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This is the Prince of Wales Road (south) elevation of the St. Pancras Public Baths, located in the Kentish Town section of the London Borough of Camden. This building complex was completed in 1901 and underwent a major renovation in 2010. The renovation included major internal changes and restoration of the facade and some interior details. Over the years it also has been variously known as the Prince of Wales Baths, Kentish Town Baths, and is now known officially as the Kentish Town Sports Centre (it is some distance from the St. Pancras train station but when built it was part of the Borough of St. Pancras).
Built as public baths, as much if not more for reasons of public health than for leisure purposes, it also functioned as a public hall as indicated by lettering on the right (east) side of the south facade. The women's entrance was located on the west side of the building. Today it includes swimming pools and other recreation facilities.
Per a 2005 article by local councillor Gerry Harrison:
"Its architect, Thomas W Aldwinckle, who designed baths in Lewisham and a work-house in Lambeth, produced a late Victorian flamboyance, faced with Lawrence’s red brick with Doulton terra cotta bands, cornices and dressings.
Its asymmetrical façade displays recessed stair turrets and conical roofs. A dentil frieze encloses the building at the first floor, with ‘St Pancras Public Baths Public Hall’ in gold Art Nouveau lettering above the central entrances."
www.camdennewjournal.co.uk/102705/r102705_03.htm
According to a 2010 article in Construction Manager:
"At the southern end of the site, along Prince of Wales Road, the distinctive main elevation with its turrets and bell tower has been separated from the rest of the sports centre and converted into luxury apartments, while the former Resident Engineer’s Block at the northern end of the building has been converted into flats and social housing apartments. These units will be sold to offset the cost of the development."
See: www.construction-manager.co.uk//features/lengths-we-went/
Also, water for the facility was drawn from deep artesian wells and as part of the renovation these were were put back into use according to the Construction Manager article.
For further reading:
An 1899 article about the facility when it was in development:
books.google.com/books?id=G7QcAQAAMAAJ&pg=PA283&l...
A 1913 description of the facility:
books.google.com/books?id=aJQ3AAAAMAAJ&pg=PA152&l...
It is a Grade II Listed Building - the building listing:
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
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Some background:
The mighty Suchoj SuCh-1 started its life in early March 1943, when the Sukhoi OKB finished work on the design of a high-speed fighter with a unique powerplant arrangement. The aircraft was an all-metal low-wing monoplane with conventional tail surfaces. The three-section wings had constant dihedral and basically trapezoidal planform; the stabilizers had zero dihedral.
Two Klimov M-107 water-cooled Vee-12 engines, each with a. take-off power of 1 ,600 hp (1,193 kW) and a maximum design power of 1,500 hp (1,119 kW) at 5,500 m (18,045 ft), were mounted in the center fuselage in a staggered-tandem arrangement: the front engine was offset to starboard and of the rear one to port. Thus, the total power was increased but the drag was the same as for a single-engined aircraft, which was expected to increase fight speed considerably. Consequently, the project was internally designated 'I-2M107', literally "Article powered by two M107 engines".
Furthermore, the left cylinder bank of the front engine and the right cylinder bank of the rear engine were disposed vertically, so that each engine had one set of exhaust stubs on top of the fuselage and one on the fuselage side. Both engines drove a single three blade tractor propeller of 4.0 m (13 tt 2 in) diameter via parallel extension shafts and a common reduction gearbox. Both water radiators were located side by side in a chin housing, while the oil coolers were buried in the wings. The total fuel capacity of the four tanks arranged in the center fuselage was 1,113 litres (244.86 Imp. gal).
Because of the power plant arrangement and the large ground angle (necessary to give adequate ground clearance for the large propeller) the cockpit was offset to port and placed ahead of the wing leading edge to provide better forward visibility on take-off and landing. The cockpit was protected by a bulletproof windscreen, a front armor plate and an armored backrest; the armor weight totaled 70kg (154Ib).
The main landing gear units with 800 x 280 mm (31.5x11 in) wheels retracted inwards into the wing roots and the 400 x 150 mm (15.7 x 5.9 in) tail wheel retracted aft. The fighter's armament consisted of two wing-mounted 12.7-mm Berezin UBS machine-guns firing outside the propeller disc and a single 20-mm ShVAK cannon firing through the propeller hub*.
A full-scale mock-up was inspected in December 1943, and with German long range bombers threatening the Western front line as well as the lack of a fast and powerful fighters to intercept them (the earlier MiG-5 had turned out to be a disappointment, and Mikoyan's I-211/221 family if high altitude fighters also suffered from serious technical problems at that time), OKB Suchoj received an immediate go-ahead for further development of the SuCh-1, how the I-2M107 was now officially called, since Vladimir A. Chizhevskiy took lead of the project.
In the course of 1944 three prototypes went through a fast development program. While the aircraft itself was easy to handle, overheating problems and trouble with the gearbox for the two engines could only partly be rectified - esp. the power transmission should remain the SuCh-1s Achilles Heel.
Anyway, the Su-5 was ready for service introduction towards late 1944, and the powerful type was exclusively to be used as an interceptor. Several improvements had been made, compared to the prototypes: now two slightly more powerful Klimov VK-107A engines were used, which were better suited for high altitude operations, and the chin-mounted water cooler was considerably enlarged. The oil coolers had been re-designed and they were now placed under the wing roots.
The wing span had been extended by 6' and a bigger (now 4.3m diameter!), four-bladed propeller was added in order to improve performance at high altitude. No pressurized cabin was installed, but the cockpit received an extended glazing for better all-round field of vision.
Armament had also been augmented: now a Nudelman N-23 23mm cannon was firing through the propeller hub, and the number of UBS machine-guns in the wings was increased to four.
As initial duty experience was gathered, it became quickly clear that the firepower had to be augmented, so that the propeller-hub-mounted 23mm cannon was quickly replaced by a Nudelman-Richter NR-37 37mm cannon, and the four wing-mounted UBS machine guns were replaced by two 20-mm ShVAK cannons or even two Nudelman N-23 23mm cannons - the latter became the production standard from March 1945 on, even though the type's designation did not change.
Experience also showed that the overheating problem had been cured, but the complicated gear box tended to malfunction, esp. when full power was called for in aerial combat: high G forces took their toll and damaged the bearings, even warping the extension shafts and structural parts, so that some SuCh-1 were literally torn apart in mid-air.
The high torque powers of the large propeller also took their toll on handling: starting and landing was described as "hazardous", esp. when the fuel tanks were empty or in cross winds.
Consequently, SuCh-1 pilots were warned to engage into any dogfight or enter close combat with single-engined enemy fighters, and just focus on large enemy aircraft.
On the other side, the SuCh-1's powerful cannon armament made it a deadly foe: a single hit with the NR-37 cannon could down an aircraft, and its top speed of roundabout 700 km/h (435 mph) was more than enough for the Luftwaffe's heavy bomber types like the He 177.
Several engine and armament experiments were undertaken. For instance, at least one SuCh-1 was outfitted with a Nudelman-Sooranov NS-45 45mm cannon firing through the propeller hub, even a 57mm cannon was envisaged. Furthermore, one airframe was prepared to carry two Charomskiy M-30V 12 cylinder diesel engines, in order to produce a heavy long-range escort fighter (internally called I-2M30V).
In order to minimize the torque problems a contraprop arrangement with two three-bladed propellers and a diameter of only 3.6m was under development.
All in all only 120 of these powerful machines were built until the end of hostilities, as the feared mass attacks of German long range bombers did not materialize. as the Su-7 was complicated to operate and jet engines promised a far more efficient way of propulsion for high speeds, the type was already retired in 1947 and replaced by 1st generation jet fighters like the Yak-15 and MiG-9, which carried a similar armament, attained a better performance (except for the range) but weighed only half of the large and heavy SuCh-1.
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General characteristics
Crew: One
Length: 11.75 m (38 ft 5 3/4 in)
Wingspan: 13.85 m (45 ft 3 1/4 in)
Height: 5.30 m (17 ft 4 in)
Empty weight: 5.250 kg (11.565 lb)
Max. take-off weight: 8.100 kg (17.840 lb)
Powerplant:
2× Klimov VK-107A liquid-cooled V12 engines with an output of 1.650 hp (1.210 kW) each at sea level and 900 hp (650 kW) at 8.300m (27.220 ft)
Performance:
Maximum speed: 720 km/h (447 mph) at height, clean configuration
Range: 750 km (465 mi)
Service ceiling: 11.700 m (38.400 ft)
Rate of climb: 876 m/mim (2.850 ft/min)
Armament:
1× Nudelman-Richter NR-37 37mm cannon with 60 RPG, firing through the propeller hub
2× Nudelman N-23 23mm cannons with 120 RPG in the wings
Many different cannon and machine gun arrangements coulod be found, though.
*Information about the conceptual Suchoj I-2M107 was primarily gathered from the book 'OKB Suchoj', written by Yefim Gordon & Dmitriy Komissarov; Hersham (UK), 2010.
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The kit and its assembly (a long story!):
This abomination of an aircraft is/was real, even though the I-2M107 was never built – the fictional name Suchoj-Chizhevskiy SuCh-1 was actually chosen because I could not find any plausible Su-X code for a WWII fighter. Vladimir A. Chizhevskiy actually joined the Suchoj OKB in mid WWII, so I deemed this alternative to be plausible.
I had this on the agenda for a long time, but the horrors of kitbashing kept me from building it - until now. The current Anthony P memorial Group Build (for the deceased fellow member at whatifmodelers.com, RIP) was a good motivation to tackle this brute thing. Fortunately, I already had some major ingredients in store, so work could start asap.
From that, anything else was improvised from the scrap box, and with only a three side view of the I-2M107 as guidance. It became a true Frankenstein creation with...
● Fuselage and inner wings from the (horrible) NOVO Attacker
● Wings from an Italeri Fw 190 D-9 attached to them
● Nose is a resin Griffon from an Avro Lincoln conversion set from OzMods
● Tail cone is a radar nose from an F-4J Phantom II
● Tail fin is a horizontal stabilizer from a Matchbox SB2C Helldiver
● Vertical stabilizers come from a Matchbox Me 410
● Oil coolers are modified front landing gear wells from two Revell G.91 kits
● Cockpit hood comes from a Revell P-39 Airacobra
● Landing gear comes from an Italeri Fw 190 D-9, covers were modified/improvised
● Main wheels belong to a MPM Ryan Dark Shark
● Tail wheel belongs to a Matchbox Harrier
● The propeller was scratched, IIRC from a Grumman Hellcat drop tank front and blades from an Airfix A-1 Skyraider. Inside, a metal axis was mounted.
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Work started with the fuselage and the wings as separate segments.
The Attacker fuselage lost its fin and the cockpit and air intakes were simply cut away, just as the tail pipe. The resin Griffon was slightly shortened at the front, but more or less directly attached to the fuselage, after I had cut out openings for the four rows of exhaust nozzles.
Then, the new tail cone was glued onto the end and the original fairings for the Attacker's stabilizer cut away and sanded even - anything had to be made new.
The wings were a bit tricky. I had hoped to use the Attacker's OOB wings, but these were not only much too small and did not have the proper shape, they also lacked landing gear wells!
Finding a solution was not easy, and I had to improvise. After some trials I decided to cut the Attacker wing span at about the width where the guns are located, and then add Fw 190 wings.
The depth would be fine, even though the Fw 190 wings were a bit thicker, and they offered a leading edge kink which was good for the original and characteristic I-2M107's wing root extensions. The latter were sculpted from a 6mm thick core or styrene sheet, added to the Attacker parts' leading edge, and the rest, as well as the lacking Attacker wing's thickness, sculpted with 2C and later NC putty.
Furthermore I cut out and sculpted landing gear wells, another challenging, since these had to cover the Attacker/Fw 190 parts' intersection! LOTS of putty work, sanding and shaving, but as a benefit I was able to use the Attacker kit's original wing/fuselage joints. Effectively, my placement turned out to be a bit far outside, so the track appears too wide - the price to pay when you work on single parts. Anyway, I left it was it turned out, as a major correction at a late working stage would mean to tear anything apart again...
Back to the nose: adding the propeller and the cockpit into the massive nose was the next working station. The propeller had to be huge, and also needed a rather big spinner. A contraprop was ruled out, even though it would have looked great here. But eventually I settled for a scratch-built thing, made from a teardrop-shaped drop tank front onto which the four blades from a A-1 Skyraider were glued. Probably the biggest prop I have ever put onto a 1:72 scale model! Since the resin nose was massive, drilling a hole and adding a metal axis to the propeller was enough.
With that in place I started carving out a cockpit opening - it worked better and easier than expected with a mini drill and a coarse shaving head! The opening is still rather small, a seat and a pilot hardly fit, but it works - I found a rather smallish pilot figure, and added a seat and some other small details from the scrap box, just to have something inside.
For a canopy I found a very old (30 years, I guess...) clear part from a Revell P-39 Airacobra in the scrap box, which was almost perfect in shape and width. It was a bit blind and stained with ancient enamel paint, but some wet sanding and serious polishing almost got it back to translucent status. Since I would not open the cockpit, this was a sufficient solution.
The asymmetrical cockpit opening was, in an initial step, faired with styrene strips, for a rough outline, and then sculpted with 2C and later NC putty, blending it into the rest of the fuselage.
For the tail surfaces, the SB2C stabilizer was cut away at its base - it is not a bad donation piece, its shape and rudder come pretty close to the I-2M107's original design!
The stabilizers I used on my kitbash come from a Me 410, and their leading edge was a cut away so that the sweep angle would be a bit larger. They lack depth, compared to the I-2M107's original design, but since the wings have become more slender, too, I think it's a good compromise, and the best what I had at hand in the spares stash.
Finally, and before detail work could start, the wings were attached to the fuselage. I eventually set them back by ~6mm, so that the new, extended leading edge would match the respective fairing on the fuselage. The resulting gap at the trailing edge was, again, filled with 2C and NC putty.
A personal change was a different oil cooler arrangement. The original location was to be in the wings' leading edge, just in front of the landing gear wells - but that appeared a bit doubtful, as I could not find a plausible solution where the exit for the air would be? Consequently, and in order to avoid even more messy putty sculpting on the wings, I decided to re-locate the oil coolers completely, into shallow, tunnel-like fairings under the wing roots, not unlike the radiator arrangement on a Spitfire or Bf 109.
In order to check the surface quality I decided to add a coat of grey primer, once the fuselage/wing segments had been connected. This showed only minor flaws, but made another turn with NC putty and wet sanding necessary.
Now it was time for finishing touches, e .g. mounting the landing gear, completing the cockpit and adding exhaust stubs - cut individually from HO scale model railroad roof tiles and inserted into the four fuselage fairings.
The canopy was fixed into place with white glue, which also helped closing some small gaps.
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Painting and markings:
While the I-2M107 looks odd, to say the least, I wanted to keep the paint scheme rather simple and quasi-authentic. I went for a pale grey/green camouflage, used e. g. on late war Yakovlev Yak-3 fighters.
Basic colors are Humbrol 31 (Slate Grey, it has a very greenish, even teal, hue), ModelMaster 1740 (Dark Gull Grey, FS 36231) and Humbrol 167 (Barley Grey) for the lower sides with a wavy waterline. Since only marginal surface details were left over, I decided to fake panels and panel lines with paint.
Panels were simulated with lighter shades of the basic tones (RLM 62 from ModelMaster, Humbrol 140 and 127 below), panel lines were painted with highly thinned grey acrylic paint and a special brush - in German it's called a 'Schlepppinsel', it's got very long hairs and is also used to paint scallops on car models, and similar things are used for real car tuning/custom paintwork, too.
Sure, the painted panel lines are a bit rough, but I did not want to risk any damage through manual engraving on the rather delicate mixed-media surface of the kitbashed model. For an overall look or first impression it's very good, though.
As 'highlights' I added a white spinner and half of the fin was painted white, too.
The decals were puzzled together. The flashes and the tactical code number come from a Hobby Boss La-7, the Red Stars, IIRC, belong to a vintage MiG-21F from Hasegawa. The "Rodinu" slogan actually belongs to a 1:35 Soviet Tank decals set.
Finally, after some additional dry painting with light grey, some oil stains around the engines and coolers and soot stains at the exhaust stubs and guns (painted, plus some grinded graphite, as it yields a nice, metallic shimmer that looks like oil or burnt metal), everything was sealed under a coat of matt acrylic varnish.
If it had been built, the Suchoj I-2M107 must have been an impressive aircraft - it was bigger than a P-47 Thunderbolt or an A-1 Skyraider, and one can only wonder how its field performance would have been?
Similar concepts had been underway in UK, too, e. g. for a heavy naval attack aircraft, but the I-2M107 with its asymmetrical cockpit and engine arrangement were unique. A worthy whif, even if some details like the landing gear or the borrowed nose section are not 100% 'correct'.
The remaining section of the Island Line services are worked by class 483's, providing a bizarre sight on it's approach to Ryde Pier Head. Ryde Esplanade station can be seen in the background. The 483's are practically antiques in railway terms, being originally built as 1938 tube stock for London Underground. They were brought to the Isle of Wight in 1989-1992 after refurbishment by BR Eastleigh. Here, 009 , with 007 at the rear, are seen on 7th April 2012.
Located in Depot Town, the historic section of Ypsilanti, Michigan. Several faded ghost signs are also visible on the side of this building.
Face-on barred spiral galaxy, NGC 1433.
In Webb’s high-resolution infrared images, the gas and dust stand out in stark shades of orange and red, and show finer spiral shapes with the appearance of jagged edges, though these areas are still diffuse.
More information: webbtelescope.org/contents/media/images/2024/105/01HM9YB3...
Read the feature: science.nasa.gov/missions/webb/nasas-webb-depicts-stagger...
Full set of images: webbtelescope.org/contents/news-releases/2024/news-2024-1...
NASA, ESA, CSA, STScI, Janice Lee (STScI), Thomas Williams (Oxford), PHANGS Team
Image description: In Webb’s image, the spiral arms are composed of many filaments in shades of orange. Thin dust lanes connect from the core, through the bar to the spiral arms.
This old barn annex speaks to a long quiet life on the dairy farm where it lives, and the lighting and composition, reminding me of a Thomas Kinkaid painting, gently whispered to my camera...
L52680-28 heads south to work Bemis/Millprint in Oshkosh. It's an extra section that I was pleasantly surprised by. The "regular" train would be L52681-28 for today...and not go on duty until 1800.
Diagram of a cannolo (I do believe this is the singular of cannoli....)
Original watercolor and ink illustration.
I had no idea that marsala wine was involved in making the cannoli shells!
And now I have an unbearable craving for cannoli. And I don't think there are any good ones in SF.
With Graham on hand I we were able to go ahead and push on with trimming out the inside of the Dodge. The day started with me removing the starter motor while Graham buffed the old glue off the destination flap. Once complete we laid out the old carpet and cut a new section. You can see here we have all the old carpet and the rubber floor from the van all sitting out. Bit of a mess ... but it will all come together.
cross section: Older stem: Helianthus
common name: Sunflower
magnification: 40x
Berkshire Community College Bioscience Image Library
All vascular tissues in Helianthus are the product of primary growth. There are no signs of secondary growth (growth rings or lateral meristems) as might be seen in woody stems.
The uniseriate and cutinized epidermis contains large multicellular trichomes and occasional stomata.
The cortex consists of an outermost hypodermis of heavy walled collenchyma, a deeper layer of parenchyma and a deepest band of endodermis (starch sheath).
Within the stele the vascular bundles are arranged in a ring and separated from each other by wide medullary rays of parenchyma cells.
The collaterally arranged vascular bundles are almost entirely primary phloem and xylem. Each bundle consists of a large outer supportive cap of sclerenchyma fibers (phloem fiber cap), a deeper layer of primary phloem with well-defined sieve tubes and companion cells, and a deepest layer of primary xylem. In between the xylem and phloem, a narrow band of cambium may be seen. In some preparations, the highly lignified cells walls of xylem and mature sclerenchyma are stained red orange. These cells are dead at maturity and can also be distinguished by a heavy cell wall and absence of cytoplasm.
The center of the stem is occupied by a pith of parenchyma cells that contain numerous starch storing amyloplasts.
Technical Questions:bioimagesoer@gmail.com
Music for today : Let me ride by Dr Dre
A new shooting session I want to share with you today!!
With Mr Din we make a shoot session with bikers from the "section slopestyle" of Grenoble.
Hard to catch their movement due to their speed and height they take when they jump!!
Enjoy that and have a great day!!!
~~~~~~~~~~~~~~~~A Really Better View On Black and Large
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branch, cross section #2 - side B
Taxus brevifolia (Pacific Yew)
2010_05_06
pigment inkjet print on 100% white cotton Photo Rag paper
6" x 6" (15.2 x 15.2)cm image size on 8.5" x 11" paper
limited edition of 10
Matt Niebuhr
West Branch Studio
from the series, Sections: Natural Forms
“We might say that there are two sections through the substance of the world: the longitudinal section of painting and the cross-section of certain pieces of graphic art. The longitudinal section seems representational; it somehow contains the objects. The cross-section seems symbolic; it contains signs.” - Walter Benjamin
Private collection: Portland, Oregon
Mersey Gateway bridge northern pylon and expanding road deck, Another road deck section being cast today on the northern (Left) side Rubrica engineering form traveller...............Please note ALL pictures on this Photostream are Copyright Protected.
Place your cursor over parts of the image to reveal further information.
A very potted history of The Square.........
The Square is where seven roads leading to and from all parts of the borough converge. Although not geographically at the centre of town it is at the heart of what is known as the Town Centre.
The seven roads are.....Old Christchurch Rd ,Gervis Place, Exeter Rd, Commercial Rd, Avenue Rd, Bourne Ave and Richmond Hill.
Two hundred years ago and beyond it was the point at which the Bourne stream was crossed, by way of a ford, by those travelling over the unspoilt heath that lay between Christchurch and Poole.
The area was frequented by smugglers who carried out their illegal goings on along this isolated section of coast through much of the 1700s and early 1800s.
From the mid 1700s a small property, Bourne House / Decoy Pond Cottage stood where Debenhams now stands, with an associated decoy pond, used for hunting and trapping wildfowl, being created along the Bourne stream where the War Memorial now stands in the Central Pleasure Gardens.
The Square has undergone a number of facelifts in the last 200 years since Bournemouth was officially founded in 1810 by Lewis Tregonwell. The ford was replaced by a wooden bridge in the late 1830s, then a stone one in 1849. Over time the bridge was replaced and the area enlarged resulting in the stream running underground as it flowed from the Central Pleasure Gardens into the Lower Pleasure Gardens on its way to the sea, meaning it can be crossed by thousands of people every day without anyone having to get their feet wet.
Not suprisingly the area was known as The Bridge but became known as The Square from the mid 1850s.
In 1899 a roundabout with a tall lamp post was created in the centre of The Square which survived until around WW1 when a plain oval 'roundabout', minus the lamp post, replaced it.
In 1925 a Captain Norton donated a shelter cum waiting room, adorned by a clock, that was used by tram and trolleybus passengers until 1948, when it was replaced by a large roundabout in the middle of which stood a tall pedestal with the clock from the shelter ontop.
In 1992 The Square was semi-pedestrianised with a path created across the roundabout to link the two sides, with the opening of the fully pedestrianised Square, complete with a pebble mosaic, Millenium Flame and Obscura Cafe coming in February 2000.
FURTHER INFORMATION RELATING TO THE ABOVE IMAGE.
A.
Originally the site of Robert Day's photographic studio that was housed in a small wooden hut in the 1860s.
This building dates from 1879 and still exists. It was home to the National Provincial Bank who expanded their premises into the neighbouring Central Chambers in 1930. After a merger in 1968 they became known as the National Westminster Bank [ Nat West ], who still occupy the premises today.
B.
In 1848 Beckford House was built here as the home of George Fox who had leased the nearby Tregonwell Arms from Henrietta Tregonwell in 1837.
In 1839 the pub was appointed an official receiving office with George Fox as postmaster. He purchased the inn in 1840 and transferred the post office services to Beckford House in 1848.
In 1881 Beckford House was replaced by a tall building with a shop on the ground floor and offices above.
It was replaced by this building in 1963 which has been home to the Alliance and Leicester, in one or other of its guises, since.
C.
Rebbeck's Corner at the junction of Old Christchurch Rd and Gervis Place.
William Rebbeck came to Bournemouth in the 1830s as estate agent to the 'Bourne Tregonwell' estate.
In 1851, Rebbeck's small single storey office was built here, with the family home, Gervis Villa, standing directly behind. A second storey was added in 1873.
In 1887 it was replaced by a much larger Rebbeck's building which they occupied until 1934 when they moved to their new premises, next door to what is today the Moon In The Square pub, where they still trade as Rebbeck Brothers, although there is no longer any family involvement.
Their former premises were replaced by this current building, a shop, in 1936.
It was a Dolcis shoe shop for years and is a T Mobile store in 2011.
D.
The Lower Pleasure Gardens were formally laid out in 1873.
Westover Gardens, a smaller area opposite the Westover Villas on Westover Rd, had been enclosed in 1849. Trees and undergrowth were cleared, paths created and two bridges built over the stream. A walkway was created through the pines that remained standing on the Westover Rd side of the gardens, and was known as Invalids Walk, later renamed Pine Walk, which is still in use today.
A small charge was made to enter the garden.
E.
Bournemouth's Yellow Buses, operated by Bournemouth Transport, were owned by Bournemouth Council.
Trams first appeared on the town's streets in 1902 and were replaced by trolleybuses in the 1930s.
The trolleybuses were officially retired in 1969 and were superceded by the diesel engined bus.
Prior to 1951, when their bus depot opened in Mallard Rd, the main depot was in Southcote Rd. There were further small depots located on Wimborne Rd in Moordown, and Christchurch Rd at Pokesdown.
In 2005 the Council sold Yellow Buses to Transdev, a French company, and moved into new premises in Yeomans Way behind Castlepoint.
Transdev have recently sold up to RATP.
Spring at Arlington National Cemetery, Arlington, Va., April 12, 2022. (U.S. Army photo by Elizabeth Fraser / Arlington National Cemetery / released)
You are not supposed to take pictures in the Sistine Chapel. I don't know why, as almost everywhere else in the Vatican it is OK.
I had to break the rules here.
This is a blind shot, camera pointed up on my chest surreptitiously, 1600 ISO.
The Sistine Chapel is simply one of the most amazing things I've seen in my lifetime. No photo does it justice.
Cross-section view of a vintage prefab metal chimney flue coupling showing fibrous insulation inside shell. Exterior view of the Metalbestos system appears as ordinary fabricated sheet-metal at outer surfaces, but further assessment reveals fluffy fibrous insulation material concealed between double-metal layers.
Paris RATP 101 Alstom TFS-2 three section articulated tram at Theatre Gerard Philipe on line T1 to Bobigny on 23 March 1996.
Funny, as I pulled out of the mall lot, my headlights hit the "3" across this empty level. I jumped out of my car to grab this.
OSU graduate engineering students Melissa Hastings, Lin-hui Huang and Robin Feuerbacher (foreground, left to right) demonstrate their wireless C-Section Facilitator in the labor and delivery operating room of Good Samaritan Regional Medical Center in Corvallis, Ore. In the background is Ken Funk (left), OSU professor of industrial and manufacturing engineering, and Dr. James Bauer, an obstetrician/gynecologist with Peace Harbor Hospital. Date: July 2007. (photo: contributed) See story: oregonstate.edu/ua/ncs/archives/2007/jul/new-c-section-sy...
CIF CENTRAL SECTION CHAMPIONSHIP
Liberty High School - Wednesday, May 14, 2008
www.andynoise.com/valley08.html
Central Section Grand Masters
At Liberty
Team standings--unavailable.
400 relay--1. Bakersfield (Hunt, Turner, Johnson, Norwood), 42.28; 2. Clovis East (Bourbon, Scott, Smith, Woods), 42.58; 3. Redwood (Stewart, Ray, Root, Coles), 43.07; 4. Central (Newsome, Bigelow, Hammack, Phillips), 43.15. 1,600--1. Chris Schwartz, Foot, 4:15.80; 2. Jonathan Sanchez, Buch, 4:17.48; 3. Eric Battles, CW, 4:20.34; 4. Jesse Arellano, Mad, 4:21.56. 110H--1. Ethan DeJongh, MtW, 14.49; 2. Sean Johnson, Buch, 14.66; 3. Jon Funch, CW, 14.81; 4. Isiah Crunk, Wash, 15.17. 400--1. Maurice Lewis, Ed, 49.08; 2. Isiah Purvis, Lib, 49.13; 3. Daniel Lozano, Stock, 49.35; 4. Jelani Hendrix, Ed, 49.62. 100--1. Brendon Bigelow, Central, 10.62; 2. Emmanuel Turner, Bak, 10.81; 3. Matt Sumlin, Gar, 10.91; 4. Chris Lopez, GW, 10.98. 800--1. Anthony Mitchell, North, 1:54.19; 2. Aric Champagne, MtW, 1:54.97; 3. Andrew Campbell, CW, 1:55.69; 4. Arturo Ramirez, Centennial, 1:55.83. 300H--1. DeJongh, MtW, 37.93; 2. Cody Alves, Sel, 37.94; 3. James Smith, CE, 39.03; 4. Sean Johnson, Buch, 39.28. 200--1. Brendon Bigelow, Central, 21.29; 2. Isiah Purvis, Lib, 21.96; 3. Mario Navarette, Sanger, 22.04; 4. Chris Lopez, GW, 22.29. 3,200--1. Chris Schwartz, Foot, 9:24.19; 2. Jonathan Sanchez, Buch, 9:24.99; 3. Jon Ross, CE, 9:26.42; 4. Danny Vartanien, Buch, 9:26.42. 1,600 relay--1. Edison (Hendrix, Carter, Boughton, Lewis), 3:17.86; 2. Liberty (Hill, Garside, Affentranger, Purvis), 3:18.95; 3. Bakersfield (Miller, Turner, Johnson, Gooden), 3:20.06; 4. Clovis East (Ellis, Defonska, Woods, Smith), 3:22.40. PV--1. Andrew Lohse, Mad, 15-0; 2. Michael Peterson, CE, 15-0J; 3. Jeff Brenner, Cl, 14-6; 4. Frankie Puente, Sel, 14-0. SP--1. Dayshan Ragans, Foot, 60-7; 2. Matt Darr, Fron, 52-8.75; 3. Troy Rush, CW, 52-8.5; 4. Christian Millard, CE, 51-10.5. TJ--1. Johnny Carter, Ridge, 48-3; 2. Tyler Thompson, Shaf, 47-3; 3. Chris Kelly, Ridge, 46-11.5; 4. Jordan Smith, Central, 46-10.5. D--1. Dayshan Ragans, Foot, 199-2; 2. Jacob Budwig, Fowl, 168-8; 3. Niko Gomes, Cl, 164-10; 4. Matt Darr, Fron, 157-7. LJ--1. Kenny Phillips, Central, 23-4; 2. Tyler Thompson, Shaf, 21-11.5; 3. Dillon Root, Red, 21-11; 4. Kevin Norwood, GV, 21-8.75. HJ--1. Kenny Phillips, Central, 6-8; 2. Isiah Griggs, Bak, 6-6; 3. George Robbins, West, 6-4; 4. Jeff Brenner, Cl, 6-4J.
Notes: Top three in each event advance to state meet, May 30-31 in Norwalk. The two wild cards with the best times/marks from all sections also advance.
Girls track
Central Section Grand Masters
At Liberty
Team standings--unavailable.
400 relay--1. Edison (Eng, Scott, Thompson, Sears), 47.16; 2. Bullard (J. Williams, Riddlesprigger, Baisch, L. Williams), 48.17; 3. Tulare Western, 48.73; 4. Bakersfield (Torres, Belt, Brown, Wandick), 48.80. 1,600--1. Saleh Barsarian, Cl, 5:02.98; 2. Meghan Marvin, Cl, 5:03.02; 3. Chloe Allen, CW, 5:04.62; 4. Allison Gonzales, Ex, 5:11.52; 100H--1. Alyssa Monteverde, CW, 14.59; 2. Brianny Williams, Ed, 14.60; 3. Taylor Jackson, Fr, 15.04; 4. Jen Melton, CW, 15.37. 400--1. Breanna Thompson, Ed, 56.64; 2. Dedrea Wyrik, Sun, 57.49; 3. Lasasha Aldredge, Central, 58.12; 4. Taylor Donaldson, Reed, 58.13. 100--1. Megan Del Pino, CW, 11.66; 2. Jenna Prandini, Cl, 11.74; 3. Lynn Williams, Bul, 12.00; 4. Brushay Wandick, Bak, 12.01. 800--1. Allysa Mejia, Reed, 2:17.47; 2. Molly Pahkamaa, ElD, 2:17.73; 3. Katie Fry, Ex, 2:18.74; 4. Ashlee Thomas, Centennial, 2:19.77. 300H--1. Alyssa Monteverde, CW, 43.92; 2. Taylor Jackson, Fron, 44.86; 3. Brianny Williams, Ed, 45.69; 4. Alana Alexander, Centennial, 46.12. 200--1. Megan Del Pino, CW, 23.94; 2. Dominique Whittington, Lem, 24.65; 3. Brushay Wandick, Bak, 24.69; 4. Breanna Thompson, Ed, 24.90. 3,200--1. Jordan Hasay, MP, 10:24.78; 2. Meghan Marvin, Cl, 10:59.96; 3. Chloe Allen, CW, 11:06.19; 4. Corina Mendoza, Mad, 11:32.06. 1,600 relay--1. Edison (Burk, Thompson, Scott, Smith), 3:54.89; 2. Stockdale (Cady, Anderson, Mello, S. Anderson), 3:58.26; 3. Clovis West (Laidley, Capriotti, Del Pino, Monteverde), 3:59.02; 4. Reedley, 3:59.07. D--1. Anna Jelmini, Shaf, 162-5; 2. Alex Collatz, Stock, 148-6; 3. Carey Tuuamalemalo, Taft, 130-9; 4. Janae Coffee, CW, 121-6. LJ--1. Jenna Prandini, Cl, 18-7.25; 2. Lynn Williams, Bul, 18-0.75; 3. Alana Alexander, Centennial, 17-6.75; 4. Ja'Nia Sears, Ed, 17-6.5. HJ--1. Alyssa Monteverde, CW, 5-4; 2. Cristina Muro, GW, 5-2; 3. Katherine Mahr, Buch, 5-2; 4. Marish Riddlesprigger, Bul, 5-2J. SP--1. Anna Jelmini, Shaf, 44-0.75; 2. Destanie Yarbrough, CE, 37-10; 3. Heather Vermillion, Red, 37-9; 4. Tasha Firstone, CW, 36-6.5. TJ--1. Alana Alexander, Centennial, 38-3.75; 2. Jenna Prandini, Cl, 38-3; 3. Goziam Okolie, 36-10.5; 4. Alex Collatz, Stock, 36-2. PV--1. Allison Berryhill, CW, 11-6; 2. Amanda Klinchuch, Lib, 11-6J; 3. Cheree Jones, King, 10-6; 4. Emily Falkenstein, Buch, 10-6J.
Notes: Top three in each event advance to state meet, May 30-31 in Norwalk. The two wild cards with the best times/marks from all sections also advance.
Installing a section of support trough above gallery 100 during window replacement work taking place under the temporary roof at the Smithsonian National Air and Space Museum in Washington, DC, December 14, 2022. (Smithsonian photo by Jim Preston) [NASM2022-08366]
This photo is subject to Smithsonian Terms of Use: si.edu/termsofuse.
Beautiful Betsy was the name of an American Consolidated B-24D-53-CO Liberator that went missing 26 February 1945.
The Beautiful Betsy had suffered combat fatigue and was only being used for short supply runs. It had been retired from combat. Its final mission was a Fat Cat run from Darwin to Brisbane - transporting men and supplies as part of a regular flight. It disappeared in stormy weather. The B-24D Liberator was in service with the Royal Australian Air Force from February 1944 until 1947. The wreckage of the aircraft was discovered in what is now Kroombit Tops National Park, located in The Boyne Valley in central Queensland, Australia on 2 August 1994.
Those killed in the crash were:
1st Lieutenant William Emmett McDaniel - pilot
2nd Lieutenant Eugene A. Kilcheski,
2nd Lieutenant Hilary E. Routt
Lieutenant Raymond L. Owen
Technical Sergeant Raymond L. Tucker
Technical Sergeant Harold J. Lemons.
Flight Lieutenant Thomas John Donald Cook - British fighter pilot
Flying Officer Roy Albert Arthur Cannon - British fighter pilot