upon further investigation I discovered that he had been to several of the same hikes that I had done this year. We both hiked Burroughs Mountain at Mount Rainier on the same weekend. We both hiked some of the same hikes in the gorge this spring. We both hiked Umtanum over near Yakima this year. What a small world, and how odd to go in different directions of the loop starting and ending at almost the exact same times. Before I knew it I was back at my car. The time was 4:40 PM so I was pretty close to my estimation of 9 hours hiking time. What a great hike. Maybe I will do it again next year from the other direction.

 

This trip report is dedicated to the memory of my brother Jeff Steveson.

Aug 25th 1959 – Sept 19th 2009

Rest in Peace Brother

  

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.

 

The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.

 

Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.

 

The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.

 

By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.

On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.

 

A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.

 

The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.

 

In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and an all-weather fighter with an on-board radar.

 

A trainer variant was deemed to be useful, too, since the transition of young pilots from relatively slow, piston-engine basic trainers to jet-powered aircraft was considered to be a major step in the education program. At that time, the only jet-powered two-seater in Swedish inventory was the DH 115 Vampire. 57 of these, designated J 28C by the Swedish Air Force, had been procured from Great Britain in the late Forties, but an indigenous alternative (and a more capable successor) was politically favored.

 

In 1952 initial wind tunnel tests with scaled-down models were conducted, since it was not clear which layout would be the best from an aerodynamic, structural and educational point of view. After a thorough inspection of wooden 1:1 mock-ups of alternative tandem and a side-by-side cockpit layouts, as well as much political debate between Saab, the Swedish Air Force and the Swedish government concerning the costs and budget for a dedicated Saab 29 trainer fleet’s development and production, a compromise was settled upon in early 1953: No new trainer airframes would be produced. Instead, only existing airframes would be converted into two seaters, in an attempt to keep as much of the existing structure and internal fuel capacity as possible.

 

The side-by-side arrangement was adopted, not only because it was considered to be the more effective layout for a trainer aircraft. It also had the benefit that its integration would only mean a limited redesign of the aircraft’s cockpit section above the air intake duct and the front landing gear well, allowing to retain the single-seater’s pressurized cabin’s length and internal structure. A tandem cockpit would have been aerodynamically more efficient, but it would have either considerably reduced the J 29’s internal fuel capacity, or the whole aircraft had had to be lengthened with a fuselage plug, with uncertain outcome concerning airframe and flight stability. It would also have been the more costly option,

 

However, it would take until 1955 that the first trainer conversions were conducted by Saab, in the wake of the major wing and engine updates for the J 29 A/B fleet that lasted until 1956. The trainer, designated Sk 29 B, was exclusively based on the J 29 B variant and benefited from this version’s extra fuel tanks in the wings and fully wired underwing weapon hardpoints, which included two wet pylons for drop tanks and made the Sk 29 B suitable for weapon training with the J 29’s full ordnance range.

 

The trainer conversions only covered the new cockpit section, though. The Sk 29 B did not receive the new dogtooth wing which was only introduced to the converted J 29 D, E and F fighters. The upper pair of 20mm cannon in the lower front fuselage was deleted, too, in order to compensate for the two-seater’s additional cockpit equipment weight and drag. Performance suffered only marginally under the enlarged canopy, though, and the Sk 29 B turned out to be a very sound and useful design for the advanced jet trainer role.

 

However, budgetary restraints and the quick development of aircraft technology in the Fifties limited the number of fighter conversions to only 22 airframes. The aging Vampire two-seaters still turned out to be adequate for the advanced trainer role, and the Sk 29 B did not offer a significant advantage over the older, British aircraft. Another factor that spoke against more Sk 29 Bs was the simple fact that more trainer conversions would have reduced the number of airframes eligible for the running fighter aircraft updates.

 

All Sk 29 Bs were concentrated at the F 5 Ljungbyhed Kungliga Krigsflygskolan training wing in southern Sweden, where two flights were equipped with it. Unofficially dubbed “Skola Tunnan” (literally “School Barrel”), the Sk 29B performed a solid career, even though the machines were gradually retired from 1966 onwards. A dozen Sk 29 B remained active until 1972 in various supportive roles, including target tugging, air sampling and liaison duties, while the final Vampire trainer was already retired in 1968. But by the early Seventies, the trainer role had been taken over by the brand new Saab 105/Sk 60 trainer, the long-awaited domestic development, and Sk 35 Draken trainers.

  

General characteristics:

Crew: 2

Length: 10.23 m (33 ft 7 in)

Wingspan: 11.0 m (36 ft 1 in)

Height: 3.75 m (12 ft 4 in)

Wing area: 24.15 m² (260.0 ft²)

Empty weight: 5,120 kg (11,277 lb)

Max. takeoff weight: 8,375 kg (18,465 lb)

 

Powerplant:

1× Svenska Flygmotor RM2 turbojet, rated at 5,000 lbf (22.2 kN)

 

Performance:

Maximum speed: 1,010 km/h (627 mph)

Range: 1,060 km (658 mi)

Service ceiling: 15,500 m (50,850 ft)

Rate of climb: 30.5 m/s (6,000 ft/min)

 

Armament:

2x 20mm Hispano Mark V autocannon in the lower front fuselage

Underwing hardpoints for various unguided missiles and iron bombs, or a pair drop tanks

  

The kit and its assembly:

Another Saab 29 conversion of a variant that was thought about but never materialized, much like the radar-equipped all-weather fighter. The impulse to tackle this stunt was a leftover D. H. Vampire trainer fuselage pod in my stash (from the ‘Mystery Jet’ conversion a couple of months ago, from an Airfix kit). The canopy’s shape and dimensions appeared like a sound match for the tubby J 29, and so I decided to try this stunt.

 

The basis is the Heller J 29 kit, which is, despite raised surface details, IMHO the better kit than the rather simple Matchbox offering. However, what makes things more hazardous, though, is the kit’s option to build the S 29 C reconnaissance variant – the lower front fuselage is a separate part, and any surgery around the cockpit weakens the kit’s overall stability considerably. Unlike the J 29D all-weather fighter built recently, I had no visual reference material. The only valid information I was able to dig up was that a side-by-side cockpit had been the preferred layout for this paper project.

 

Implanting a new cockpit is always hazardous, and I have never tried to integrate a side-by-side arrangement into a single seater. The Vampire cockpit was finished first, and also mounted into the Vampire’s original cockpit pod halves, because I was able to use its side walls and also had the original canopy parts left over – and using the Vampire’s cockpit opening would ensure a good fit and limit PSR work around the clear parts. Once the Vampire cockpit tub was complete, the “implant” was trimmed down as far as possible.

 

Next step was to prepare the Tunnan to accept the donor cockpit. In order to avoid structural trouble I finished the two fuselage halves first, mounted the air intake with the duct to the front end, but left the fighter version’s gun tray away (while preparing it with a load of lead). The idea was to put the Vampire cockpit into position from below into the Tunnan’s fuselage, until all outer surfaces would more or less match in order to minimize PSR work.

 

With the Vampire cockpit as benchmark, I carefully tried to draw its outlines onto the upper front fuselage. The following cutting and trimming sessions too several turns. To my surprise, the side-by-side cockpit’s width was the least problem – it fits very well inside of the J 29 fuselage’s confines, even though the front end turned out to be troublesome. Space in length became an issue, too, because the Airfix Vampire cockpit is pretty complete: it comes with all pedals, a front and a rear bulkhead, and its bulged canopy extends pretty far backwards into an aerodynamic fairing. As a result, it’s unfortunately very long… Furthermore, air intake duct reaches deep into the Tunnan’s nose, too, so that width was not the (expected) problem, but rather length!

 

Eventually, the cockpit lost the front bulkhead and had to trimmed and slimmed down further, because, despite its bulky fuselage, the Tunnan’s nose is rather narrow. As a consequence the Vampire cockpit had to be moved back by about 3mm, relative to the single-seater’s canopy, and the area in front of the cockpit/above the air intake duct had to be completely re-sculpted, which took several PSR stages. Since the Vampire’s canopy shape is very different and its windscreen less steep (and actually a flat glass panel), I think this change is not too obvious, tough, and looks like a natural part of the fictional real-life conversion. However, a fiddly operation, and it took some serious effort to blend the new parts into the Tunnan fuselage, especially the windscreen.

 

Once the cockpit was in place, the lower front fuselage with the guns (the upper pair had disappeared in the meantime) was mounted, and the wings followed suit. In this case, I modified the flaps into a lowered position, and, as a subtle detail, the Tunnan kit lost its retrofitted dogtooth wings, so that they resemble the initial, simple wing of the J 29 A and B variants. Thanks to the massive construction of the kit’s wings (they consist of two halves, but these are very thin and almost massive), this was a relatively easy task.

 

The rest of the Tunnan was built mostly OOB; it is a typical Heller kit of the Seventies: simple, with raised surface detail, relatively good fit (despite the need to use putty) and anything you could ask for a J 29 in 1:72 scale. I just replaced the drop tanks with shorter, thicker alternatives – early J 29 frequently carried Vampire drop tanks without fins, and the more stout replacements appeared very suitable for a trainer.

 

The pitots on the wing tips had to be scratched, since they got lost with the wing modifications - but OOB they are relatively thick and short, anyway. Further additions include a tail bumper and extra dorsal and ventral antennae, plus a fairing for a rotating warning light, inspired by a similar installation on the late J 29 target tugs.

  

Painting and markings:

As usual, I wanted a relatively plausible livery and kept things simple. Early J 29 fighters were almost exclusively left in bare metal finish, and the Swedish Vampire trainers were either operated in NMF with orange markings (very similar to the RAF trainers), or they carried the Swedish standard dark green/blue grey livery.

 

I stuck to the Tunnan’s standard NMF livery, but added dark green on wing tips and fin, which were widely added in order to make formation flight and general identification easier. However, some dayglow markings were added on the fuselage and wings, too, so that – together with the tactical markings – a colorful and distinct look was created, yet in line with typical Swedish Air Force markings in the late Fifties/early Sixties.

 

The NMF livery was created with an overall coat of Revell 99 acrylic paint (Aluminum), on top of which various shades of Metallizer were dry-brushed, panel by panel. Around the exhaust, a darker base tone (Revell 91, Iron Metallic and Steel Metallizer) was used. Around the cockpit, in order to simulate the retrofitted parts, some panels received a lighter base with Humbrol 191.

 

The raised panel lines were emphasized through a light black in wash and careful rubbing with grinded graphite on a soft cotton cloth – with the benefit that the graphite adds a further, metallic shine to the surface and destroys the uniform, clean NMF look. On the front fuselage, where many details got lost through the PSR work, panel lines were painted with a thin, soft pencil.

 

The cockpit interior became dark green-grey (Revell 67 comes pretty close to the original color), the landing gear wells medium grey (Revell 57). The dark green markings on fin and wing tips were painted with Humbrol 163 (RAF Dark Green), which comes IMHO close to the Swedish “Mörkgrön”. The orange bands were painted, too, with a base of Humbrol 82 (Orange Lining) on top of which a thin coat of fluorescent orange (Humbrol 209) was later added. Even though the NMF Tunnan did not carry anti-dazzle paint in front of the windscreen, I added a black panel because of the relatively flat area there on the modified kit.

 

Decals come from different sources: roundels and stencils come from the Heller kit’s sheet, the squadron code number from a Flying Colors sheet with Swedish ciphers in various colors and sizes for the late Fifties time frame, while the tactical code on the fin was taken from a Saab 32 sheet.

Finally the kit was sealed with a “¾ matt”, acrylic varnish, mixed from glossy and matt varnishes.

  

An effective and subtle conversion, and a bigger stunt than one might think at first sight. The Tunnan two-seater does, hoewever, not look as disturbing as, for instance, the BAC Lightning or Hawker Hunter trainer variants? The rhinoplasty was massive and took some serious PSR, though, and the livery was also more demanding than it might seem. But: this is what IMHO a real Saab 29 trainer could have looked like, if it had left the drawing boards in the early Fifties. And it even looks good! :D

The car that soldiered on through all manner of hell, and came out king of the hill in the end, whilst by extension keeping the company afloat.

 

During the early 1970's the craze was the supercar, the Lamborghini Countach had shown the world the 'Wedge' and given us a new idea of speed with its 200mph cruising velocity. Across the world, everyone wanted a piece of the new supercar action, with the result of many weird and wonderful retreads. In Britain, it was a mixed bag. At British Leyland, they gave us the Triumph TR7, which leaked, broke and generally failed to deliver in spades, whilst at Lotus, they gave us the Esprit, and that was the exact opposite.

 

Originally, the concept dated back to 1972 when a concept car by Lotus was unveiled, being designed by the world famous ItalDesign, built onto the platform of the previous Lotus Europa. In the following years the design was tinkered and altered by renowned stylish Giorgetto Giugiaro in one of his memorable 'Folded Paper' designs, a nickname for his more angular models such as the DeLorean and the Maserati Merak. At the time the name was initially intended to be named the Lotus Kiwi, but instead chose Esprit to keep with the long running Lotus tradition of naming cars with the letter 'E'.

 

However, unlike the massively powerful supercars that the Esprit was meant to be competing with, the car was designed to embody both power and incredible handling. The engine was a lightweight 2.0L Type-907 4-Cylinder engine, a comparatively small powerplant that produced 160hp. But even so, the car had a top speed of 138mph and a 0-60 of 6.8 seconds, which even today isn't bad and could easily combat the likes of the modern Hot Hatchbacks. This is due largely to the fact that the original Esprit was built out of Fibreglass on a steel backbone chassis.

 

The original car was launched in 1975 at the Paris Motor Show, and at the start was a little lukewarm in its reception. Although it was lauded for its incredible handling and ability to grip just about any surface, the low power engine meant that it didn't take-off as much as it had intended, especially in the desired American market.

 

Fame thankfully was not that far away. At the time of production the James Bond films were looking for a new Bond Car, as it had been nearly 10 years since 007 had been paired with a single iconic motor. Seeing the opportunity for some product placement, Lotus' head of public relations, Don McLaughlin, decided to take matters into his own hands and drive a prototype Lotus with all the Lotus badges taped over to Pinewood Studios near London and park it outside the main office before going across the way to meet a friend. Within a matter of minutes a sizeable crowd had gathered to ogle the sublime mystery car. Eventually he came back, made his way through the crowds, climbed in and drove away without a word being said. It was ambitious, but it worked, and the film crew went out of their way to find out about this car.

 

In the end a Lotus Esprit was featured in the 1977 film 'The Spy Who Loved Me', where it was shipped to Corsica and became the epic motor in the fantastic escape scene between Bond, several henchmen in cars and a pursuing helicopter. During filming however, the chase was originally quite uninteresting as the Lotus' famous grip meant that performing powerslides and drifts were impossible. This led to the Lotus test driver, who had accompanied the car to the film site, taking over from the stunt driver and literally flailing the car and pushing it to its very limits to try and make the chase look more exciting. From that moment on, he took over as stunt driver and can be owed for making the spectacular chase even more spectacular, finishing off with one of the more iconic parts of the movie where the Lotus flew off the end of a jetty and splashed into the sea, turning into a submarine to investigate Karl Stromberg's underwater rig. Although the Esprit's featured in the underwater sequences were a mixture of models and miniatures with alkasalsa tables causing bubbles, Top Gear's Richard Hammond was able to prove that a submarine car could be made out of a technically similar Lotus Excel, although it did require the doors being welded, the tyres being filled with cement, the windows being replaced with perspex and the fitting of external propellers.

 

When the Spy Who Loved Me premièred in 1977, the Lotus Esprit was rocketed to fame for it's intense scenes, and what would have been an unremarkable 70's sports car became one of the most iconic motors of the decade. But sadly the end of the 1970's brought trouble to the Lotus company. An Oil Crisis sent fuel costs rocketing, and the idea of owning gas guzzling supercars became highly undesirable. This was compounded by a global recession which saw the promising American market collapse. Lotus' production fell from 1,200 cars per year to just under 400, and the company was unable to pay for the development of new models, which meant that the 10 year old Elite and Eclat couldn't be replaced. In 1982 the company's founder and famed Racing Driver Colin Chapman died suddenly of a Heart Attack, and his later involvement in the DeLorean scandal, which would have seen him imprisoned for at least 10 years for fraud if he had lived to see the trial, damaged the company's reputation. In 1994 the Lotus F1 team folded and at one point the company was so strapped for cash that they couldn't even fill the invoices. The company was bounced between ownership by General Motors, and then Luxembourg based A.C.B.N Holdings, and finally to Proton of Malaysia. But despite everything, the Lotus Esprit just kept on going, and kept the company alive, thanks largely to constant development.

 

Unlike many car companies struggling in the recession which maintained the continuous model and made only a few cheap alterations such as facelifts, the Esprit was developed time and time again to make a more innovative machine, but maintaining that winning style that had made it so popular in the first place. Changes to the drivetrain, updates in the engine, slight alterations to the styling and a continued competitive price tag made it cheaper than a Ferrari but just as desirable, often being quoted as 'Britain's Ferrari'. Another part of its success was down to its designers too, the fourth generation car being designed by Peter Stevens, who would later coin the McLaren F1, the world's fastest production car until the Bugatti Veyron of 2005. The fifth and final generation car of 1993 however has often been described as the best, combining the continued obsession with unbelievable amounts of grip, steering and handling with a 3.5L Lotus Type 918 Turbo V8, giving the car a top speed of 178mph at a rate of 0-60 in 4.4 seconds, which even today is fantastic and would easily put it in line with modern supercars. In straight lines the Esprit would struggle to keep up in a race, but on the corners, whilst other cars would slide and flail, the Esprit would be glued to the line and easily outdo the likes of the Ferrari 458.

 

Sadly, this performance couldn't bring the Esprit back to its bloom of youth, and the 28 year old design was eventually killed off in 2004 after 10,000 examples were built, being replaced by the Exige. However, plans were considered for a new Esprit to be launched in 2013 after unveiling a concept at the 2010 Paris Motor Show, but this was unfortunately not pursued and development was instead put into the Evora. Today Esprits are quite rare like many sports cars of the time, with later versions from the 1990's and early 2000's being more common than the early S1 and S2 models of the 70's and 80's.

 

But either way, the Esprit proved to the world that Britain could make a competitive, and powerful sports car. Although it wasn't exactly built for straight lines, Britain isn't a country that consists of straight roads, if you're off the motorway you'd be pressed to find a route that didn't wind and curve in every given direction. This is where the Esprit could win and indeed went on to do, often being considered the best handling sports car of all time, and one that defied the financial struggle, the recession, the fuel crisis, the scandal, the multiple ownerships and the failure of the company F1 team!

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Sampson has been our buddy since 2004. In the winter of 2008, he suffered a severe perineal hernia that required a $2000 surgery to repair it. At the time of the surgery, we were told that due to the severity of the hernia that it was likely to reoccur. As predicted, it has reoccurred and he desperately needs more surgery. Other than the hernia, he is a happy, healthy and active dog who should live to his mid to late teens. Therefore, I cannot in good conscience end his life prematurely. I have also contacted a Corgi rescue in hopes that he could be adopted to a family that is more financially able to care for him. However, since my husband and I can't have children, giving him up for adoption because of health issues seems as ridiculous to us as giving up our 9 year old child for adoption because we can't keep up with the medical expenses. We work in the service industry, living paycheck to paycheck and our credit is not good enough to get a care credit card that would allow us to make payments. To help us pay for Sampson's surgery, we have set up a ChipIn donation site to raise funds for Sampson's surgery. So please consider donating whatever small amount you can to help keep Sampson with the family that loves him. If you can's make a donation, please pass this info along to friends who may be able to help. Sampson, his Corgi buddies Shiloh & Rusty and his human family thank you! Click on the link below to go to Sampson's ChipIn.com page to make your donation. THANK YOU!!

corgisampson.chipin.com/sampson-the-corgis-hernia-surgery...

Day 2 of The Indy KA500 and After a Fantastic First Day of Racing and Celebrations now is where the Real Hard Work Begins as The Entire Field of 46 KA'S were in the Garages with Drivers Teams and Engineers at The Ready as they were about to tackle 8 Hours of the Indy Circuit.

 

With an 8 Hour Race anything can Happen and with such a Large Field of Cars a lot of Overtakes and Careful Navigation will be Required to Ensure Victory.

 

With The Start of The Race About to get underway Its Time to See Who will be able to Hold out the Longest and Take the Title of IndyKa500 Endurance Champion for 2021.

 

Hour 1 (11:04AM)

 

As The Field of 46 KA'S Completed the Formation Lap and Slowly made their way Towards the Start Finish Straight The Lights went Green and at Exactly 11:04AM the Race Had Begun.

 

Racing Down Towards Paddock Hill Bend it was The KA of Team (IP Racing's Adam Blair Scott Parkin Oliver Wilmot and Mark Witherington) Who took the Lead Followed Closely by Team (Octane Junkies Adam Smith Martyn Smith and Bazza Ward) in Second Place and Team (Alex Read Motorsport's Chris Reade Sam Luke's Carlito Miracco and Luke Read) in Third Place as they Thundered Up the Hill Towards The Tops of Druids and Back Down Again through Bottom Bend where Team (Ferguson Motorsport's Damon Astin Billy Ferguson Joe Ferguson and Daniel Ferguson) took the Lead from (Octane Junkies) before Flying Around The Track to Complete Lap 1 of 500.

 

As The Cars came Round Paddock for The Second Time The KA of (Ferguson Motorsport) Now Leads by a Heathy Margin While Further Back (IP Racing) and (Octane Junkies) Have A Fantastic Scrap over Second Place with The Two of Them Swapping The Lead Over and Over again. Car Number 55 of (Al Most Racers Alistair Hardie Alistair McDonald Lee Conway and Will Denny) was Seen Getting Air of The Inside Curb on the Exit of Paddock Hill Bend making for a Spectacular Sight.

 

Hour 2 (11:54AM)

 

Hour 2 and All 46 KA'S are Still Alive and Well with Each Driver Pushing Hard to Maintain their Advantage as the Tyres Begin to Warm Up and Start to Grip the Track More.

 

KA Number 56 Team (Hard And Enthusiastic Martyn Dilworth Mark Figes and Mike Hickey) are Locked in a Tight Battle at The Top of Paddock Hill Bend with KA Number 27 Team (Semprini Racing's Jeremy Evans James Hart Phil Hart and William Puttergill) as they Fight it Out Between the Two Cars for a Position.

 

Further Down the Field KA Number 23 Team (Kastrol's Michael Keegan Tim Keegan and David Murfitt) is Having its Own Battle with KA Number 4 of Team (Alex Read Motorsport) as The Two Teams Have a Go at One Another Thought the Course of The Lap trying Hard to Hold onto that Position they Worked so Hard for.

 

Another Battle at Paddock is the KA Number 3 of Team (Wingdat Racing's Andy Chapman Jonathan Barret and Wayne Jackson) Having to Fend off The KA Number 16 of Team (M and D Racing's Alex Martin Daniel Martin Tony Perfect and Mathew Rowling) as they Also were Looking to be in an Intense Battle Thought the Lap with Many Other Teams and Drivers Now Settling into a Rhythm. at The Endo f The Second Hour The KA't Mobile Number 49 of Team (LDR Performance Tuning's David Bywater Adrian Clarke Andy Grear Hardy and Sammy Bryan) is Seen Making its way Through Paddock Hill Bend and Through the Gravel Trap but Manages to Get Out Unaided and Safely.

 

At 12:12PM a Huge and Very Loud Crash is Heard at The Bottom of Paddock Hill Bend and Seen Rowling Through The Gravel Trap and Ending up on its Wheels is the KA Number 3 of Team (Windgat Racing) Bringing out the First Safety Car of The Endurance Race. Lucky The Driver was Fine and After a Few Minutes Due to The Recovery Taking Place they Are Back out in the Race But with a Lot of Catching Up to do.

 

Hour 3 (13:08PM)

 

With the Safety Car Now in the Race gets Back Underway and Already each Driver was Pushing Even Harder trying to either Create a Gap or Make Up for Lost Time Due to The Safety Car Intervention.

 

At The Top of Paddock Hill Bend a Fierce Battle is Taking Place Between the Two Teams of KA Number 13 and KA Number 155 Team (Deranged Motorsport's Jason Pelosi Josh Larkin and Alex Kelby) and Team (JRS's Nick Walker Alex Day and William Foster) as they Duel Thought the Whole of Paddock Hill Bend Starting at The Top and Still Keeping the Fight Going Right Up towards Druids in The End Deranged Motorsport Wins Out and Takes The Position Away from JRS.

 

At 13:24PM The Fighting Between each Team Continues at The Top of Paddock Hill Bend which is Proving to be the Best Overtaking Area as Each Car has Only 73 Break Horse Power so Carrying as Much Speed as Possible from the Main Straight Towards Paddock is Essential for a Successful Overtake.

 

Team (Piston Heads Peter Dignan Oliver Lewis Benjamin Lowden and Sam Sheehan) Battles it out with Team (LDR Performance Tuning's Laurence Davey Mike Paul James Parker and Glen Copeland) as The Two Cars Do Battle for All to See with Team LDR Taking The Position Away.

 

At 13:39PM A Set of 4 KA's are Seen Fighting Their Way up Towards Druids with All Four Teams not Giving up the Fight as they Swap Positions Relentlessly with not One Driver Willing to Give Up his Position.

 

The 98 55 53 and 13 All Really Having a Good Go at One Another Thought their Fight. As The Sun Starts its Slow Dissent Down Over The Hills and Valleys that Surround The Circuit Bottom Bend was Providing Some More Opportunities for Drivers to do Battle with One Another. A Four way Fight Between KA's Number 56 51 44 and 64 was Occurring with Number 56 Holding Strong at The Front of This Fight and Leading them on Towards Clearways.

 

Finally at 13:48PM An Epic Battle Between KA's Number 64 and 44 was Witnessed Through Bottom Bend with The Likes of The Number 64 Bouncing a Wheel Into The Air as The Car Took the Tight Racing Line making for an Amazing Picture and a Superb bit of Car Control To Keep that KA Pointing The Right Way.

 

Hour 4 (14:02PM)

 

The Fourth Hour and Pit Stops and Driver Changes were Imminent with Many Teams Choosing to Go into The Pits to Change Both Drivers and Top Up the Fuel as Well as Change Tyres if Necessary. Every Team was Running to a Different Strategy Depending Upon the Amount of Drivers they Had with Teams of Four Drivers Taking 2 Hours in the Car Each While Teams of Three or Less would Have to Take on Longer Stints of 3 To Maybe Even 4 Hours in the Car Hoping that Having to do Fewer Driver Changes would Mean they could make Up The Difference on Track.

 

Back on The Track at 14:02PM More Battles were Commencing Through Pilgrims Drop With KA's Number 81 Team (GM Performance's Gary Mitchell and Ian Mitchell) Going Head to Head with KA Number 46 Team (JDC Motorsport's Stu Neal Andy Gaugler and Simon Walker Hensell) with The KA of GM Performance Narrowly Taking The Place From JDC Motorsport on the Run towards Clearways.

 

At 14:20PM a Fantastic Battle Between KA Number's 18 100 127 3 55 and 115 was Seen as they Powered their Way onto Clearways with 155 Leading Followed by 55 and 3 127 100 and 18 All Slowly Gaining Ground to the Two Leading KA's at The Front of This Train.

 

Shortly After This Train of Cars Came Through Another Train of 5 KA's was not Far Behind this Time Being Lead by Number 13 Deranged Motorsport with 131 (Team Viking's Mark Holme Harry Nunn and Nick Nunn) Then came Number 4 Alex Read Motorsport with 98 Piston Heads and 41 (Rowe Rage Motorsport's Alex Butler Greg Caswell Jason Handcock and Sam Rowe) As they All Fought Hard to Catch One Another Thought their Fight.

 

KA's Number 98 4 and 64 were Also Seen at 14:48PM Having a Really Good Three Way Fight with 64 and 98 Side by Side down Pilgrims Drop with The Number 4 Car Closing Fast.

 

At 14:54PM A Final Battle was Seen on the Run Up Towards Clearways with The KA's of Number 60 (Powerflex's David Power Paul Cowland and Dom David) Battling Hard with KA's Number 7 (G and B Finch's Joe Bragg Lee Finch Steve Finch Benjamin Smith and Arthur Thurtle) and Number 127 (Fat Boys Racing's Charlie Jackson and Matt Pinny) with The Number 7 KA Leading The Trio On Towards Clearways as The Sun Began to Set.

 

Hour 5 (15:25PM)

 

The Fith Hour and a Swarm of KA's were Seen Storming Down the Main Straight towards Paddock Hill Bend with the Number 131 Car of (Team Viking) in the Lead by Some Distance Followed by Number 64 125 18 81 and 155 as they All Made their Way Towards Paddock for another Chance at an Overtake.

 

Another Battle Followed Closely Behind with KA Numbers 11 18 49 and 111 All Fighting as Well in order to Maintain or Improve their Positions as The Race Went on.

 

At 15:28PM The Safety Car was Out again While Another KA Somewhere on Track was Being Recovered and The Leading car Number 36 IP Racing's (Adam Blair Scott Parkin Oliver Wilmot and Mark Witherington's Lead Evaporates as the Field is Once again Bunched up.

 

Behind Them are KA's Number 44 (Mini Challenges Max Coates Dominic Wheatley Lewis Saunders and Dan Zelos) Looking to Make a More Once the Safety Car Period Ends The 14 of (Frugal Racing) and 51 of (Barwell Autosport's Taylor Norton Kamran Tunio Ryan Brinsted and Kester Cook) Also Looking to Take the Lead of This Endurance Race.

 

At 15:36PM The Car that Had Caused The Safety Car was Seen Being Recovered into the Outer Garage Area where cars are Held Before the Start of Each Race. KA Number 46 (JDC Motorsport) Had Made Contact Somewhere on the Circuit and Looked to Have a Broken Front Left Steering Arm with the Wheel Being Completely Bend Backwards into The Car with the Car Heading Back to the Garage for Repairs Before Rendering The Race Quite a Few Laps Down.

 

15:38PM and The Two KA's of Positive Motorsport's Andrew Rogerson Samuel Rendon and Ryan Frith Battle it Out with Number 13 Deranged Motorsport Through Westfield Towards Dingle dell with The Number 13 Beautifully Sweeping Around the Outside to Take The Position Away.

 

Another Battle was Seen at 15:38PM with (Alex Read Motorsport) Number 4 Battling Number 64 (Auto Teach Motorsport's Reece Kellow Andrew Howell Luca Ataccini Anzanello and Megan) through Westfields Side by Side on Towards Dingle dell.

 

Finally at 15:57PM Another KA Had Fallen Victim to an Issue with the Number 23 Car of (PSR's Carl Beresford Russel Danzey Tom Gilbert and Jack Wood) Being Taken on the Back of the Recovery Truck to The Garages for Repairs Before Going back Out into The Race as Night Began to Fall Upon The Indy Circuit.

 

Hour 6 (16:15PM)

 

As The Light Slowly began to Fade Away from the Indy Circuit Many Drivers were Now starting to use their Headlights as The Lighting Conditions got Darker and Darker as Time went by.

 

At 16:15PM A Massive Group of Cars came Flying Down Through Paddock Hill Bend with KA Number 55 Al Most Racers on the Inside Line 127 Fat Boys Racing on the Middle Line and 39 Kameleon Racing's Chris Bright Richard Cox Steve Goldsmith and Leigh Youles Michael on the Outside Line as they Fought their way Through the Bend and Up Towards Druids.

 

At 16:21PM Piston Heads Racing KA Number 98 was Seen Leading another Group of Cars Through Paddock Hill Bend with Numbers 41 52 33 and 2 All Fighting for Places as they Came Towards Paddock Hill Bend.

 

16:24PM and The Paddock Hill Bend Gravel Trap Claims Another Victim This Time the Number 131 KA of Team Viking Had Ended up Taking a Trip Through it Before a Half Spin Left Him Facing the Marshalls Post Opposite before Returning to the Track after Losing a Few Places. Recovery Teams set to work Once Again with The Safety Car Being Called into Action for The Third Time.

 

16:40PM and at The Top of Paddock Hill Bend a Three way Fight Becomes a Two Way Fight as The Number 127 KA of Fat Boys Racing Goes for a Spin after Trying to Get a Run on the Number 19 KA of LDR Performance Tuning with The Number 14 Car of Frugal Racing Just Narrowly Missing The Spinning Car.

 

16:42PM and a Final Intense Battle Between the Number 44 KA and The Number 1 KA of Burton Power Racing's Andy Burton Kyle Sagar Tom Valentine and Sammy Venables as They Fight Hard to try and Take that Position away from Mini Challenge to Round off The 6th Hour.

 

Hour 7 (16:50PM)

 

The Seventh Hour and at The Bottom of Surtees a Massive Crash is Heard as The KA's of Number 42 The K Teams (Paul Simmons Edward Simmons Glen Woodbridge Damo) is Seen Running off Track with Number 13 Deranged Motorsport Onto The Grass and Number 81 GM Performance Being Spun Out Trying to Avoid The Carnage in Front. All Drivers Okay and They Get back on Track and Continue on As Day Turns into Night.

 

17:02PM and a Top of Druids The Ka's of Number 72 Misty Racings (Adam Bonham and Simon Bonham) are Fighting Hard to Keep their Position from the Number 49 Car of LDR Performance Tuning as well as Number 7 of G and B Finch Trying to Find a Way Through on the Outside of Druids. The 98 of Piston Heads is also Closing in by This Stage with Headlights A Blaze.

 

17:05PM and Coming Towards Druids is a Sea of KA's All With Headlights A Blaze as they Fight for Positions Cars Number 60 3 19 and 39 All in Different Positions and Yet Still Fighting to try and Gain an Advantage that Could Swine this Endurance Race in Any of the Teams Favours. Further Back 127 and 140 Are Doing Battle on the Run Up Towards Druids.

 

17:09PM Once Again Another Battle at Druids This Time its The Trio of Number 127 36 and 60 That are All Trying to Better One Another in their Attempt to Gain a Place with Number 36 IP Racing Leading The Way.

 

17:14PM One Final Battle is Seen Coming Up towards Druids with The Number's 18 44 55 and 2 Fighting it Out Number 2 Kastrol's Has The Lead of This Group of Cars with Blazing Bright Headlights to Aid the Drivers Around The Circuit.

 

17:27PM and Now Darkness was Everywhere Making Visibility Very Difficult and Yet this did not Stop the Likes of Cars Number 128 JTR's Eliot Mason Nick Tandy David Mason and James Rhodes from Battling with Car Number 16 M and D Racing's Alex Martin Daniel Martin Tony Perfect and Mathew Rowling. In a Daring Move in the Pitch Black Darkness The Two Cars Go Side by Side Trying to Gain One over The Other Before JTR's Takes The Inside Line and The Position.

 

17:30PM Another Daring Battle is Captured Between The Number 180 Car of (Shine Auto motive's Colin French Mathew Eldridge and Wayne Clelland) and Number 44 (Mini Challenge's Max Coates Dominic Whitely Lewis Saunders and Dan Zelos) Defending The Outside Line as Best as they Can but Ultimately Shine Automotive Makes their way Through.

 

17:51PM A KA is Seen Flying Down Through The Bottom of Druids and into a Cloud of Dust Caused by Another KA Going off The KA is Just Barely Visible Showing The Dangers of what can Happen at Night When Visibility Becomes Low or Obstructed. Other KA's Soon Followed Through the Dust Cloud as Well with Many Backing off Slightly In case a Car was Stuck out on The Track but Thankfully All was Good as Hour 7 Ended.

 

Hour 8 (17:56PM) (THE FINAL HOUR)

 

The FINAL Hour of The 8 Hour Indy KA 500 and With Every Driver Now Getting into a Rhythm it was Up to Each Teams Last Driver to Strap in and Go for it to the Checkered Flag. However not All had gone to Plan for every Driver as The Number 29 KA of LDR Performance Tuning Found Out Slipping into the Gravel and Costing Them a Ridge Back to the Pits for Repairs with Less than 1 Hour to go.

 

18:00PM and The Number 2 KA of Kastrol's was Captured Racing Through Paddock Hill Bend During The Night Pushing Incredibly Hard to Ensure a Good Top 25 Finnish in the Points with Headlights Illuminating their way Around Paddock Hill Bend as The Car Flew Through The Bend.

 

18:30PM The Safety Car was Out for The Last Time During The Race and was Captured Leading a whole Train of KA's Through Pilgrims Drop and Onto Clearways with Each Driver Poised and Ready to Get Going Once the Safety Car Had Come In.

 

19:07PM An Amazing Sight to Behold with Just 15 Minutes Left on the Clock a Huge Rush of KA's Flooded their way Down The Main Straight and Past The Start Finnish Straight with Headlights on Full Beam to Aid in Visibility. The Number 8 KA Leads The way in This Group of Cars with The Number 18 CHR Hoonikan Car of Stratton MacKay Dave Mayer and Paul Robson Closing in Behind.

 

19:09PM And The Green Flag is Dropped for The Final Time as The Safety Car Comes into the Pitlane All 44 Remaining KA's Race Towards Druids with the Field so Bunched up this is Anyone's Race to both Win or Lose at This Stage.

 

The Number 42 KA of The K Teams Paul Simmons Edward Simmons and Glen Woodbridge Damo takes off Leading from Number 20 A Reeve's Motorsport Aron Reeve Stuart Lane and Andy Godfrey while The Number 127 of Fat Boys Racing Chases Them Down into a Nail Biting Finnish at The Centre of The Field.

 

19:13PM A Group of Six KA's are Captured Having an Intense Battle with Only 5 Minutes Left to Run The Likes of KA Number 127 36 and 128 All Putting Up One Hell of a Good Fight in The Closing Stages of The Endurance Race with Some Drives Having Driven for 4 Hours Straight.

 

19:21PM and after 8 Hours of Continuous Racing and 5 KA's Out of The Race The Checkered Flag was Ready and Waiting as The Number 81 KA of GM Performance's Gary Mitchell and Ian Mitchell Takes the Victory at The 2021 8 Hour Indy Car 500!!!! Followed Closely by The Number 72 Car Misty Racing's Adam Bonham and Simon Bonham in Second Place with KA Number 14 Frugal Racing's Jim McDougal Callum McDougal Mike Marais and Leon Bidgeway Taking Third Place.

 

A Huge Congratulations to The Overall Top Three Winners and to All of the other Teams and Competitors for Showing some Incredible Racing To End of The 2021 Motorsport Season. From

Historic Formula 1 to Classic Touring Cars To The Indy KA 500 This Season Has been One of The Best to Date.

 

See You All Again Next Year Where We Will do it All Over Again.

                                        

Over 60 firefighters were required after 2 vehicles were involved in a significant collision, creating a total of 9 patients including one fatality. Multiple patients were ejected. LAFD utilized helicopters as Air Ambulances to transport 3 children to Pediatric Trauma Centers.

 

Photo by Mike Meadows

LAFD Incident: 041716-0589

 

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Krewe of Okeanos parade

Mardi Gras 2018

New Orleans LA

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33 – G Russell Pollock Residence – 2236 S Hobart Blvd – 1936

 

Built after the early covenants had expired, which required a first-class two-story residence, this single-story cottage was allowed in a neighborhood of station homes and mansions. Whether it was built for G Russell Pollock is unclear, but he’s listed at the property in the 1942 City Directory. Pollock was associated with the early breakaway offshoot of the Jehovah Witnesses – the Dawn Bible Students Association. During the 1960’s Pollock acted as the narrator for the “Frank and Earnest” radio program and a moderator for the television show. William H and Emily L Norment resided here in the 1950’s. Emily died in 1965 and William passed in 1977. Both are buried at nearby Angeles-Rosedale Cemetery.

 

West Adams Heights

 

“Nowadays we scarcely notice the high stone gates which mark the entrances on Hobart, Harvard, and Oxford streets, south of Washington Boulevard. For one thing, the traffic is too heavy, too swift; and then, again, the gates have been obscured by intrusions of shops and stores. At the base of the stone pillars appears the inscription “West Adams Heights.” There was a time when these entranceways were formidable and haughty, for they marked the ways to one of the first elite residential areas in Los Angeles. . . In the unplanned early-day chaos of Los Angeles, West Adams Heights was obviously something very special, an island in an ocean of bungalows—approachable, but withdrawn and reclusive—one of the few surviving examples of planned urban elegance of the turn of the century.”

 

- Carey McWilliams, “The Evolution of Sugar Hill,” Script, March, 1949: 30.

 

Today West Adams Heights is still obviously something special. The past sixty years, however, have not been kind. In 1963 the Santa Monica Freeway cut through the heart of West Adams Heights, dividing the neighborhood, obscuring its continuity. In the 1970’s the city paved over the red brick streets and removed the ornate street lighting. After the neighborhood’s zoning was changed to a higher density, overzealous developers claimed several mansions for apartment buildings. Despite these challenges, however, “The Heights,” as the area was once known, has managed to regain some of its former elegance.

 

The West Adams Heights tract was laid out in 1902, in what was then a wheat field on the western edge of town. Although the freeway now creates an artificial barrier, the original neighborhood boundaries were Adams Boulevard, La Salle Ave, Washington Boulevard, and Western Avenue. Costly improvements were integrated into the development, such as 75-food wide boulevards (which were some of the first contoured streets not to follow the city grid), lots elevated from the sidewalk, ornate street lighting, and large granite monuments with red-brass electroliers at the entrance to every street. These upgrades increased the lot values, which helped ensure the tract would be an enclave for the elite.

 

One early real estate ad characterized the neighborhood stating: “West Adams Heights needs no introduction to the public: it is already recognized as being far superior to any other tract. Its high and slightly location, its beautiful view of the city and mountains make t a property unequaled by any other in the city.”

 

The early residents’ were required to sign a detailed restrictive covenant. This hand-written document required property owners to build a “first-class residence,” of at least two stories, costing no less than two-thousand dollars (at a time when a respectable home could be built for a quarter of that amount, including the land), and built no less than thirty-five feet from the property’s primary boundary. Common in early twentieth century, another clause excluded residents from selling or leasing their properties to non-Caucasians.

 

By the mid 1930’s, however, most of the restrictions had expired. Between 1938 and 1945 many prominent African-Americans began to make “The Heights” their home. According to Carey McWilliams, West Adams Heights became known “Far and wide as the famous Sugar Hill section of Los Angeles,” and enjoyed a clear preeminence over Washington’s smart Le Droit Park, St. Louis’s Enright Street, West Philadelphia, Chicago’s Westchester, and Harlem’s fabulous Sugar Hill.

 

West Adams Heights, now also known as Sugar Hill, played a major role in the Civil Rights movement in Los Angeles. In 1938 Norman Houston, president of the Golden State Mutual Life Insurance Company, and an African-American, purchased a home at 2211 South Hobart Boulevard. Legal Action from eight homeowners quickly ensued. During that period, other prominent African-Americans began to make Sugar Hill their home – including actress Hattie McDaniels, dentists John and Vada Summerville, actress Louise Beavers, band leader Johnny Otis, and performers Pearl Baily and Ethel Waters, and many more. On December 6, 1945, the “Sugar Hill Cases” were heard before Judge Thurmond Clark, in LA Superior Court. He made history by become the first judge in America to use the 14th Amendment to disallow the enforcement of covenant race restrictions. The Los Angeles Sentinel quoted Judge Clark: “This court is of the opinion that it is time that [African-Americans] are accorded, without reservations and evasions, the full rights guaranteed them under the 14th Amendment.” Gradually, over the last century people of nearly ever background have made historic West Adams their home.

 

The northern end of West Adams Heights is now protected as part of the Harvard Heights Historic Preservation Overlay Zone (HPOZ). The Historic West Adams area of Los Angeles (which includes West Adams Heights) boasts the highest concentration of turn-of-the-century homes west of the Mississippi, as well as the highest concentration of National Historic Landmarks, National Register of Historic Places, National Historic Districts, State Historic Landmarks, Los Angeles Cultural-Historic Monuments, and Historic Preservation Overlay Zones in the city. The entirety of West Adams Heights should be nominated as a National Register Historic District, for the quality of homes, the prominence of the architects, notoriety of the people who lived in the neighborhood, and the role it played in civil rights.

 

Perhaps a quote adapted from a fireplace mantle in the Frederick Rindge mansion best symbolizes the optimism which exists in West Adams: “California Shall be Ours as Long as the Stars Remain.”

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

  

Some background:

In the aftermath of the Second World War, Sweden required a strong air defense, utilizing the newly developed jet propulsion technology. This led to a pair of proposals being issued by the Saab design team, led by Lars Brising. The first of these, codenamed R101, was a cigar-shaped aircraft, which bore a resemblance to the American Lockheed P-80 Shooting Star. The second design, which would later be picked as the winner, was a barrel-shaped design, codenamed R 1001, which proved to be both faster and more agile upon closer study.

 

The original R 1001 concept had been designed around a mostly straight wing, but after Swedish engineers had obtained German research data on swept-wing designs, the prototype was altered to incorporate a 25° sweep. In order to make the wing as thin as possible, Saab elected to locate the retractable undercarriage in the aircraft's fuselage rather than into the wings.

 

Extensive wind tunnel testing performed at the Swedish Royal University of Technology and by the National Aeronautical Research Institute had also influenced aspects of the aircraft's aerodynamics, such as stability and trim across the aircraft's speed range. In order to test the design of the swept wing further and avoid any surprises, it was decided to modify a single Saab Safir. It received the designation Saab 201 and a full-scale R 1001 wing for a series of flight tests. The first 'final' sketches of the aircraft, incorporating the new information, was drawn in January 1946.

 

The originally envisioned powerplant for the new fighter type was the de Havilland Goblin turbojet engine. However, in December 1945, information on the newer and more powerful de Havilland Ghost engine became available. The new engine was deemed to be ideal for Saab's in-development aircraft, as not only did the Ghost engine had provisions for the use of a central circular air intake, the overall diameter of the engine was favorable for the planned fuselage dimensions, too. Thus, following negotiations between de Havilland and Saab, the Ghost engine was selected to power the type instead and built in license as the RM 2.

 

By February 1946 the main outline of the proposed aircraft had been clearly defined. In Autumn 1946, following the resolution of all major questions of principal and the completion of the project specification, the Swedish Air Force formally ordered the completion of the design and that three prototype aircraft be produced, giving the proposed type the designation J 29.

On 1 September 1948, the first of the Saab 29 prototypes conducted its maiden flight, which lasted for half an hour. Because of the shape of its fuselage, the Saab J 29 quickly received the nickname "Flygande Tunnan" ("The Flying Barrel"), or "Tunnan" ("The Barrel") for short. While the demeaning nickname was not appreciated by Saab, its short form was eventually officially adopted.

 

A total of four prototypes were built for the aircraft's test program. The first two lacked armament, carrying heavy test equipment instead, while the third prototype was armed with four 20mm automatic guns. Various different aerodynamic arrangements were tested, such as air brakes being installed either upon the fuselage or on the wings aft of the rear spar, along with both combined and conventional aileron/flap arrangements.

The flight test program revealed that the J 29 prototypes were capable of reaching and exceeding the maximum permissible Mach number for which they had been designed, and the flight performance figures gathered were found to be typically in excess of the predicted values.

 

In 1948 production of the type commenced and in May 1951 the first deliveries of operational production aircraft were received by F 13 Norrköping. The J 29 proved to be very successful and several variants and updates of the Tunnan were produced, including a dedicated reconnaissance variant and a dedicated all-weather fighter with an on-board radar, the J 29D.

 

The J 29D variant originally started its career as a single prototype to test the Ghost RM 2A afterburner turbojet with 27.5 kN (2,800 kgp/6,175 lbf). The new engine dramatically improved the Tunnan’s performance, esp. concerning the start phase, acceleration and climb, and was eventually adopted for the whole J 29 fighter fleet in an update program, leading to the J 29F variant.

 

However, at the time of the RM 2A trials, Sweden was more and more in need for a suitable all-weather aerial defense for its vast, neutral airspace in the vicinity of the Soviet Union. Only a single flight of the Swedish Air Force, F1 in Hässlö, operated roundabout thirty radar-equipped fighters, and these were outdated De Havilland Mosquito night fighters (locally designated J 30).

 

The highly successful J 29 was soon considered as a potential air-intercept radar carrier, offering a much more up-tp-date performance and deterrent potential against would-be intruders. Consequently, Saab started the development of an indigenous all-weather fighter on the basis of the Tunnan (originally coded “J 29R”). The work started with aerodynamic trials of different radome designs and placements on a Tunnan’s nose, e .g. inside of the circular air intake opening or above it. No major drawbacks were identified, and in 1955 the decision was made to convert thirty J 29B daylight fighters for the all weather/night fighter role. These machines officially inherited the designation J 29D.

The J 29D’s compact radar, called the PS-43/T, was designed by CSF (Compagnie Generale de Telegrahpi Sans Fil) in France after the Swedish specification. It had a wavelength of 3 cm with an effect of 100 kW, and it was to have a spiral scan pattern. Range was 15-20 km, only a slight improved against the Mosquitos’ bulky SCR-720B radar set, which only had a range of 12-16km. But the system’s compact size and the ability to be operated by the pilot alone meant a serious step forward. 34 sets were delivered together with blueprints in 1956, and the PS-43 radar system was later modified and adapted to the Saab 32 Lansen, too.

 

The structural modifications for the radar-equipped Tunnan were carried out in the course of the ensuing J 29F update program, which had started in 1954. Beyond the afterburner engine and dogtooth wing updates for the day fighters, the J 29D also received a re-designed nose section which now featured a thimble radome for the PS-43/T, integrated into the upper air intake lip, reminiscent of the F-86D’s arrangement. The air intake itself kept the original circular diameter, but the opening was slightly wider, raked forward and featured a sharper lip, for an improved airflow under the radome. Overall performance of the J 29 did not suffer, and the conversion took place swiftly thanks to a simple replacement of the nose section in front of the windscreen and the installation of a shielded tracking monitor in the cockpit.

 

Experiments with a heavier cannon armament (consisting of four, long-barreled 30mm guns in the lower fuselage) for the J 29 in general were conducted in parallel, too. But, despite showing no negative effect on the J 29’s handling or performance, this upgrade was not introduced to any of the J 29 variants in service and so the J 29D kept its original four 20mm cannon as main armament, too. Additional ordnance consisted of optional racks with 75 mm/3 in air-to-air rockets under the inner wings against large aerial targets like bombers. A pair of drop tanks could be carried on the outer pylons, too, and they were frequently carried in order to extend range and loiter time. Other loads, including bombs or unguided air-to-ground missiles, were possible, but never carried except for in practice.

 

The last converted J 29D was delivered back to the Swedish Air Force in late 1956, just in time to replace the last active J 30 Mosquitos in service, which had been gradually phased out since 1953. In parallel, the radar-equipped J 33 Venom was introduced into service, too, since the small number of J 29Ds had in the meantime turned out to be far from sufficient to effectively cover the Swedish air space against large numbers of ever faster jet bombers and reconnaissance aircraft. The J 29D fulfilled its role and duty well, though, and was just as popular as the daylight fighter versions.

 

Initially, all J 29D were delivered in bare metal finish, but they were soon adorned with additional markings on fin and wing tips for easier recognition and formation flights. A few all-weather fighters of F1 Flygflottil experimentally received the blue/green camouflage which had been adopted for the S 29C reconnaissance aircraft, but this was found to be ineffective at the typical altitudes the interceptors would operate. As a consequence, the scheme was quickly changed into the much lighter livery of the former J 30 and J 33 fighters, although the bare metal undersides and the formation markings under the wing tips were retained – even though this practice was confined to F 1 and not consequently carried out among all of the fighter squadron's J 29Ds. Some J 29D furthermore carried various forms of black ID bands for quick identification in war games, but unlike the day fighters, these markings were limited to the undersides only.

 

From 1963 onwards all frontline J 29Fs were equipped with AIM-9 Sidewinder infrared-seeking air-to-air missiles, designated Rb 24 in Swedish service. This update was also carried out among the J 29D fleet, and the new, guided missiles considerably improved the aircraft’s capabilities.

 

Anyway, the J 29D’s small number remained a fundamental problem that prevented bigger success or even export sales, and due to the quick technical advances, the J 29D remained only a stopgap solution. The much more capable Saab 32 Lansen had been under development and its dedicated all-weather fighter variant, the J 32B, had already entered service in 1958, replacing the mixed and outdated lot of radar-equipped fighters in Swedish service.

Nevertheless, the J 29D soldiered on, together with the rest of the J 29F and S 29C fleet, until 1970, even though not in front line duties anymore.

  

General characteristics:

Crew: 1

Length: 10.80 m (35 ft 4 1/2 in)

Wingspan: 11.0 m (36 ft 1 in)

Height: 3.75 m (12 ft 4 in)

Wing area: 24.15 m² (260.0 ft²)

Empty weight: 4,845 kg (10,680 lb)

Max. takeoff weight: 8,375 kg (18,465 lb)

 

Powerplant:

1× Svenska Flygmotor RM2B afterburner turbojet, rated at 6,070 lbf (27 kN)

 

Performance:

Maximum speed: 1,060 km/h (660 mph)

Range: 1,100 km (685 mi)

Service ceiling: 15,500 m (50,850 ft)

Rate of climb: 32.1 m/s (6,320 ft/min)

 

Armament:

4x 20mm Hispano Mark V autocannon in the lower front fuselage

Typically, a pair of 400-liter (106 US gallon) or 500-liter (132 US gallon) drop tanks was carried on the outer “wet” pylons

Further air-to-air ordnance initially consisted of 75 mm (3 in) air-to-air rockets, from 1963 onwards the J 29D could also carry up to 4x Rb 24 (AIM-9B Sidewinder) IR-guided air-to-air missiles.

Optionally (but never carried in service), the J 29D could also deploy a wide range of bombs and unguided missiles, including 145 mm (5.8 in) anti-armor rockets, 150 mm (6 in) HE (high-explosive) rockets or 180 mm (7.2 in) HE anti-ship rockets

  

The kit and its assembly:

Sweden is a prolific whiffing territory, and the Saab 29 offers some interesting options. The all-weather Tunnan was a real Saab project, and things actually got as far as the aforementioned radome shape test stage. But eventually the project was fully dropped, since Saab had been busy with standard J 29 production and conversions, so that this aircraft never materialized, just as the projected side-by-side trainer Sk 29 of the same era.

 

However, I recently came across a nice Saab 29 book which also covers some projects – including drawings of the radar-equipped Tunnan that never was. My converted model with the thimble radome and the raked air intake is based on these drawings.

 

The basic kit is the Heller Saab 29, which I deem superior to the Matchbox Tunnan, with its mix of raised and engraved panel lines and overall rather soft detail (despite the surprisingly nice cockpit). Anyway,, the Heller kit has its flaws, too, e. g. a generally weak material thickness, lack of locator pins or other stabilizing aids and some sinkholes here and there.

 

The kit was built mostly OOB, with as much lead in the gun tray as possible - and it actually stands on its own three feet/wheels! The only major change is the modified nose section. It sounds simple to graft a radome onto the Tunnan's nose, but the rhinoplasty was challenging. The whole front end had to be renewed, based on the profile drawings and sketches at hand.

 

The thimble radome is actually a recycled drop tank front end from a Hasegawa F6F Hellcat. The raked, lower aitr intake lip comes from a Matchbox Mystère IVA - but it lost its splitter, was reshaped and had the OOB air intake duct glued into place from behind. Once the intake was glued into its place, a wedge opeing was cut into the area in front of the canopy and the drop tank radome adapted to the gap, a step-by-step approach, since I wanted to have the radome slightly protrude into the airtake, but also keep a staright line in front of the windscreen.

 

Additional details include new pitots on the wing tips and some additional antennae. The heat shield for the afterburner engine is OOB, as well as the streamlined drop tanks and their pylons. I just added an additional pair of pylons (from an Acedamy MiG-23) to the inner wing, holding a pair of AIM-9Bs.

  

Painting and markings:

Finding a suitable, yet “different” scheme for the J 29 night fighter was not easy; most J 29 were left in bare metal, some carried dark green upper surfaces and some S 29C wore a paint scheme in olive green and dark blue. I eventually settled for the RAF style paint scheme that had been adopted with the J 30 Mosquito and J 33 Venom night fighters – not spectacular, but different from the Swedish early Sixties norm, and it subtly underlines the J 29D’s role.

 

The scheme was lent from RAF Venom night fighters (which was used on the Swedish J 33, too), and of the upper surfaces I used RAF tones, too: Humbrol 163 (Dark Green) and 165 (Medium Sea Grey). However, I did not want to use the grey on the lower surfaces, since I found that scheme a bit too uniform and British, so I painted the lower surfaces in NMF, with a waterline at medium height - higher than the camouflaged S 29C’s and lower than the early, camouflaged J 29A fighters (with an experimental all-green upper surface).

 

The bare metal finish was created with acrylic Aluminum (Revell 99) and Polished and Matt Aluminum Metallizer (Humbrol) added on top, highlighting single panels. Around the engine bay and the exhaust, a base with Iron (Revell 91) was laid down, with Steel Metallizer (Modelmaster) on top.

Under the wing tips, green formation markings (again Humbrol 163) were added, as well as black ID stripes (cut from generic decal sheet material). Other, Swedish adornment, like the roundels, codes or squadron markings, was taken from the OOB sheet, a PrintScale sheet for the J 29 and leftover decals from a Heller J 21.

 

Interior details were painted according to Swedish standard, thankfully there are many good pictures available. The cockpit interior became grey-green (Revell 67 comes very close to the real thing) with light grey dashboard and side consoles. The landing gear wells medium (Revell 57) grey with some dry-brushed Aluminum, while the wheel discs became grey-green, too.

  

An interesting result, through relatively little effort: the dog nose changes the look of the tubby J 29 a lot, it looks much sleeker and somewhat German now – but somehow also more retro than the original aircraft? The different paint scheme looks unusual, too, despite being relatively down-to-earth. This will certainly not be my last modified J 29, a two-seat trainer would certainly be another cool and reality based Tunnan whif?

Greater Manchester Police (GMP) has welcomed 100 new police officers to the ranks.

 

The new officers were sworn in at an attestation ceremony at Droylsden Academy on Monday 22 January 2018.

 

Chief Constable Ian Hopkins, Deputy Chief Constable Ian Pilling and the Mayor of Tameside, Councillor Joyce Bowerman attended the legally binding event.

 

Friends and family were also invited to watch as each of the officers took the oath to uphold the officer of constable with fairness, integrity, diligence and impartiality. More than 200 friends and family members attended the event.

 

To find out more about Greater Manchester Police please visit our website. www.gmp.police.uk

 

You should call 101, the national non-emergency number, to report crime and other concerns that do not require an emergency response.

 

Always call 999 in an emergency, such as when a crime is in progress, violence is being used or threatened or where there is danger to life.

 

You can also call anonymously with information about crime to Crimestoppers on 0800 555 111. Crimestoppers is an independent charity who will not want your name, just your information. Your call will not be traced or recorded and you do not have to go to court or give a statement.

 

By 1966, the Vietnam War was in full swing, and the USAF was noting the alarming rise in losses among its Forward Air Control (FAC) community, at that time flying mostly Cessna O-1 Bird Dogs. The O-1 was a good FAC platform, but single engined; the FAC role required low and slow flight, making it vulnerable to ground fire. The USAF’s requirement for an “off-the-shelf” interim replacement for the O-1, which would retain the O-1’s good visibility from the cockpit and have better survivalbility, was suited well by Cessna’s Model 337 Skymaster. The Model 337 used a unique “push-pull” twin engine setup, which had better performance and reliability than a single-engined aircraft, but did not require twin-engined certification to fly. The USAF immediately ordered 532 Skymasters as O-2A FAC aircraft and loudspeaker-equipped O-2B psychological warfare aircraft, with the first reaching USAF units in March 1967.

 

The O-2, nicknamed “Oscar Deuce” or “Duck” by its pilots, proved to be an excellent FAC platform, even if the twin-engined reliability was thought by its pilots to be oversold—the only thing that handled worse than an O-2 on one engine, the saying went, was an O-2 with no engines. Using marker rockets on underwing hardpoints, FAC O-2s would mark a target for USAF or South Vietnamese strike aircraft to attack VC/NVA positions in the dense jungle and mountains of South Vietnam, and occasionally Laos or even the southern portion of North Vietnam. FAC pilots were known to make strafing runs or salvo their rockets into attacking enemy troops if the situation on the ground was desperate, and some O-2 pilots even equipped their aircraft with side-firing machine guns to act as “emergency gunships,” though the USAF discouraged this activity. The FAC role was dangerous enough: 178 O-2s were lost during the Vietnam War, nearly one out of every five the USAF acquired. As it turned out, the O-2 was at least as effective as its scheduled replacement, the OV-10 Bronco, and its involvement in Vietnam ended only when American involvement did in 1973.

 

Following the Vietnam War, the O-2 remained in service as a FAC, though it was gradually relegated to liaison duties with Air National Guard units as the OV-10 and jet-powered OA-37B Dragonfly replaced it. The Skymaster was finally retired from USAF service around 1986, but several remained in service with the US Army as test aircraft and the US Navy as range safety aircraft for the strike training program. The last O-2 left US service in 2010. Many ex-USAF aircraft were supplied to other nations as liasion or counterinsurgency aircraft, or in Africa, anti-poaching aircraft.

 

This O-2B is 67-1469, which joined the USAF's 4410th Combat Crew Training Wing at Hurlburt Field, Florida, training new FAC pilots for Vietnam. Only a few months after delivery in early 1967, 67-1469 went to Vietnam itself, serving as a FAC with the 14th Air Commando/Special Operations Wing at Nha Trang, South Vietnam. 67-1469 came home in 1971, and would serve with two Air National Guard units--the 105th Tactical Air Support Group (New York ANG) at Westchester and the 315th Tactical Airlift Wing (Michigan ANG) at Battle Creek--along with a brief stint with the Ogden Air Logistics Center at Hill AFB, Utah. Retired in 1978, it became a ground instruction trainer at Sheppard AFB, Texas until 1987.

 

With its USAF career at an end, 67-1469 was donated to an honorable retirement at the Kansas Aviation Museum at McConnell AFB. Tragedy struck the aircraft in 2012, however, when it was damaged by a tornado. The museum lacked the funding to repair 67-1469, and it was acquired by the Miracle of America Museum in Polson, Montana shortly thereafter.

 

Unfortunately for 67-1469, the Miracle of America Museum may not have the funds to restore it either. It rests as little more than a wreck between the museum's CH-34 and T-33B, with the tail booms gone, the engines missing, and the wings stored alongside of it. It's something of a sad fate for a Vietnam veteran aircraft, and hopefully someday it will return to at least display status.

Some liveries require exceptional lighting to look good, such as First Great Western's, whose two-car turbos ply to the remote outpost that is Banbury. I have been trying to get a decent picture for years, now, have I finally succeeded?

 

165124 is about to bob under Twyford Bridge on a sunny April evening with the 1623 shuttle from Oxford.

Copyright © 2013 by Ian J MacDonald. Permission required for any use. All rights reserved

 

The entire set: www.flickr.com/photos/ianmacdonald/sets/72157636356726526/

 

These illustrations are meant to represent the elements of the periodic table. The drawings are influenced by the Art Deco friezes seen on buildings of the 1920s and 30s - deities were used to represent the essence of the ideas being represented; such as industries, scientific ideas, civic ideals etc...

 

While the Art Deco style is an influence I did not want to directly copy what has been already been done or hang slavishly onto examples of Art Deco. I am endeavoring to work in the style, imagining creating something new in that moment when Art Deco was current.

 

Each element is represented by a goddess embedded in a representational background. The deities are purposely done in a sketchy manner - opposite to the solid background - to represent the quantum mechanical nature of atoms and particles. In quantum mechanics particles have no meaning as solid defined units of matter but are statistical entities described by complex (literally and mathematically) wave functions that provide us with the probable positions and energies of particles and systems of particles - an unsettling prospect for many people.

 

I represent the essence of the elements by goddesses for several reasons. One, they are more interesting, complex, beautiful to draw than males. Secondly it is more challenging to represent the essence of the elements in a feminine rather than a male manner. Unfortunately, science and chemistry has been male dominated and as such so has the naming and descriptions of the elements. These are meant to somewhat challenge the viewer by juxtaposing the female essence with male dominance in science. It would be too simple and cliche to represent iron, for example, as a Mars-like God. Some of the elements are quite dangerous to living creatures and it is far more challenging to express that in a feminine manner.

 

I was asked if people would get past the nudity. The answer is "No". But that is OK. I want the beauty and vulnerability to attract attention. Science is after all quite beautiful if one takes the time to stop fighting the math and difficulties in understanding, and immerse themselves in it to appreciate just how weird and strange nature really is be - far beyond anything humans could come up with. The nudity somewhat represents the primal, elemental nature of the different atoms. Clothing, such as suit of armor for iron, is a distraction and again too simple and cliche.

 

But all in all the representation is not direct. Some influence comes from the elements' names - often from properties of the elements, literary references, where they were isolated, political rivalries, honors for discoverers etc... Some influence comes from the bulk properties of the elements such as harness, conductivity, toxicity, density, etc.... Some of the pieces are inspired by the major uses for the element - in industrial processes, in natural biological processes, nuclear reactions, nucleosynthesis, in everyday objects, and so on.

 

This is a work in progress and my second go at it. I have been tinkering at this for some time and I think these are closer to the vision in my head than what I have done earlier. Enjoy.

Historic Documents Which Marked the Beginning of Our War with Germany.

=========================================

 

Sixty-fifth Congress of the United States of America;

 

At the First Session,

Begun and held at the City of Washington on Monday, the 2nd day of April, 1917.

 

JOINT RESOLUTION

 

Declaring that a state of war exists between the Imperial German Government and the Government and the people of the United States of America and making provision to prosecute the same.

 

========================================

Whereas the Imperial German Government has committed repeated acts of war against the Government and the people of the United States of America ; Therefore be it

 

Resolved by the Senate and House of Representatives of the United States of America in Congress assembled, That the state of war between the United States and the Imperial German Government which has thus been thrust upon the United States is hereby formally declared; and that the President be, and he is hereby, authorized and directed to employ the entire naval and military forces of the United State and the resources of the Government to carry on war against the Imperial German Government; and to bring the conflict to a successful termination all of the resources of the country are hereby pledged by the Congress of the United States.

 

Champ Clark,

Speaker of the House of Representatives.

 

Thomas Riley Marshall,

Vice President of the United States and

President of the Senate.

 

Approved 6, April, 1917.

Woodrow Wilson.

  

================================================

Proclamation 1364—Declaring That a State of War Exists Between the United States and Germany

April 6, 1917.

 

By the President of the United States of America,

A Proclamation.

 

Whereas, the Congress of the United States in the exercise of the constitutional authority vested in them have resolved, by joint resolution of the Senate and House of Representatives bearing date this day "That the state of war between the United States and the Imperial German Government which has been thrust upon the United States is hereby formally declared";

 

Whereas, it is provided by Section 4067 of the Revised Statutes, as follows:

 

Whenever there is declared a war between the United States and any foreign nation or government, or any invasion or predatory incursion is perpetrated, attempted, or threatened against the territory of the United States, by any foreign nation or government, and the President makes public proclamation of the event, all natives, citizens, denizens, or subjects of a hostile nation or government, being males of the age of fourteen years and upwards, who shall be within the United States, and not actually naturalized, shall be liable to be apprehended, restrained, secured, and removed as alien enemies. The President is authorized, in any such event, by his proclamation thereof, or other public act, to direct the conduct to be observed, on the part of the United States, toward the aliens who become so liable; the manner and degree of the restraint to which they shall be subject, and in what cases, and upon what security their residence shall be permitted, and to provide for the removal of those who, not being permitted to reside within the United States, refuse or neglect to depart therefrom; and to establish any such regulations which are found necessary in the premises and for the public safety;

Whereas, by Sections 4068, 4069, and 4070 of the Revised Statutes, further provision is made relative to alien enemies;

 

Now, Therefore, I, Woodrow Wilson, President of the United States of America, do hereby proclaim to all whom it may concern that a state of war exists between the United States and the Imperial German Government; and I do specially direct all officers, civil or military, of the United States that they exercise vigilance and zeal in the discharge of the duties incident to such a state of war; and I do, moreover, earnestly appeal to all American citizens that they, in loyal devotion to their country, dedicated from its foundation to the principles of liberty and justice, uphold the laws of the land, and give undivided and willing support to those measures which may be adopted by the constitutional authorities in prosecuting the war to a successful issue and in obtaining a secure and just peace;

 

And, acting under and by virtue of the authority vested in me by the Constitution of the United States and the said sections of the Revised Statutes, I do hereby further proclaim and direct that the conduct to be observed on the part of the United States toward all natives, citizens, denizens, or subjects of Germany, being males of the age of fourteen years and upwards, who shall be within the United States and not actually naturalized, who for the purpose of this proclamation and under such sections of the Revised Statutes are termed alien enemies, shall be as follows:

 

All alien enemies are enjoined to preserve the peace towards the United States and to refrain from crime against the public safety, and from violating the laws of the United States and of the States and Territories thereof, and to refrain from actual hostility or giving information, aid or comfort to the enemies of the United States, and to comply strictly with the regulations which are hereby or which may be from time to time promulgated by the President; and so long as they shall conduct themselves in accordance with law, they shall be undisturbed in the peaceful pursuit of their lives and occupations and be accorded the consideration due to all peaceful and law-abiding persons, except so far as restrictions may be necessary for their own protection and for the safety of the United States; and towards such alien enemies as conduct themselves in accordance with law, all citizens of the United States are enjoined to preserve the peace and to treat them with all such friendliness as may be compatible with loyalty and allegiance to the United States.

 

And all alien enemies who fail to conduct themselves as so enjoined, in addition to all other penalties prescribed by law, shall be liable to restraint, or to give security, or to remove and depart from the United States in the manner prescribed by Sections 4069 and 4070 of the Revised Statutes, and as prescribed in the regulations duly promulgated by the President;

 

And pursuant to the authority vested in me, I hereby declare and establish the following regulations, which I find necessary in the premises and for the public safety:

 

First. An alien enemy shall not have in his possession, at any time or place, any fire-arm, weapon or implement of war, or component part thereof, ammunition, maxim or other silencer, bomb or explosive or material used in the manufacture of explosives;

Second. An alien enemy shall not have in his possession at any time or place, or use or operate any aircraft or wireless apparatus, or any form of signalling device, or any form of cipher code, or any paper, document or book written or printed in cipher or in which there may be invisible writing;

 

Third. All property found in the possession of an alien enemy in violation of the foregoing regulations shall be subject to seizure by the United States;

 

Fourth. An alien enemy shall not approach or be found within one-half of a mile of any Federal or State fort, camp, arsenal, aircraft station, Government or naval vessel, navy yard, factory, or workshop for the manufacture of munitions of war or of any products for the use of the army or navy;

 

Fifth. An alien enemy shall not write, print, or publish any attack or threats against the Government or Congress of the United States, or either branch thereof, or against the measures or policy of the United States, or against the person or property of any person in the military, naval or civil service of the United States, or of the States or Territories, or of the District of Columbia, or of the municipal governments therein;

 

Sixth. An alien enemy shall not commit or abet any hostile acts against the United States, or give information, aid, or comfort to its enemies;

 

Seventh. An alien enemy shall not reside in or continue to reside in, to remain in, or enter any locality which the President may from time to time designate by Executive Order as a prohibited area in which residence by an alien enemy shall be found by him to constitute a danger to the public peace and safety of the United States, except by permit from the President and except under such limitations or restrictions as the President may prescribe;

 

Eighth. An alien enemy whom the President shall have reasonable cause to believe to be aiding or about to aid the enemy, or to be at large to the danger of the public peace or safety of the United States, or to have violated or to be about to violate any of these regulations, shall remove to any location designated by the President by Executive Order, and shall not remove therefrom without a permit, or shall depart from the United States if so required by the President;

 

Ninth. No alien enemy shall depart from the United States until he shall have received such permit as the President shall prescribe, or except under order of a court, judge, or justice, under Sections 4069 and 4070 of the Revised Statutes;

 

Tenth. No alien enemy shall land in or enter the United States, except under such restrictions and at such places as the President may prescribe;

 

Eleventh. If necessary to prevent violation of the regulations, all alien enemies will be obliged to register;

 

Twelfth. An alien enemy whom there may be reasonable cause to believe to be aiding or about to aid the enemy, or who may be at large to the danger of the public peace or safety, or who violates or attempts to violate, or of whom there is reasonable ground to believe that he is about to violate, any regulation duly promulgated by the President, or any criminal law of the United States, or of the States or Territories thereof, will be subject to summary arrest by the United States Marshal, or his deputy, or such other officer as the President shall designate, and to confinement in such penitentiary, prison, jail, military camp, or other place of detention as may be directed by the President.

 

This proclamation and the regulations herein contained shall extend and apply to all land and water, continental or insular, in any way within the jurisdiction of the United States.

 

In Witness Whereof, I have hereunto set my hand and caused the seal of the United States to be affixed.

 

Done at the City of Washington this 6th day of April in the year of our Lord one thousand nine hundred and seventeen and of the independence of the United States of America the one hundred and forty-first.

 

WOODROW WILSON

================================================

  

DECLARATION OF WAR AGAINST GERMANY BY THE AMERICAN CONGRESS AND THE PRESIDENTIAL PROCLAMATION.

  

=====================================================

 

The war of the nations: portfolio in rotogravure etchings: compiled from the Mid-week pictorial. New York: New York Times, Co, 1919. Book.

Retrieved from the Library of Congress, www.loc.gov/item/19013740/. (Accessed November 08, 2016.)

 

Images from "The War of the Nations : Portfolio in Rotogravure Etchings : Compiled from the Mid-Week Pictorial" (New York : New York Times, Co., 1919)

 

Notes: Selected from "The War of the Nations: Portfolio in Rotogravure Etchings," published by the New York Times shortly after the 1919 armistice. This portfolio compiled selected images from their "Mid-Week Pictorial" newspaper supplements of 1914-19. 528 p. : chiefly ill. ; 42 cm.; hdl.loc.gov/loc.gdc/collgdc.gc000037

 

Subjects: World War, 1914-1918 --Pictorial works.

New York--New York

Format: Rotogravures --1910-1920.

 

Rights Info: No known restrictions on reproduction

Repository: Library of Congress, Serials and Government Publications Division, Washington, D.C. 20540

  

Part Of: Newspaper Pictorials: World War I Rotogravures, 1914-1919 (DLC) sgpwar 19191231

 

General information about the Newspaper Pictorials: World War I Rotogravures, 1914-1919 digital collection is available at hdl.loc.gov/loc.gdc/collgdc.gc000037

 

=====================================================

Lovebytes - Digital Spring.

 

UNQUIET : Art and music events at Sheffield's Central Library

Sat 24 March 11am-4pm

Sheffield Central Library, Surrey Street, Sheffield.

 

Sheffield Central Library provided the venue and inspiration for a spree of artistic interventions, impromptu performances and creative workshops:

 

Sheffield Library's documentation from Unquiet (requires Flash):

   

Reactable

The Reactable is a revolutionary new electronic musical instrument, designed to create and perform the music of today and tomorrow. It combines state of the art technologies with a simple and intuitive design, which enables musicians to experiment with sound, change its structure, control its parameters and be creative in a direct and refreshing way - unlike anything you have ever known before.

 

Juxtavoices

Juxtavoices is a large 'antichoir' under the direction of composer Martin Archer and writer Alan Halsey. The group includes many familiar faces from Sheffield's leftfield music, poetry and visual arts scenes. Although the group performs structured scores, no fixed pitches are ever notated, and the group uses improvisation to shape the detail of the scores as the music progresses. Both trained and untrained voices are included. As well as playing "normal" concerts, the group is to be found in various unexpected public places, and at poetry / text events. For this event, Juxtavoices have created 2 special pieces for performance: one in suitably hushed tones inside the main library, and one utilising the rich acoustic of the adjacent stairwell.

 

20Hz by Semiconductor

05.00 minutes / HD video installation / 2011

20 Hz observes a geo-magnetic storm occurring in the Earth's upper atmosphere. Working with data collected from the CARISMA radio array and interpreted as audio, we hear tweeting and rumbles caused by incoming solar wind, captured at the frequency of 20 Hertz. Generated directly by the sound, tangible and sculptural forms emerge suggestive of scientific visualisations. As different frequencies interact both visually and aurally, complex patterns emerge to create interference phenomena that probe the limits of our perception.

 

20Hz is a Semiconductor work by Ruth Jarman and Joe Gerhardt.

Audio Data courtesy of CARISMA, operated by the University of Alberta, funded by the Canadian Space Agency.

 

Co-commissioned by Arts Santa Monica + Lighthouse for the Invisible Fields Exhibition at Arts Santa Monica, Barcelona. 2011-2012. Supported by the British Council.

 

Catalyst

This sound installation in the Lending Library presents a series of collaborative works by a number of Sheffield based writers and sound artists.

 

In 2011 composers from the University of Sheffield Sound Studios (USSS) were asked to produce a work drawing on Brian Eno's concept of 'ambient music' - music that could be subtly diffused into the atrium space at Bank Street. These compositions were played throughout the day and the writers spent an hour free-writing in response to them. These initial responses were then developed into poems by the writers and then were recorded reading their poems. These sound recordings formed the source material for a new series of compositions - in some cases settings of the poems themselves, in others more abstract manipulations of the source material.

 

Catalyst is a collaboration involving Bank Street Arts' Poet in Residence Angelina Ayers; writers on the MA Writing at Sheffield Hallam University; Bank Street Arts Resident sound artist Ian Baxter and fellow composers working from the USSS.

 

Animation/Pixilation Workshop

Children's Library session beginning 11am, 12pm, 2pm and 3pm (4 x 45min workshops)

Age 6+ Free. Book in advance / places are limited.

To book a place email - kidsandteens.library@sheffield.gov.uk

or tel. - 0114 273 4734

 

Come and have a go at animating...Yourself! Pixilation is an exciting form of animation where everyday objects and humans are the made to do extraordinary things such as disappear into walls, change into other people, fly, get eaten by black holes and ice skate on carpets!

 

In this workshop you'll learn how to make use pixillation to create animated films. You and your parents or carers will also find out how to film animation at home using your home computer, a webcam and free software. No experience or equipment necessary - just bring yourself! The workshop is led by Melvyn Turnan - you can see his films at www.melmation.com

Places are very limited, so please book in advance to avoid disappointment.

 

Sssh! There's going to be a FREE secret film show for kids at 1PM, somewhere in the Library...

 

Are spy pigeons and lost mechanical aliens your kind of thing? Do you know a cat who belongs to Simon? (or is it a Simon who belongs to a cat?)...

 

You can only find out the secret location for this screening when you collect a free golden ticket from our information desk in the Winter Garden. Make sure you get there early, it's first come first served and there are only a few places available for this extra special, hush hush event for those in the know. The films are suitable for any age but children must be accompanied by an adult.

 

These films are 100% guaranteed to totally amaze you... here's a sneak preview of what you will see...

 

The Lost Thing by Andrew Ruhemann & Shaun Tan (Passion Pictures, Australia 2011). This film won an Oscar for best short animated film in 2011. A boy finds a strange creature on a beach, and decides to find a home for it in a world where everyone believes there are far more important things to pay attention to.

 

Pigeon Impossible by Lucas Martell. This amazing bagel bite-sized adventure was 5 years in the making. It's the tale of Walter, a rookie secret agent faced with a problem seldom covered in basic training: what to do when a curious pigeon gets trapped inside your multi-million dollar, government-issued nuclear briefcase?

 

Love Over Goldfish by Janet Jennings and Jon Harrison. Have you ever seen a movie that is upside-down from beginning to end? Well the star of this film has, he's lived it! He's a goldfish and this is his life story. Love Over Goldfish was filmed in Sheffield, see if you can spot any familiar locations (but don't get a crick in your neck;)

 

Thanks to all the staff at Sheffield Libraries for hosting this event.

 

Special thanks to:

 

Emma Croft, Sarah Hogan, Martin Dutch and Andrew Milroy at Sheffield Libraries, Martin Archer and Juxtavoices, Ian Baxter (Catalyst), Sergi Jordà (reactable), Sheffield University Sound Studios, Passion Pictures, Lucas Martell, Flatpack Festival, Amber and Joab Harrison

 

Technical wizards: Darren Chouings (Prism), Melvyn Turnan (Melmation), Richard Bolam (RB Digimedia).

 

Lovebytes 2012 - Digital Spring

A Festival of Art, Science and Technology

22-24 March

Sheffield UK

 

www.lovebytes.org.uk

 

The Panzer IV could well be described as the workhorse of the German Pamzer arm. Classed originally as a close-support tank for panzer regiments its short, stubby 75mm gun fired high explosive and smoke rounds as required. At around 18 tons it was the heaviest front line tank in German service at the outbreak of war but, apart from the suspension, bore a strong family likeness to the Panzer III. Various improvements were introduced over the years but the most significant, dating from the winter of 1941/1942, was the fitting of the much longer 75mm KwK 40 which, at a stroke, made the Panzer IV one of the most powerful tanks on the battlefield.

 

British troops first encountered this improved model in the Western Desert in the summer of 1942 and dubbed it the 'Mark IV Special' and soon learned to respect it. It was a measure of the good basic design that the Panzer IV underwent this major change, and others involving additional armour, without suffering any loss of performance or reduction in crew; something that no contemporary British or American tank could manage. There are those who believe that if the Germans had continued to develop the Panzer IV and increase production they might have stood a better chance against Allied tanks than the small quantities of heavier machines that they did produce.

 

Our exhibit was completed as an Ausf D, with 30mm extra armour on the superstructure front and 20mm armour on the hull and superstructure sides before it even left the factory. In 1943 additional armour was put on the front and the original 75mm KwK L/24 replaced with the KwK 40 L/43 and this may well have been as part of the development of these various changes. It was used as a driving instruction vehicle. Plate 292 in the 'Encyclopedia of German Tanks' shows an N.S.K.K. Pz. Kpfw. IV D/H, possibly the Museum exhibit.

Served with Nationalsozialistisches Kraftfahrerkorps (N.S.K.K.) (National Socialist Motor Corps).

 

Precise Name: Panzerkampfwagen IV Aus D

  

Other Name: SdKfz 161, 4 und 5 Serie BW

 

DESCRIPTION

 

The Panzer IV was the backbone of the German Panzer forces during World War II, despite being overshadowed by the more glamorous Panther and Tiger tanks. Approximately 8,540 gun tanks were manufactured between 1937 and 1945 in ten major variants. In addition the Panzer IV chassis was used for command tanks, tank destroyers, armoured recovery vehicles, bridge layers, assault guns and as a self-propelled mount for howitzers and anti-aircraft guns.

 

Continually modified, the gun tank remained in production throughout the war. Its’ armour was repeatedly upgraded and it was rearmed twice with successively more powerful 7.5cm guns. The changes increased its’ weight from 18.4 tons in 1937 to 25 tons in 1944 without a commensurate increase in engine power, reducing mobility and agility.

 

By 1945 the Panzer IV had reached the end of its’ development potential. That it was possible to upgrade the tank repeatedly is a tribute to the flexibility of the design and the foresight of the Krupp designers. Key factors were the ability of the suspension to carry additional weight and the choice of a large diameter for the turret ring making it relatively easy to fit larger guns.

 

The Panzer IV was conceived in 1934 as a ‘medium support tank’, to complement the lighter Panzer III. It was armed with the short 7.5cm KwK 37 that was only 24 calibres long. This gun fired an explosive shell, useful for attacking infantry, anti-tank guns, fortifications and buildings. Developed under the code name of ‘Battalion Commander’s Vehicle’ (Battallionsfuhrerwagen or BW) by the Krupp concern in Essen it was to be provided for one quarter of the Panzer Companies, the others having the Panzer III (see E1951.28 Panzerkampfwagen Aus L).

 

Panzer IV production was concentrated at the Krupp works in Magdeburg; later in the war Panzer IVs were also built by a new tank plant at St Valentin in Austria.

 

The first version of the Panzer IV, the Ausfuhrung (Aus) A was issued in 1937. The next three models, the Aus B, C and D were built in small numbers between October 1939 and May 1941. By the time of the invasion of France 280 Panzer IV gun tanks were serving with the German Army.

 

The Museum’s exhibit was built as a Panzer IV Aus D and was originally armed with the short 7.5cm KwK 37 gun. Compared to the preceding Aus C the Aus D had thicker armour on the hull sides and rear and a modified main gun mounting. The hull was constructed by welding flat plates together. A Maybach petrol engine drove a six speed synchromesh gearbox. Steering was via a Krupp-Wilson ‘clutch and brake system’. The tank’s suspension consists of four bogies on each side. Each bogie has two pairs of small wheels, carried on elliptical springs.

 

The Museum’s vehicle was further upgraded by the addition of more armour plates to the hull front and turret, before it had left the factory. Further improvements were fitted in 1943: the short 7.5cm KwK 37 (muzzle velocity 450 metres/sec, range 6,500 metres) was replaced by a high velocity long gun, the 7.5cm KwK 40 L/43 (muzzle velocity 920 metres/sec, range 8,100 metres) and even more armour added to the hull. The tank was further improved by the installation of spaced armour (or schurzen) around the sides and back of the turret. Schurzen provided protection against the shaped charges contained in infantry anti-tank rockets and demolition charges. Some late model Panzer IVs carried additional schurzen on the hull sides to protect the hull and running gear.

 

After all these changes the Museum’s Panzer IV more closely resembles an Aus G rather than the Aus D that it really is! Numerous upgrades were added to many early Panzer IVs in varying combinations, a process that can make it difficult to identify the precise Ausfuhrung of a particular tank.

 

The Nationalsozialistisches Kraftfahrerkorps, (NSKK or National Socialist Motor Vehicle Training Corps) used the Tank Museum’s Panzer IV Aus D as a driver-training tank; nothing is known of its earlier military career.

 

A total of 229 Panzer IV Aus D were built between October 1939 and May 1941. They had disappeared from combat units by the middle of 1944.

 

The Panzer IV Aus D was superseded by the:

 

• Aus E with a redesigned turret, introduced in September 1940

• Aus F1 fitted with thicker armour and wider tracks, produced between April 1941 and March 1942

• Aus F2 that introduced the high velocity 7.5cm gun 43 calibres long, creating a vehicle that was superior to any contemporary British, American or Russian tank; produced between March and July 1942 this tank was called the ‘Mark IV Special’ by the British 8th Army in Libya

• Aus G with an even more powerful 7.5cm gun 48 calibres long (muzzle velocity 990 metres/sec), fitted with turret and side skirts or schurzen, manufactured from May 1942 to June 1943

• Aus H, an Aus G with a new transmission and additional armour, built from April 1943 until June 1944

• Aus J introduced in 1944 with many changes that were intended to simplify manufacture, production ended in March 1945

 

The most produced version was the Aus H, 3,744 of which were made between April 1943 and July 1944.

 

Summary text by Mike Garth V1.0

 

VEHICLES Features

  

Full Tracked

 

Tracks/Wheels

  

Gun - 75 mm KwK 40 L/43

 

Armament - Main Weapon Type

  

2* MG 34 7.92 mm Machine Guns

 

Armament - Secondary Weapon Type

  

Maybach HL120TRM

 

Engine

  

6 Forward, 1 Reverse

 

Transmission

  

Leaf spring

 

Suspension

  

Vehicle Statistics

  

5

 

Number (Crew)

  

20tons

 

Weight (Overall)

  

40kph

 

Maximum (Speed - Road)

  

Petrol

 

Type (Fuel)

  

50.00mm

 

Maximum (Armour Thickness)

  

75mm

 

Calibre (Main Gun)

  

300bhp

 

Power (Engine Output)

  

Volume (Fuel)

  

200km

 

Radius (Range)

  

80rounds

 

Number (Projectile)

  

5.92m

 

Length (Overall)

  

2.84m

 

Width (Overall)

  

2.68

 

Height (Overall)

 

Sony Alpha 230 w/ Sony 50mm f1.8

Custom orders REQUIRE at least 14 days' notice.

 

Email brian@retrobakerylv.com for details and pricing.

 

RETRO BAKERY

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