View allAll Photos Tagged setbacks
May I introduce, the Palm Garden as glimpsed through a few desert succulents and the front row seat available for your viewing pleasure.
You can click on the collage in the comments to see a few more shots from various vantage points.
Here's a blurb from the Huntington Library website about the Palm Garden.
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Under the direction of William Hertrich, Mr. Huntington's superintendent, the palm collection steadily increased, but a number of setbacks were encountered. A cold winter in 1913, with temperatures dropping to 22 degrees Fahrenheit, destroyed half of the collection. Most of the lost trees were young or newly planted, which made them especially vulnerable to the freeze. More young specimens succumbed during the severe winter of 1922, and Hertrich began to doubt that an outdoor collection of palms was suitable for the region's climate. But the trees fared better in subsequent freezes, and by the late 1930s, after searching for palms in California, Europe, and Japan, Hertrich had a thriving collection of 450 plants, representing 148 species.
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Fortunately for us, he didn't have to deal with the Department of Agriculture.....I imagine building a collection like this today would be near impossible even for a large institution let alone a private citizen.
Side Note: I wish the bench wasn't dead center but alas, cropping does no good and loses the whole vibe so, rule breaking in effect... ;-]
HBM
History of La Purisima Mission California State Parks
For thousands of years, the land containing present day La Purisima Mission State Historic Park served as home to the Chumash people, who spoke one of the Central Chumashan languages which became known as Purísimeño.
The Purísimeño Chumash lived in an area of narrow coastal terraces with rocky exposed shores, sand dunes, and small valleys. The interface of warm and cold waters, and coastal and inland plant communities created a rich resource environment. The Chumash lived in villages with domed dwellings called ‘ap. They hunted game and fished—using different fishing innovations for hook and line catches of larger fish. Important trade networks were developed with the Yokuts in the southern San Joaquin Valley along the Santa Maria and Cuyama rivers.
On December 8, 1787, Father Fermin Lasuén, the Franciscan successor to Father Junípero Serra, founded Misión la Purísima Concepción de María Santísima in the present-day city of Lompoc. By 1804 more than 1,500 Chumash who’d been removed from their land were laboring at the mission—constructing adobe dwellings, practicing agriculture, and raising livestock. La Purísima prospered under Father Mariano Payeras, who arrived in 1804. The mission began producing leading commodities to trade such as soap, candles, and leather.
At the height of its industry, however, La Purísima faced a series of setbacks. Between 1804 and 1807, smallpox and measles struck and several hundred Chumash died. Then, in 1812, violent earthquakes, followed by torrential rains, destroyed the mission’s original buildings. La Purísima was then moved four miles northeast across the Santa Ynez River to a place known to the Chumash people as Amúu and adjacent to El Camino Real, the “Royal Highway” that connected all the missions.
Using local Chumash labor, Father Payeras directed the rebuilding of La Purísima with four-and-a-half-foot-thick walls of adobe to resist the threat of future earthquakes. In addition to the church, padre’s residence, and Indian Apartments, the new mission also contained a blacksmith shop, tanning vats, and a garden that provided edible plants and medicinal herbs. An intricate three mile-long water system that included an aqueduct and underground piping was also added, along with abundant farming and grazing lands. In time, more than 20,000 cattle and sheep roamed the hills, along with hundreds of horses, mules, and other livestock. This remote but active outpost became the seat of mission government for all California missions from 1815 to 1823.
After Mexico took over California, promises of citizenship to indigenous people were slow to take effect, creating underlying frustrations. In February 1824, the severe whipping of a Chumash worker at Mission Santa Inés set off a revolt that spread to other missions. While many Chumash fled north, several hundred occupied La Purísima until soldiers recaptured the mission on March 17.
With the secularization of missions in 1834, the Franciscans lost control and many of the Chumash moved into pueblo communities to work at nearby ranchos. Subsequent smallpox epidemics decimated the Purísimeño population. A portion of the former mission lands were granted to Chumash workers Elceario and Pastor Choyama in 1845. The remainder of the mission lands, including the mission buildings, were purchased by Jonathan (Juan) Temple and later sold to Ramón Malo, who had been granted adjacent Rancho Santa Rita. After Malo’s death the property passed from owner to owner and the buildings eventually fell into ruin. The Federal government returned some of the decrepit mission property to the Catholic Church in 1874. The Union Oil Company bought portions of the land in 1903 and subsequently deeded parcels in 1933 to Santa Barbara County, which in turn deeded the land to the State of California. California State Parks The Spanish missions in California (Spanish: Misiones españolas en California) comprise a series of 21 religious outposts or missions established between 1769 and 1833 in what is now the U.S. state of California. Founded by Catholic priests of the Franciscan order to evangelize the Native Americans, the missions led to the creation of the New Spain province of Alta California and were part of the expansion of the Spanish Empire into the most northern and western parts of Spanish North America.
Following long-term secular and religious policy of Spain in Spanish America, the missionaries forced the native Californians to live in settlements called reductions,[3] disrupting their traditional way of life. The missionaries introduced European fruits, vegetables, cattle, horses, ranching, and technology. Significant reductions in Native American population occurred mostly through introduction of European diseases. In the end, the missions had mixed results in their objectives: to convert, educate, develop and transform the native peoples into Spanish subjects.
By 1810, Spain's king had been imprisoned by the French, and financing for military payroll and missions in California ceased.[4] In 1821, Mexico achieved independence from Spain, although Mexico did not send a governor to California until 1824, and only a portion of payroll was ever reinstated (ibid.). The 21,000 Mission Indians produced hide, tallow, wool, and textiles at this time, and the leather products were exported to Boston, South America, and Asia. This trading system sustained the colonial economy from 1810 until 1830. The missions began to lose control over land in the 1820s, as unpaid military men unofficially encroached, but officially missions maintained authority over native neophytes and control of land holdings until the 1830s. At the peak of its development in 1832, the coastal mission system controlled an area equal to approximately one-sixth of Alta California.[5] The Alta California government secularized the missions after the passage of the Mexican secularization act of 1833. This divided the mission lands into land grants, in effect legitimizing and completing the transfer of Indian congregation lands to military commanders and their most loyal men; these became many of the Ranchos of California. Wikipedia
Eugene Landry (Shoalwater Bay Indian Tribe 1932-1988.)
Oil on canvas
16" x 22"
Collection of Kenneth J. Rosander
Eugene Landry: An Artist, a Time and a Tribe
May 28-29, 2022
Shoalwater Bay Heritage Museum of the Shoalwater Bay Tribe, Tokeland, Washington.
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Portrait of an Artist
Eugene ''Gene'' Landry (1937-1988) was a noted Northwest Native artist, who painted from the confines of a wheelchair. His personal story is one of perseverance, of an artist who created despite setbacks, always with humor and style.
Landry's art offers a glimpse into a transitional and little-documented time in Northwest Native history. His paintings are important because they represent a Native artist's portrayal of his own people during a time when Native Americans were erased, marginalized, and misrepresented by stereotypes in media and public education.
Landry painted contemporary portraits of his people, depicting them as they were. As one of his models said, ''We're so small and isolated here. People think we're so different. At one time, we had a bunch of kids from Raymond come down, and they wanted to know where our feathers were."
Gene was born in the village of Taholah on the Quinault Indian
Reservation. His biological mother was Hoh and his father was Quileute and Swedish. As an infant, he was adopted by Myrtle (Charley) and Fred Landry and raised at Georgetown, Myrtle's reservation.
Identity
As the only child of Myrtle and Fred Landry, Gene was well provided for and deeply loved. His biological-mother, Isabelle Hudson, a full-blooded Hoh, is remembered as having dark reddish-brown hair. His father, Austin Rosander, was half Quiliuette and half Swedish. Although Gene was adopted as a baby, he maintained ties with his biological family, who lived in Grays Harbor and the surrounding area.
Gene's appearance did not conform to expectations of what an Indian was "supposed to look like." His bright red hair (sometimes referred to as "Hoh River blond") made him stand out. In high school, he styled his hair like James Dean and drove a red 1937 hot rod Ford coupe. He was a gifted athlete, known for his running and boxing prowess, but he wasn't
allowed to run track because he refused to cut his hair.
Gene's art training was not traditional to his culture. He reached advanced levels in art at Aberdeen and Ocosta High Schools, but there were no practitioners of Native arts around to mentor him. He explored and developed his talent using the means available, based on Western European art traditions. He would go on to create art with a native sensibility, using the tools available.
Art Student
Gene trained himself to use his non-dominant left hand to paint. In 1961, he enrolled at the Leon F. Derbyshire School of Fine Arts in Seattle. There was no wheelchair access, so Gene had to be carried up the stairs to the second floor classroom.
In 1962 Gene studied with noted Northwest sculptor Philip Levine at his Phoenix Gallery in Seattle. By 1964, Gene was showing his work and winning acclaim in the Pacific Northwest. Over the next four years, he exhibited at the Frye Museum, the West Coast Annual at the Seattle Civic Center, The Edmonds and Anacortes Art Festivals, and the La Grande All Indian Arts Festivals.
Gene met Sharon Billingsley, a model and painter who attended classes at Derbyshire, and they struck up a friendship that led to romance. The couple could often be found sketching street scenes side by side, Gene in his wheelchair, Sharon next to him on a folding stool.
Gene and Sharon married in California on May 28, 1965. They went to Paris to study art, then returned to the Northwest, living in Seattle, Tacoma, and Georgetown until their marriage ended in 1972.
Back to Georgetown, Washington
In the late l960s, Landry moved back to the Shoalwater Bay Reservation. He set up a studio inside a small cabin that had been moved to the reservation from North Cove's at Washaway Beach. A wheel chair ramp and wrap-around deck made it accessible for plein air painting. Situated on the shore of Shoalwater Bay, Gene painted still-lives utilizing objects that washed in on the tides: glass fishing floats, discolored rope, old bones, shells and feathers.
He also painted still lifes and portraits in oil, using his family and friends as models. These works span a pivotal time in the tribe's history, from near termination to federal recognition.
Fifty years have passed since Gene painted Winona Weber's portrait. When asked why Landry's art matters today, she replied:
“I am a historian at heart. Gene's art is part of our history. Also, a talent like his really deserves to be acknowledged. When I was working with the women's history project, I said I was happy to be breaking some stereotypes of native women. A woman said it should just be commonplace. But first you have to be visible to be usual. I would like to see Gene visible."
Later Years
Gene traveled throughout the Southwest, spending time in New Mexico and Arizona. He traveled to Mexico and the Philippines seeking native healers to help with his deteriorating health. He eventually lost function in his left arm but continued to make art, holding the brush in his teeth to reach higher places on the canvas.
In 1980 Gene moved to Santa Barbara. His house, perched on a bluff overlooking the sea, was filled with art, his own and others. He opened a gallery downtown and championed the work of local artists. In the mid 80s his business partner-who was also his care giver unexpectedly died. His own health declining, Gene returned to his parent's home on the reservation.
Gene Landry died April 7, 1988 at age 51. He is buried next to Myrtle Landry and his relations in the Indian section at Sunset Memorial in Hoquiam, Washington. The Shoalwater Bay Tribe’s Na ‘m ‘sc ‘ac Heritage Museum is located on the former site of the cabin and dome.
Illness, November 1955
The illness came without warning. When 17-year-old Gene suddenly lost consciousness, his parents wrapped him in blankets and drove two hours to Cushman Indian Hospital in Tacoma. There were closer facilities for emergency care, but they did not provide Indian Health services. Gene remained a patient at Cushman for two and a half years, undergoing treatment for tubercular meningitis. The disease paralyzed his legs, and he endured grueling physical therapy, but he continued to work on paintings from a hospital bed.
Gene's parents moved to Tacoma to be closer to the hospital. When Myrtle Landry raised concerns about his condition and the poor care, Gene was abruptly discharged. Myrtle Landry (Washington Women's Heritage Project 1980):
"One doctor said, 'Why don't you just go and leave him and forget about him?' I said, 'Just who do you think you're talking to anyway?' I said, 'I got feelings, even though I'm a full blood Indian, I got feelings.' He said, 'Well, he'll never amount to anything.' I said, 'Well, I'm sure as heck not gonna let him die here.' And boy I raised Cain with 'em. So they told us one day, 'You get out.'
And then the State decided they could do more for him than I could." The decision proved tragic. At a rehabilitation facility on Bainbridge Island, Gene fell while being moved by attendants and suffered a spinal injury. He lost the use of his right arm and the possibility of ever walking again. He was 21 years old.
The start of our holiday in Brisbane. We spent 20 days in Queensland with the first in for two nights in Brisbane before heading to Noosa on the Sunshine Coast in Australia.
One of the oldest cities in Australia, Brisbane was founded upon the ancient homelands of the Turrbal and Jagera peoples. Named after the Brisbane River on which it is located, which in turn was named after Scotsman Sir Thomas Brisbane, the Governor of New South Wales from 1821 to 1825. The area was chosen as a place for secondary offenders from the Sydney Colony. A penal settlement was founded in 1824 at Redcliffe, 28 kilometres (17 mi) north of the central business district. That settlement was soon abandoned and moved to North Quay in 1825, and opened to free settlement in 1842. The city was marred by Aboriginal conflict between 1843-1855, and development was partly setback by the Great Fire of Brisbane, and the Great Brisbane Flood. Brisbane was chosen as the capital when Queensland was proclaimed a separate colony from New South Wales in 1859. During World War II, Brisbane played a central role in the Allied campaign and served as the South West Pacific headquarters for General Douglas MacArthur. Today, it is well known for its distinct Queenslander Architecture which forms much of the built heritage of Brisbane.
For more Info: en.wikipedia.org/wiki/Brisbane
F-4 Phantom – 5195 units produced, 63 years of production/service, dozens of monographs, modelling plans, etc., what can go wrong? Well, actually quite many things. Still, after a few setbacks, here it is, my latest model
About the jet
The history of McDonnell Douglas F-4 Phantom II started back in the mid 50’, with the first flight taking place on 27th May 1958. Initially, the F4H-1 (the initial designation before the tri-service unification) started as an unsolicited proposal from McDonnell Douglas, which actually didn’t get much interest. Only after the problems of other Navy fighters led to the necessity of acquiring a new general-purpose fighter, the Phantom as we know could get its chance. After winning the competition against the Vought’s F8U-3 Crusader III submission, the F4H-1 went to service in 1961, with a new designation of F-4B (starting in 1962). Even though F-4B was a revolutionary design for it time, it still had a number of deficiencies, with the most serious ones being slightly too high approach speed, and its AN-APQ-72 radar lacking the look-down, shoot-down capabilities, performing poorly against the ground clutter. As a consequence, after delivering 649 F-4B, in late 1966 McDonnell introduced a new, improved version – the F-4J. This version featured a revised and strengthened internal structure, more powerful J79-GE-10 engines (the smokeless, 10B version was introduced later in 1978), new, wider tires (resulting in bulges on the top part of the wings), a few aerodynamic improvements for decreasing the approach speed (changes to inboard leading edges and slotted stabilator), and most importantly, new AWG-10 radar, with solid-state elements and prominent look-down, shoot-down capabilities. The F-4J served through the Vietnam war until the late 70’, together with the F-4B, and later F-4N (upgraded F-4B). After that, starting from 1978, the selected 265 F-4J underwent an upgrade to F-4S standard (the initial idea was for 302, but the number was reduced), featuring smokeless J79-GE-10B engines, improved electronics, and leading-edge maneuvering slats, similar to those on USAF’s F-4E. In this variant, Phantoms served until 1987 in USN, and 1992 in USMC. In the meantime, 15 F-4J were also sold to UK, to fill the gap left by FGR. 2 Phantoms (F-4M) deployed to the Falkland Islands. These aircraft, known also as F-4J(UK) Phantom F.3s, served from 1984 to 1991. Interestingly, they were greatly appreciated by the RAF pilots, with most of them considering them superior to British Spey-engined variants, mainly due to the much faster response of the J-79 turbojets, in comparison to Rolls-Royce Spey 203 turbofans.
About the building process
While I’ve always appreciated the F-4, I was never a “Phantom Phanatic”. In fact, the idea for this model came to me by accident – I was a bit stuck with other projects, and thinking about different solutions, the idea that 2x3x1 curved slopes would make for an excellent Phantom fuselage went through my mind. I thought that these easy, boxy shapes of F-4 would make for a nice relax after the complex shapes of my F-14 and MiG-29, and so I started. Unfortunately, I made a huge mistake at the very beginning – I used the blueprints from the book, without validating their correctness first, which later cost me a lot of headaches.
Before going further, I should mention some of the F-4 models by other people, which were a huge inspiration to me. Of course, there is an excellent F-4B by Mad Physicist , a beautiful F-4B by Carl Greatrix , and a whole series of different F-4s by Justin Davies. However, from the viewpoint of my model, three Phantoms were of particular importance for me. The first one is F-4N by Jonah Padberg. Even though I’ve ended with a very different cockpit design, I’ve started with the modification of his 3-stud wide canopy and angled cockpit section. The next model, is a F-4B by Maks, who made an excellent, SNOT version of the Phantom, which to a large degree influenced some of my design choices. Lastly, there is a huge, 1/15 scale F-4J by crash_cramer, which might be my favorite LEGO model ever. Similarly as in the case of my F-14 Tomcat, I tried to emulate some of his techniques in a smaller scale.
The first assumption was to go for the 3-stud wide canopy, similarly as in my MiG-29. Such solution is much more accurate in this scale and makes the model look much more realistic in my opinion. In fact, I’m so pleased with the outcome here that I will likely rebuild my F-14 in near future to similar standard. The construction itself started with the wings. I’ve always came under impression that similarly to F-15, the angle for the leading edge is 45 degrees. Well, not really. Instead, the angle is 51 degrees, which effectively eliminates any plate-based solutions, leaving the brick-built wing as the only valid option. So instead of getting a nice, simple, sturdy 45 degrees wing, I had to go with a brick-built one, which combined with the main landing gear solution and folding mechanism, proved to be a nightmare. After figuring it out, the next challenge was to design the angled cockpit area. Here, the solutions from Jonah’s model were of great help. With those two pieces in place, the rest went relatively smoothly, leading to the stage presented in WiP pictures. And then, having 85% of a model ready, I checked the validity of my blueprints. I was able to get my hands on the original F-4 factory drawing on the Aviation Archives website, and all my drawings turned out to be off by a considerable margin. Fortunately, I’m not the only person dissatisfied by the quality of available blueprints, and I was able to find this awesome website, with a set of 100% accurate drawings, based on the factory ones, including the cross-sections. That was good news, the bad one was that my fuselage was too short, too high, and too wide. So I had to lower the whole fuselage by a plate, elongate it by 2 studs, and modify it from 10-stud wide, to 9-stud wide. Surprisingly, it wasn’t that hard, but after lowering the fuselage, it became evident that the angling of the front section is too steep. This, in turn, required a complete revision of the already most problematic section, consuming an awful lot of time. But after all these problems, I finally got a model, with which I am quite satisfied.
About the model
The model represents a McDonnell Douglas F-4J Phantom II in a 1/33 scale. The camouflage is based on the F-4J from VF-96 squadron, BuNo. 155800, callsign “Showtime100”, deployed on the USS Constellation aircraft carrier in Vietnam, around 1972. This particular aircraft, on the 10th of May 1972, was credited with 3 MiG-17 kills, being flown by pilot Lt Randy Cunningham and RIO Lt(jg) Willy Driscoll. This effectively made them the only Navy aces of the Vietnam war, as they already had 2 kills on their account. You may also note that they flew a “borrowed” plane, as the name on the cockpit is that of Lowell “Gus” Eggert, who later commanded the USS Constellation from 1974 onward. As usual, the model possesses a number of features: openable cockpits, working flaps, foldable wings, working horizontal and vertical tails, retractable landing gear and tailhook. I’m rather pleased with the functionality, as most of the features, especially the landing gear, are much more reliable than in e.g. my MiG-29. The loadout comprises 4 AIM-7E Sparrows, 4 AIM-9G Sidewinders, and a centerline 600 gal. fuel tank. Also, under the wings, there are outboard pylons for two 370 gal. fuel tanks, which are visible on some of the photos. The credit for the stand design goes to Jerac. There is a small discrepancy in the camouflage – in principle nearly all USN phantoms had an all-white underside, with an exception of some late 80s’, extremely dull, low-vis versions. Unfortunately, due to the brick-built nature of the wing, I was unable to make them white on the bottom. For a moment, I contemplated utilizing huge white stickers, but it wouldn’t look all that great, and it would make the wings extremely modification-unfriendly. Still, the final effect is not that bad. So, please enjoy, and let me know what is your opinion on this model.
During the Peloponnesian War, Piraeus suffered its first setback. In the second year of the war, the first cases of the Athens plague were recorded in Piraeus. In 404 BC, the Spartan fleet under Lysander blockaded Piraeus and subsequently Athens surrenderred to the Spartans, who put an end to the Delian League and the war itself. Piraeus would follow the fate of Athens and was to bear the brunt of the Spartans' rage, as the city's walls and the Long Walls were torn down ; the Athenian fleet surrendered to the victors and some of the triremes burnt, while the neosoikoi were also pulled down. As a result, the tattered and unfortified port city was not able to compete with prosperous Rhodes, which controlled commerce. In 403 BC, Munichia was seized by Thrasybulus and the exiles from Phyle, in the battle of Munichia, where the Phyleans defeated the Thirty Tyrants of Athens, but in the following battle of Piraeus the exiles were defeated by Spartan forces.
After the reinstatement of democracy, Conon rebuilt the walls in 393 BC, founded the temple of Aphrodite Euploia and the sanctuary of Zeus Sotiros and Athena, and built the famous Skevothiki of Philon, the ruins of which have been discovered at Zea harbour. The reconstruction of Piraeus went on during the period of Alexander the Great, but this revival of the town was quashed by Roman Lucius Cornelius Sulla, who captured and totally destroyed Piraeus in 86 BC. The destruction was completed in 395 AD by the Goths under Alaric I. Piraeus was led to a long period of decline which lasted for fifteen centuries. During the Byzantine period the harbour of Piraeus was occasionally used for the Byzantine fleet, but it was very far from the capital city of Constantinople. The city lost even its ancient and original name that was forgotten, named Porto Leone by the Venetians in 1317, meaning "Lion's Port" from the Piraeus Lion standing at the harbour's entrance, and Porto Draco by the Franks.
Source: Wikipedia, the free encyclopedia
Initially this was supposed to be a star trail photo consisting of 100 exposures stacked into one. Half way through the shoot, thick clouds started to come and covered the sky, so no star trails. As it turned out, one setback led to better things. One of the shot that I took managed to capture these numerous stars up the heavens. This is the final image after post-processing and what a beautiful sight it is.
Putting aside the big news stories (because they always seem to be crappy anyway and 2011 has been no different there) and looking at my social networks and matters closer to home, I've noticed quite a few people saying that they are glad to see the back of 2011. Of course i understand if you have had a crappy time and want to leave it all behind you, but despite a few setbacks of my own, it has been quite a special year for me, with some good things happening in my life, not least the arrival of my son William 15 years after his big sister so i wanted to be at least one person celebrating the last 12 months.
And in my photography business, its been a really interesting year with the camera, capturing a diverse range of subjects from Ladybirds to Lar Gibbons, Wedding dances to surfing Wipe-outs, Carnivals to Cup finals, Big Ben to Beach Cricket, Flying Labradoodles to the South of France and Smiling babies to Secret squirrels.
So with photography being the reason i'm here on flickr and the thing that brings us all together, I thought i would have a go at making a mosaic that celebrated and represented the year 2011 as a photographer for me.
It would be impossible to fit in all of the shots i wanted, so i didn't agonise too much over what ones i picked and what got missed, just a quick snapshot of some of the fun things i've seen and done with my lenses this year with the emphasis on happiness. Of course it will seem like a tame collection to some, there's no events of global significance or popular uprisings (although i think the eco-island event was an important day in many ways) and there's no glamourous celebrity faces (even though now i think of it, i did shoot some Royalty and a few pretty well known faces during the Island games) but i think its been a great year and i'm grateful for all thats happened and all the opportunities my camera has given me.
1. I love my dad!, 2. Beach Culture, 3. Getting ready for winter #1, 4. ECOISLAND PARTNERSHIP AIMS TO PUT THE ISLE OF WIGHT ON THE GLOBAL SUSTAINABILITY MAP, 5. An Eco Island, 6. Hide and Seek, 7. Triangulation, 8. Secret Squirrel Bokeh Wednesday #1, 9. Flightpath, 10. No diving in the shallow end, 11. Uncle Tom & the Flat Cap #2, 12. Check me out :), 13. Smiler, 14. Learning to Surf #1, 15. King of the Swingers, 16. Sawfly Macro Bokeh Wednesday #1, 17. Last Orders for Fish & Chips, 18. Boundary Rope Vertorama, 19. Eco Island Vertorama Magazine Monday Blues, 20. Man & Wife, 21. Siblings, 22. Tulip. Mellow Yellow Sunday #3, 23. Wedding First Dance - Your love keeps lifting me (higher and higher), 24. Eat My Goal, 25. Carnival Costumes, 26. NatWest Island Games 2011 (BEST DAY SO FAR), 27. Roll with it, 28. Fence Friday Frigate, 29. New World Monkey Bokeh Wednesday., 30. European Eagle Owl Chick, 31. Golden Doodle Furry Friday #2 In flight, 32. I believe i can fly (part three), 33. One Summer Evening, 34. Royal Wedding Party Shots #1, 35. Royal Wedding Party Shots #2, 36. Breakfast breakdancing demonstrations
No need to comment really, just doing this to remind myself of the last year.
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©2011 Jason Swain, All Rights Reserved
This image is not available for use on websites, blogs or other media without the explicit written permission of the photographer.
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Links to facebook and twitter can be found on my flickr profile
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Happy Birthday to my friend (and brother's girlfriend) Patty.
She is off exploring Madrid and her love of photography. Hope you have an awesome bee-day lady!
....in FILE magazine
© Laura Kicey
Source: en.wikipedia.org/wiki/Stuttgart
Stuttgart (Swabian: Schduagert) is the capital and largest city of the German state of Baden-Württemberg. Stuttgart is located on the Neckar river in a fertile valley known locally as the "Stuttgart Cauldron." It lies an hour from the Swabian Jura and the Black Forest. Its urban area has a population of 609,219, making it the sixth largest city in Germany. 2.7 million people live in the city's administrative region and another 5.3 million people in its metropolitan area, making it the fourth largest metropolitan area in Germany. The city and metropolitan area are consistently ranked among the top 20 European metropolitan areas by GDP; Mercer listed Stuttgart as 21st on its 2015 list of cities by quality of living, innovation agency 2thinknow ranked the city 24th globally out of 442 cities and the Globalization and World Cities Research Network ranked the city as a Beta-status world city in their 2014 survey.
Since the 6th millennium BC, the Stuttgart area has been an important agricultural area and has been host to a number of cultures seeking to utilize the rich soil of the Neckar valley. The Roman Empire conquered the area in 83 AD and built a massive castrum near Bad Cannstatt, making it the most important regional centre for several centuries. Stuttgart's roots were truly laid in the 10th century with its founding by Liudolf, Duke of Swabia, as a stud farm for his warhorses. Initially overshadowed by nearby Cannstatt, the town grew steadily and was granted a charter in 1320. The fortunes of Stuttgart turned with those of the House of Württemberg, and they made it the capital of their county, duchy, and kingdom from the 15th century to 1918. Stuttgart prospered despite setbacks in the Thirty Years' War and devastating air raids by the Allies on the city and its automobile production during World War II. However, by 1952, the city had bounced back and it became the major economic, industrial, tourism and publishing centre it is today.
Stuttgart is also a transport junction, and possesses the sixth-largest airport in Germany. Several major companies are headquartered in Stuttgart, including Porsche, Bosch, Mercedes-Benz, Daimler AG, and Dinkelacker.
Stuttgart is unusual in the scheme of German cities. It is spread across a variety of hills (some of them covered in vineyards), valleys (especially around the Neckar river and the Stuttgart basin) and parks. This often surprises visitors who associate the city with its reputation as the "cradle of the automobile". The city's tourism slogan is "Stuttgart offers more". Under current plans to improve transport links to the international infrastructure (as part of the Stuttgart 21 project), the city unveiled a new logo and slogan in March 2008 describing itself as "Das neue Herz Europas" ("The new Heart of Europe"). For business, it describes itself as "Where business meets the future". In July 2010, Stuttgart unveiled a new city logo, designed to entice more business people to stay in the city and enjoy breaks in the area.
Stuttgart is a city with a high number of immigrants. According to Dorling Kindersley's Eyewitness Travel Guide to Germany, "In the city of Stuttgart, every third inhabitant is a foreigner." 40% of Stuttgart's residents, and 64% of the population below the age of five, are of immigrant background.
Source: en.wikipedia.org/wiki/Fernsehturm_Stuttgart
Fernsehturm Stuttgart (English: Stuttgart TV Tower) is a 216.61 m (710.7 ft) telecommunications tower in Stuttgart, Germany. It was the first telecommunications tower in the world constructed from reinforced concrete, and it is the prototype for many such towers worldwide. Although controversial at first, it quickly became a well known landmark of Stuttgart and a tourist attraction.
"Live the Life of Your Dreams
When you start living the life of your dreams, there will always be obstacles, doubters, mistakes and setbacks along the way.
But with hard work, perseverance and self-belief there is no limit to what you can achieve."
~Roy T. Bennett, The Light in the Heart
Source: en.wikipedia.org/wiki/Stuttgart
Stuttgart (Swabian: Schduagert) is the capital and largest city of the German state of Baden-Württemberg. Stuttgart is located on the Neckar river in a fertile valley known locally as the "Stuttgart Cauldron." It lies an hour from the Swabian Jura and the Black Forest. Its urban area has a population of 609,219, making it the sixth largest city in Germany. 2.7 million people live in the city's administrative region and another 5.3 million people in its metropolitan area, making it the fourth largest metropolitan area in Germany. The city and metropolitan area are consistently ranked among the top 20 European metropolitan areas by GDP; Mercer listed Stuttgart as 21st on its 2015 list of cities by quality of living, innovation agency 2thinknow ranked the city 24th globally out of 442 cities and the Globalization and World Cities Research Network ranked the city as a Beta-status world city in their 2014 survey.
Since the 6th millennium BC, the Stuttgart area has been an important agricultural area and has been host to a number of cultures seeking to utilize the rich soil of the Neckar valley. The Roman Empire conquered the area in 83 AD and built a massive castrum near Bad Cannstatt, making it the most important regional centre for several centuries. Stuttgart's roots were truly laid in the 10th century with its founding by Liudolf, Duke of Swabia, as a stud farm for his warhorses. Initially overshadowed by nearby Cannstatt, the town grew steadily and was granted a charter in 1320. The fortunes of Stuttgart turned with those of the House of Württemberg, and they made it the capital of their county, duchy, and kingdom from the 15th century to 1918. Stuttgart prospered despite setbacks in the Thirty Years' War and devastating air raids by the Allies on the city and its automobile production during World War II. However, by 1952, the city had bounced back and it became the major economic, industrial, tourism and publishing centre it is today.
Stuttgart is also a transport junction, and possesses the sixth-largest airport in Germany. Several major companies are headquartered in Stuttgart, including Porsche, Bosch, Mercedes-Benz, Daimler AG, and Dinkelacker.
Stuttgart is unusual in the scheme of German cities. It is spread across a variety of hills (some of them covered in vineyards), valleys (especially around the Neckar river and the Stuttgart basin) and parks. This often surprises visitors who associate the city with its reputation as the "cradle of the automobile". The city's tourism slogan is "Stuttgart offers more". Under current plans to improve transport links to the international infrastructure (as part of the Stuttgart 21 project), the city unveiled a new logo and slogan in March 2008 describing itself as "Das neue Herz Europas" ("The new Heart of Europe"). For business, it describes itself as "Where business meets the future". In July 2010, Stuttgart unveiled a new city logo, designed to entice more business people to stay in the city and enjoy breaks in the area.
Stuttgart is a city with a high number of immigrants. According to Dorling Kindersley's Eyewitness Travel Guide to Germany, "In the city of Stuttgart, every third inhabitant is a foreigner." 40% of Stuttgart's residents, and 64% of the population below the age of five, are of immigrant background.
Source: en.wikipedia.org/wiki/Fernsehturm_Stuttgart
Fernsehturm Stuttgart (English: Stuttgart TV Tower) is a 216.61 m (710.7 ft) telecommunications tower in Stuttgart, Germany. It was the first telecommunications tower in the world constructed from reinforced concrete, and it is the prototype for many such towers worldwide. Although controversial at first, it quickly became a well known landmark of Stuttgart and a tourist attraction.
Source: en.wikipedia.org/wiki/Stuttgart
Stuttgart (Swabian: Schduagert) is the capital and largest city of the German state of Baden-Württemberg. Stuttgart is located on the Neckar river in a fertile valley known locally as the "Stuttgart Cauldron." It lies an hour from the Swabian Jura and the Black Forest. Its urban area has a population of 609,219, making it the sixth largest city in Germany. 2.7 million people live in the city's administrative region and another 5.3 million people in its metropolitan area, making it the fourth largest metropolitan area in Germany. The city and metropolitan area are consistently ranked among the top 20 European metropolitan areas by GDP; Mercer listed Stuttgart as 21st on its 2015 list of cities by quality of living, innovation agency 2thinknow ranked the city 24th globally out of 442 cities and the Globalization and World Cities Research Network ranked the city as a Beta-status world city in their 2014 survey.
Since the 6th millennium BC, the Stuttgart area has been an important agricultural area and has been host to a number of cultures seeking to utilize the rich soil of the Neckar valley. The Roman Empire conquered the area in 83 AD and built a massive castrum near Bad Cannstatt, making it the most important regional centre for several centuries. Stuttgart's roots were truly laid in the 10th century with its founding by Liudolf, Duke of Swabia, as a stud farm for his warhorses. Initially overshadowed by nearby Cannstatt, the town grew steadily and was granted a charter in 1320. The fortunes of Stuttgart turned with those of the House of Württemberg, and they made it the capital of their county, duchy, and kingdom from the 15th century to 1918. Stuttgart prospered despite setbacks in the Thirty Years' War and devastating air raids by the Allies on the city and its automobile production during World War II. However, by 1952, the city had bounced back and it became the major economic, industrial, tourism and publishing centre it is today.
Stuttgart is also a transport junction, and possesses the sixth-largest airport in Germany. Several major companies are headquartered in Stuttgart, including Porsche, Bosch, Mercedes-Benz, Daimler AG, and Dinkelacker.
Stuttgart is unusual in the scheme of German cities. It is spread across a variety of hills (some of them covered in vineyards), valleys (especially around the Neckar river and the Stuttgart basin) and parks. This often surprises visitors who associate the city with its reputation as the "cradle of the automobile". The city's tourism slogan is "Stuttgart offers more". Under current plans to improve transport links to the international infrastructure (as part of the Stuttgart 21 project), the city unveiled a new logo and slogan in March 2008 describing itself as "Das neue Herz Europas" ("The new Heart of Europe"). For business, it describes itself as "Where business meets the future". In July 2010, Stuttgart unveiled a new city logo, designed to entice more business people to stay in the city and enjoy breaks in the area.
Stuttgart is a city with a high number of immigrants. According to Dorling Kindersley's Eyewitness Travel Guide to Germany, "In the city of Stuttgart, every third inhabitant is a foreigner." 40% of Stuttgart's residents, and 64% of the population below the age of five, are of immigrant background.
Source: en.wikipedia.org/wiki/Mercedes-Benz_Museum
The Mercedes-Benz Museum is an automobile museum in Stuttgart, Germany. It covers the history of the Mercedes-Benz brand and the brands associated with it. Stuttgart is home to the Mercedes-Benz brand and the international headquarters of Daimler AG.
I wanted to express my gratitude here, but a simple thank you just doesn't seem adequate. Someday, maybe I'll have the chance to share my story so you'll know more fully the part you played in helping me decide I could earn my living as a photographer. I was watching last March as you revealed the portraits you took of your students and felt the same catch in my throat at seeing their reactions as the rest of your viewers around the world. As we wiped away a collective tear, I think hundreds of photographers saw the enormous impact that photography can make on the heart and spirit of another individual.
Like most others, I had setbacks and obstacles along the way, including doubts about starting over late in life, and worries about being able to work while going through chemotherapy. But mostly I have been held back by my own paralyzing fears and feelings of being absolutely stuck. I loved to do headshots and portraits, but was seeing only markets for weddings, families, and children.
After your workshops, I finally have a focus. In a few weeks, I will finally launch my photography business and website at a charity auction where I will donate a session like the one above. I am beyond excited to see what lies ahead. My heartfelt thanks to you, Simona, and the great team at Creative Live.
Taken at the Sachsenhausen Concentration Camp Berlin.
Barracks RI and RII, which have survived in their original form, were part of the camp Infirmary, which was extended repeatedly up to the end of the war.
The medical facilities included laboratories, operating theatres and wards. Under the control of the first SS Camp Doctor, the infirmary was intended to provide only minimal medical care for inmates. The SS also aimed to prevent the spread of infectious disease and epidemics.
In 1942 after setbacks in the war attention was paid to restoring sick inmates' ability to work. Overcrowding, inhuman treatment and poor supply of medicines meant that conditions in the infirmary's barracks were mostly, atrociously bad. Care and treatment for the ill and dying came mainly from inmates assigned to work as medical assistants and doctors.
The infirmary was also the place where pseudo-scientific racial research and numerous medical experiments of no scientific value were carried out on inmates. SS Doctors performed operations during which they maimed or even killed their victims.
Several thousand inmates were murdered in systematically planned operations.
Princess Leia Organa was one of the Rebel Alliance’s greatest leaders, fearless on the battlefield and dedicated to ending the tyranny of the Empire. Daughter of Padmé Amidala and Anakin Skywalker, sister of Luke Skywalker, and with a soft spot for scoundrels, Leia ranks among the galaxy’s great heroes. But life under the New Republic has not been easy for Leia. Sidelined by a new generation of political leaders, she struck out on her own to oppose the First Order as founder of the Resistance. These setbacks in her political career have been accompanied by more personal losses.
Fidelity-Philadelphia Trust Company Building
currently Wells Fargo Building
sculptors: Piccirilli Brothers
window designers: d'Ascenzo Studios
architect: Simon & Simon, 1927-28
architectural style: Beaux-Arts
Center City - Rittenhouse Square
Avenue of the Arts - Broad Street Historic District
123-151 S. Broad St.
Philadelphia, Pennsylvania
Deutsche Bank Place is a 240-metre-high (790 ft) skyscraper in Sydney, New South Wales, Australia. It is located at 126 Phillip Street (corner of Hunter Street) in the north-eastern end of the central business district, across the road from Chifley Tower. Construction began in 2002 and was completed in 2005. The building's architect is Norman Foster of Foster and Partners.
Deutsche Bank is the primary tenant, occupying 7 floors and owning the naming rights.
The building has 39 floors and was planned to be much larger, however it would have blocked sunlight from reaching the buildings on its east including the State Library and Parliament. The setback roof or step design allows sunlight to reach the south-eastern side of the building. The spires appear oversized for the building; this was caused by the height being reduced, the spires being proportionate to a taller building. The building has a hollow core that provides air and light throughout the building; this core rises from a large foyer area that covers the whole area of the ground floor. The foyer is named 'the assembly'.
Construction costs totalled A$450 million. Bovis Lend Lease was the project manager and design and construction manager. BVN Architecture was responsible for the interior fit-out. The building is of the late-modernist or modern school of design and is made primarily of concrete, glass and steel.
Source: Wikipedia
PLEASE, NO invitations or self promotions, THEY WILL BE DELETED. My photos are FREE to use, just give me credit and it would be nice if you let me know, thanks.
There are training sessions with the horses in the riding arena and the stables. The saddle has the crest of the Spanish Riding School.
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The Piber Federal Stud Farm is dedicated to the breeding of Lipizzan horses, located at the village of Piber. It was founded in 1798, began breeding Lipizzan horses in 1920, and today is the primary breeding farm that produces the stallions used by the Spanish Riding School, where the best stallions of each generation are bred and brought for training and later public performance. One of Piber’s major objectives is "to uphold a substantial part of Austria’s cultural heritage and to preserve one of the best and most beautiful horse breeds in its original form."
The Lipizzan breed as a whole, suffered a setback when a viral epidemic hit the Piber Stud in 1983. Forty horses and eight percent of the expected foal crop were lost. Since then, the population at the farm has increased, with 100 mares as of 1994 and a foal crop of 56 born in 1993. In 1994, the pregnancy rate increased from 27% to 82% as the result of a new veterinary center.
2N18 1115 Wick to Inverness service is routed via the Rose Street curve to Welsh's Bridge Junction where the train will setback into the main station.
Note that the driver already has the token ready for the signalman.
Sunday 24th August 1980 ....
"Life is a series of experiences, each one of which makes us bigger, even though sometimes it is hard to realize this. For the world was built to develop character, and we must learn that the setbacks and grieves which we endure help us in our marching onward."
Henry Ford
Due to a health setback, I've been somewhat of a recluse (no driving). I have spent a lot of time looking at our yard and thinking about photos.
The New Zealand Historic Places Trust has listed the station both inside and out and the yard as a category one historic place
for me it is a shame not having a railway system in New Zealand, in my opinion a setback for the country. roads overloaded with heavy traffic by trucks with livestock, logs and all sorts of heavy maschinery and often whole houses trucked around the country..how good would a railway fit into the picture
This photo is up to interpretation, but I had an idea that was running through my mind as I shot it: Although I go through so many daily setbacks, I think it's so important that I use them to become a stronger version of myself.
Like an upgrade, Aline 2.0
I might use this as a title image for my graduating/senior/end-of-year exhibition. I feel like it describes everything I've been through in the last two years.
Feedback is appreciated! Even though there's so much I wanted to do to change it, I had to tear myself away. I have stuff to do, dammit!
Source: en.wikipedia.org/wiki/Stuttgart
Stuttgart (Swabian: Schduagert) is the capital and largest city of the German state of Baden-Württemberg. Stuttgart is located on the Neckar river in a fertile valley known locally as the "Stuttgart Cauldron." It lies an hour from the Swabian Jura and the Black Forest. Its urban area has a population of 609,219, making it the sixth largest city in Germany. 2.7 million people live in the city's administrative region and another 5.3 million people in its metropolitan area, making it the fourth largest metropolitan area in Germany. The city and metropolitan area are consistently ranked among the top 20 European metropolitan areas by GDP; Mercer listed Stuttgart as 21st on its 2015 list of cities by quality of living, innovation agency 2thinknow ranked the city 24th globally out of 442 cities and the Globalization and World Cities Research Network ranked the city as a Beta-status world city in their 2014 survey.
Since the 6th millennium BC, the Stuttgart area has been an important agricultural area and has been host to a number of cultures seeking to utilize the rich soil of the Neckar valley. The Roman Empire conquered the area in 83 AD and built a massive castrum near Bad Cannstatt, making it the most important regional centre for several centuries. Stuttgart's roots were truly laid in the 10th century with its founding by Liudolf, Duke of Swabia, as a stud farm for his warhorses. Initially overshadowed by nearby Cannstatt, the town grew steadily and was granted a charter in 1320. The fortunes of Stuttgart turned with those of the House of Württemberg, and they made it the capital of their county, duchy, and kingdom from the 15th century to 1918. Stuttgart prospered despite setbacks in the Thirty Years' War and devastating air raids by the Allies on the city and its automobile production during World War II. However, by 1952, the city had bounced back and it became the major economic, industrial, tourism and publishing centre it is today.
Stuttgart is also a transport junction, and possesses the sixth-largest airport in Germany. Several major companies are headquartered in Stuttgart, including Porsche, Bosch, Mercedes-Benz, Daimler AG, and Dinkelacker.
Stuttgart is unusual in the scheme of German cities. It is spread across a variety of hills (some of them covered in vineyards), valleys (especially around the Neckar river and the Stuttgart basin) and parks. This often surprises visitors who associate the city with its reputation as the "cradle of the automobile". The city's tourism slogan is "Stuttgart offers more". Under current plans to improve transport links to the international infrastructure (as part of the Stuttgart 21 project), the city unveiled a new logo and slogan in March 2008 describing itself as "Das neue Herz Europas" ("The new Heart of Europe"). For business, it describes itself as "Where business meets the future". In July 2010, Stuttgart unveiled a new city logo, designed to entice more business people to stay in the city and enjoy breaks in the area.
Stuttgart is a city with a high number of immigrants. According to Dorling Kindersley's Eyewitness Travel Guide to Germany, "In the city of Stuttgart, every third inhabitant is a foreigner." 40% of Stuttgart's residents, and 64% of the population below the age of five, are of immigrant background.
Source: en.wikipedia.org/wiki/Fernsehturm_Stuttgart
Fernsehturm Stuttgart (English: Stuttgart TV Tower) is a 216.61 m (710.7 ft) telecommunications tower in Stuttgart, Germany. It was the first telecommunications tower in the world constructed from reinforced concrete, and it is the prototype for many such towers worldwide. Although controversial at first, it quickly became a well known landmark of Stuttgart and a tourist attraction.
After numerous weather setbacks, DEATH11 finally appeared the Rose Bowl Halftime game between Indiana and Alabama. "Spirit of Oklahoma" came out from Whiteman AFB in Missouri, but due to the weather did not appear at the Parade flyover. Therefore, it departed from Edward's AFB and circled over the mountains behind Pasadena until its intended appearance. Before that, It made two low passes near VNY as a practice and to observe cloud ceiling and circled near Universal Studios Hollywood (must've been an incredible sight). Finally, at the end of halftime, it came and flew by. Unfortunately it was higher and further away from the vantage point this year.
Source: en.wikipedia.org/wiki/Stuttgart
Stuttgart (Swabian: Schduagert) is the capital and largest city of the German state of Baden-Württemberg. Stuttgart is located on the Neckar river in a fertile valley known locally as the "Stuttgart Cauldron." It lies an hour from the Swabian Jura and the Black Forest. Its urban area has a population of 609,219, making it the sixth largest city in Germany. 2.7 million people live in the city's administrative region and another 5.3 million people in its metropolitan area, making it the fourth largest metropolitan area in Germany. The city and metropolitan area are consistently ranked among the top 20 European metropolitan areas by GDP; Mercer listed Stuttgart as 21st on its 2015 list of cities by quality of living, innovation agency 2thinknow ranked the city 24th globally out of 442 cities and the Globalization and World Cities Research Network ranked the city as a Beta-status world city in their 2014 survey.
Since the 6th millennium BC, the Stuttgart area has been an important agricultural area and has been host to a number of cultures seeking to utilize the rich soil of the Neckar valley. The Roman Empire conquered the area in 83 AD and built a massive castrum near Bad Cannstatt, making it the most important regional centre for several centuries. Stuttgart's roots were truly laid in the 10th century with its founding by Liudolf, Duke of Swabia, as a stud farm for his warhorses. Initially overshadowed by nearby Cannstatt, the town grew steadily and was granted a charter in 1320. The fortunes of Stuttgart turned with those of the House of Württemberg, and they made it the capital of their county, duchy, and kingdom from the 15th century to 1918. Stuttgart prospered despite setbacks in the Thirty Years' War and devastating air raids by the Allies on the city and its automobile production during World War II. However, by 1952, the city had bounced back and it became the major economic, industrial, tourism and publishing centre it is today.
Stuttgart is also a transport junction, and possesses the sixth-largest airport in Germany. Several major companies are headquartered in Stuttgart, including Porsche, Bosch, Mercedes-Benz, Daimler AG, and Dinkelacker.
Stuttgart is unusual in the scheme of German cities. It is spread across a variety of hills (some of them covered in vineyards), valleys (especially around the Neckar river and the Stuttgart basin) and parks. This often surprises visitors who associate the city with its reputation as the "cradle of the automobile". The city's tourism slogan is "Stuttgart offers more". Under current plans to improve transport links to the international infrastructure (as part of the Stuttgart 21 project), the city unveiled a new logo and slogan in March 2008 describing itself as "Das neue Herz Europas" ("The new Heart of Europe"). For business, it describes itself as "Where business meets the future". In July 2010, Stuttgart unveiled a new city logo, designed to entice more business people to stay in the city and enjoy breaks in the area.
Stuttgart is a city with a high number of immigrants. According to Dorling Kindersley's Eyewitness Travel Guide to Germany, "In the city of Stuttgart, every third inhabitant is a foreigner." 40% of Stuttgart's residents, and 64% of the population below the age of five, are of immigrant background.
Source: en.wikipedia.org/wiki/Staatstheater_Stuttgart
The Staatstheater Stuttgart (Stuttgart State Theatre) are a multi-branch-theatre with the branches Oper Stuttgart (Opera Stuttgart), Stuttgart Ballet (Stuttgarter Ballett) and Stuttgart Drama Theatre (Schauspiel Stuttgart) in Stuttgart, Germany. The state that its name refers to is Baden-Württemberg.
7 Days with Flickr - Wednesday: Macro or close up
Weekly Theme Challenge - "High Key"
My name is Seiko.
My spirit inspires and motivates.
To release my potential in every area of
your life, aspire to do and be the best you can.
Use your dreams of success as inspiration in your quest to achieve your goals and overcome setbacks.
Thank you everyone for your visits, faves, and kind comments
The Cargill Pool Grain Elevator sits quietly on the shores of Lake Erie in Buffalo, New York.
Grain elevators reached their peak in Buffalo in the 1920's, but with the opening of the Welland Canal in Ontario and eventually the St Lawrence Seaway in 1958, there was no longer a need for grain boats to stop in Buffalo to load or unload grain. Buffalo was cut off from the shipping chain. Around this time, Buffalo also suffered another setback with the decline of the animal feed industry due to decentralization.
"Although a shadow of its former self, the grain industry is still hanging on to a slight degree. Cereal is still manufactured in the elevators and plants owned by General Mills, and flour is still produced in several of the elevators that are dedicated to milling rather than transshipment. But like many of the industries that once thrived in Buffalo, the grain elevators remain as a testament to an industry that once flourished -- and then moved on into history. The same can be said for the other industries associated with grain trade -- the Erie Canal and the railroads. Victims of changing times."
Buffalo Works
Occasionally there was the opportunity to take photos inside depot buildings. Laira and Old Oak Common were the obvious ones perhaps, with permission of course. The obvious setback was that they were active 24 hours a day, so the use of a tripod was severely limited. However, indoor lighting was usually good. There were also a few items handy to steady the camera as well.
St Blazey was the exception to the indoor lighting as can be seen! However, it had to be tried and the result is quite tolerable.
The St Blazey turntable can be seen and one of the hydraulic Warships managed to come to grief many years ago. Needless to say, as always someone had a camera to hand and the image has been in a book.
Due to some real-life setbacks, I haven't managed to build as much for Lands of Roawia (LoR) as I would have liked.
However, when making Bricklink orders I keep an eye out for suitable minifig parts to expand my armies.
Here are the formidable Skudae cavalry. These consist of a mixture of medium lancers and lightly armed support cavalry, mainly carrying lassos or bows. The swift mounts plus a lifetime in the saddle mean these are some of the toughest troops Loreesi enemies can face in battle.
The Paramount Building made a significant contribution to the development of the world-famous theater and entertainment district. Built in 1926-27 and designed by the firm of Rapp & Rapp, who were among the best-known and most prolific designers of elaborate movie theaters in the 1920s, it served as the Eastern headquarters for the Famous Players-Lasky Corporation, (forerunner of Paramount Pictures), whose entrepreneurial founders played a major role in promoting the revolutionary motion picture medium.
The building's distinctive massing is exemplary of the innovative setback skyscraper type of the 1920s, while the ornamental details are classically inspired, a hallmark of Rapp & Rapp's style. The striking silhouette of the upper stories is enhanced by four giant clock faces, which were conceived to create a memorable image of the the Paramount trademark in the minds of moviegoers, and a crowning glass globe. The Paramount Building, which once housed the Paramount Theater, stands as as an important reminder of Times Square's boom in the 1920s during the early years of the motion picture industry.
all set! now the lens stops at infinity and it will stop the other way around now too but a much closer focus is now possible.
but wait! the aperture scale doesn't line up with the red dot now (red arrow). I simply made a new mark and painted it red and covered up the old mark with my silver sharpie.
this is my fix for the Industar-69 28mm 1:2.8 pancake lens famous infinity focus problem. I read several tutorials and pieced them together and came up with this non-destructive hack that still allows an infinity stop and close focus stop with only one minor setback of the aperture scale mark.
I was making good progress tonight, until this happened...
New goal for tonight is:
Rebuild SHIP
Anyway, hopefully I'll have another wip for you guys in a couple days :)
Note: The number of days is rounded to 4 significant figures
F-4 Phantom – 5195 units produced, 63 years of production/service, dozens of monographs, modelling plans, etc., what can go wrong? Well, actually quite many things. Still, after a few setbacks, here it is, my latest model
About the jet
The history of McDonnell Douglas F-4 Phantom II started back in the mid 50’, with the first flight taking place on 27th May 1958. Initially, the F4H-1 (the initial designation before the tri-service unification) started as an unsolicited proposal from McDonnell Douglas, which actually didn’t get much interest. Only after the problems of other Navy fighters led to the necessity of acquiring a new general-purpose fighter, the Phantom as we know could get its chance. After winning the competition against the Vought’s F8U-3 Crusader III submission, the F4H-1 went to service in 1961, with a new designation of F-4B (starting in 1962). Even though F-4B was a revolutionary design for it time, it still had a number of deficiencies, with the most serious ones being slightly too high approach speed, and its AN-APQ-72 radar lacking the look-down, shoot-down capabilities, performing poorly against the ground clutter. As a consequence, after delivering 649 F-4B, in late 1966 McDonnell introduced a new, improved version – the F-4J. This version featured a revised and strengthened internal structure, more powerful J79-GE-10 engines (the smokeless, 10B version was introduced later in 1978), new, wider tires (resulting in bulges on the top part of the wings), a few aerodynamic improvements for decreasing the approach speed (changes to inboard leading edges and slotted stabilator), and most importantly, new AWG-10 radar, with solid-state elements and prominent look-down, shoot-down capabilities. The F-4J served through the Vietnam war until the late 70’, together with the F-4B, and later F-4N (upgraded F-4B). After that, starting from 1978, the selected 265 F-4J underwent an upgrade to F-4S standard (the initial idea was for 302, but the number was reduced), featuring smokeless J79-GE-10B engines, improved electronics, and leading-edge maneuvering slats, similar to those on USAF’s F-4E. In this variant, Phantoms served until 1987 in USN, and 1992 in USMC. In the meantime, 15 F-4J were also sold to UK, to fill the gap left by FGR. 2 Phantoms (F-4M) deployed to the Falkland Islands. These aircraft, known also as F-4J(UK) Phantom F.3s, served from 1984 to 1991. Interestingly, they were greatly appreciated by the RAF pilots, with most of them considering them superior to British Spey-engined variants, mainly due to the much faster response of the J-79 turbojets, in comparison to Rolls-Royce Spey 203 turbofans.
About the building process
While I’ve always appreciated the F-4, I was never a “Phantom Phanatic”. In fact, the idea for this model came to me by accident – I was a bit stuck with other projects, and thinking about different solutions, the idea that 2x3x1 curved slopes would make for an excellent Phantom fuselage went through my mind. I thought that these easy, boxy shapes of F-4 would make for a nice relax after the complex shapes of my F-14 and MiG-29, and so I started. Unfortunately, I made a huge mistake at the very beginning – I used the blueprints from the book, without validating their correctness first, which later cost me a lot of headaches.
Before going further, I should mention some of the F-4 models by other people, which were a huge inspiration to me. Of course, there is an excellent F-4B by Mad Physicist , a beautiful F-4B by Carl Greatrix , and a whole series of different F-4s by Justin Davies. However, from the viewpoint of my model, three Phantoms were of particular importance for me. The first one is F-4B by Maks, who made an excellent, SNOT version of the Phantom, which to a large degree influenced some of my design choices. Lastly, there is a huge, 1/15 scale F-4J by crash_cramer, which might be my favorite LEGO model ever. Similarly as in the case of my F-14 Tomcat, I tried to emulate some of his techniques in a smaller scale.
The first assumption was to go for the 3-stud wide canopy, similarly as in my MiG-29. Such solution is much more accurate in this scale and makes the model look much more realistic in my opinion. In fact, I’m so pleased with the outcome here that I will likely rebuild my F-14 in near future to similar standard. The construction itself started with the wings. I’ve always came under impression that similarly to F-15, the angle for the leading edge is 45 degrees. Well, not really. Instead, the angle is 51 degrees, which effectively eliminates any plate-based solutions, leaving the brick-built wing as the only valid option. So instead of getting a nice, simple, sturdy 45 degrees wing, I had to go with a brick-built one, which combined with the main landing gear solution and folding mechanism, proved to be a nightmare. After figuring it out, the next challenge was to design the angled cockpit area. Here, the solutions from Jonah’s model were of great help. With those two pieces in place, the rest went relatively smoothly, leading to the stage presented in WiP pictures. And then, having 85% of a model ready, I checked the validity of my blueprints. I was able to get my hands on the original F-4 factory drawing on the Aviation Archives website, and all my drawings turned out to be off by a considerable margin. Fortunately, I’m not the only person dissatisfied by the quality of available blueprints, and I was able to find this awesome website, with a set of 100% accurate drawings, based on the factory ones, including the cross-sections. That was good news, the bad one was that my fuselage was too short, too high, and too wide. So I had to lower the whole fuselage by a plate, elongate it by 2 studs, and modify it from 10-stud wide, to 9-stud wide. Surprisingly, it wasn’t that hard, but after lowering the fuselage, it became evident that the angling of the front section is too steep. This, in turn, required a complete revision of the already most problematic section, consuming an awful lot of time. But after all these problems, I finally got a model, with which I am quite satisfied.
About the model
The model represents a McDonnell Douglas F-4J Phantom II in a 1/33 scale. The camouflage is based on the F-4J from VF-96 squadron, BuNo. 155800, callsign “Showtime100”, deployed on the USS Constellation aircraft carrier in Vietnam, around 1972. This particular aircraft, on the 10th of May 1972, was credited with 3 MiG-17 kills, being flown by pilot Lt Randy Cunningham and RIO Lt(jg) Willy Driscoll. This effectively made them the only Navy aces of the Vietnam war, as they already had 2 kills on their account. You may also note that they flew a “borrowed” plane, as the name on the cockpit is that of Lowell “Gus” Eggert, who later commanded the USS Constellation from 1974 onward. As usual, the model possesses a number of features: openable cockpits, working flaps, foldable wings, working horizontal and vertical tails, retractable landing gear and tailhook. I’m rather pleased with the functionality, as most of the features, especially the landing gear, are much more reliable than in e.g. my MiG-29. The loadout comprises 4 AIM-7E Sparrows, 4 AIM-9G Sidewinders, and a centerline 600 gal. fuel tank. Also, under the wings, there are outboard pylons for two 370 gal. fuel tanks, which are visible on some of the photos. The credit for the stand design goes to Jerac. There is a small discrepancy in the camouflage – in principle nearly all USN phantoms had an all-white underside, with an exception of some late 80s’, extremely dull, low-vis versions. Unfortunately, due to the brick-built nature of the wing, I was unable to make them white on the bottom. For a moment, I contemplated utilizing huge white stickers, but it wouldn’t look all that great, and it would make the wings extremely modification-unfriendly. Still, the final effect is not that bad. So, please enjoy, and let me know what is your opinion on this model.
This is a unique and rarely seen truck, it is a Western Star 4900 SB (setback axle) EX (extended hood) Marmon Herrington 6x6. The Marmon Herrington four wheel drive truck conversion company was formed in 1931 when the cash strapped Nordyke & Marmon Company formed a partnership with WW1 Army veteran and engineer Arthur William Sidney Herrington.
*While Drury Walker fights off Music Meister and Joe Rigger fends off Steeljacket, Cassandra Cain finds herself alone. Not counting the swarms of inmates in her way. But as Lord Death Man's grip tightens on his gun, a metal projectile knocks it from his grip. A Batarang*.
LDM- Oh.
*Batman glides down from the shadows, kicking LDM into the ground*
LDM- ... Harder...
Inmate- *gasp* The Bat!
Cass- Batman-
*Batman glowers at Cass and gets to work containing the riots. Following Batman, Robin emerges*
Damian- *TT* Congratulations! You've near blown us all to kingdom come. A damn conspiracy, no doubt, between you and Drake and that Trickster boy to usurp me!
*Cass walks away from him, much to Damian's annoyance*
Damian- I'm not finished! Just wait until we're at the cave! You'll never see that brat aga-
*Silently and suddenly, Cass flips over Damian, pinning him to the ground*
Damian- *whispering* Just wait until father hears about *this*
*They didn't have to wait long, there he was, standing above them with a dark scowl*
Batman- Orphan. Robin.
*He leaves to the Bat-Jet, and it's clear that he wants them to follow*
Cass- Mr Walker-
Batman- -will carry out his sentence *until* we can find the evidence to prove his innocence. We do not start riots.
Cass- Not me-
Damian- I'd keep quiet. *TT* There's no excuse for *this*
Batman- Robin.
Damian- Apologies father.
...
=====The Batcave=====
Batman- Explain.
Cass- Axel- he
Batman- Wanted you to break out his father?
Cass- Yes.
Batman- Why the hell did you agree?
Cass- No. Volunteered.
Batman- Volunteered.
...
Batman- You- people are dead, Cassandra.
Cass- Axel-
Batman- Had a run in with Onomatopoeia. And a new Blaze. He's shaken. But unharmed.
Cass- Thank-
Batman- Don't. *I* didn't do anything... They're still out there ... I might've have been able to find out who they were working for, if I didn't have to deal with your mess.
Cass- Twag. Axel said-
Batman- I know what he said. But can he prove it?
...
Cass- No
Batman- No. I've been investigating Danto Twag for weeks. This, was a setback.
Cass- Sorry.
Batman- I'm sorry too. I haven't been there for you when I should have.
...
Batman- You're suspended.
Cass- No!
Batman- And I'd advise not talking to that boy again.
Cass- Please..
.
Batman- This is for your own good Cassandra.
*Her father's words echo in her head "This is for your own good Cassandra" She had heard those words a hundred times. From David Cain*
Cass- No...
*She exits*
Tim- Bruce, what was that-?
Batman- Not now. You're equally at fault Tim
Tim- For trying to rescue an innocent man?
...
Batman- Is he innocent?
...
Tim- I thought we were past that Bruce. I thought you'd changed.
*Tim exits also*
...
Batman- Alfred. Was I... wrong?
Alfred- If you have to ask that sir, then you already know the answer.
...
Alfred- And of course, there's also nothing stopping her from disobeying you.
=====Van Cleer Manor====
Kitten- And you're sure you're ok?
Axel- Stop fussing! It was just a cut!
Kitten- And your arm came off.
*Axel snatches his arm from her and plugs it back in*
Axel- I'm fine! It's that Blaze guy who you should be worried about. And Twag. And Onomartypoet.
Kitten- Onomatopoeia.
Axel- Shut up!
*The doorbell rings again, for the second time that night, Miranda got up to it. She could only hope it's good news. But as she turned the doorknob she could tell something was wrong. And sure enough, there was Joe Rigger, clutching a man she didn't know. And not with them-*
Miranda- Where's Drury?
Rigger- I-
Miranda- No...
====Wayne Manor====
*Cass is lying on her bed, thinking. She had broken the law. But that was what they did. Sometimes they had to bend the rules for the greater good. It was a while until she noticed she had a voice message on the answering machine*
Axel- *on answering machine* Uh... hey Cass. It's
Axel. I... don't think I can go to the theatre tonight. I'm sorry, there's something going on that I... there's something I have to do.
Cass- Axel.
=====
So ta dah! This takes place immediately before Brute's Trickster series if you couldn't tell. Check that out if you haven't already! That's it. See you
it is over 30 years ago since i last visited this particular spot and it was chosen because of the gorse either side of the line, which is only there for a short while this time of year , despite working fairly hard past us it was a pity we not rewarded by anything from the chimney, not easy access here and quite a long walk from the road, by the time we got back to the car we decided there was never going to be any chance of seeing the scot again. despite the setbacks from the day, which actually worked in our favour photographically
it was one of those days when it was just great to be out and about, and with the odd picture or two to be had.
From Wikipedia, the free encyclopedia
Career
Name: RMS Olympic
Owner: White Star flag NEW.svg White Star Line 1911–1934
Cunard White Star Line Logo.JPG Cunard White Star Line 1934–1935
Port of registry: United Kingdom Liverpool, United Kingdom
Route: Southampton to New York
Ordered: 1906
Builder: Harland and Wolff, Belfast
Yard number: 400
Laid down: 16 December 1908
Launched: 20 October 1910
Completed: May 1911
Maiden voyage: 14 June 1911
In service: 1911
Out of service: 1935
Identification: Official Number 131346
Code Letters HSRP
ICS Hotel.svgICS Sierra.svgICS Romeo.svgICS Papa.svg
Radio callsign "MKC"
Fate: Retired at Southampton after 24 years service & scrapped. Superstructure dismantled at Jarrow, England, and the hull at Inverkeithing, Scotland.
Status: scrapped (besides the Second Class Lounge)
General characteristics
Class & type: Olympic-class ocean liner
Tonnage: 45,324 gross register tons; 46,358 after 1913; 46,439 after 1920
Displacement: 52,067 tons
Length: 882 ft 6 in (269.0 m)
Beam: 92 ft 6 in (28.2 m)
Height: 175 ft (53.3 m) (keel to top of funnels)
Draught: 34 ft 7 in (10.5 m)
Decks: 10 decks (1 crew deck)
Installed power: 24 double-ended (six furnace) and 5 single-ended (three furnace) Scotch boilers. Two four-cylinder triple-expansion reciprocating engines each producing 15,000 hp for the two outboard wing propellers at 75 revolutions per minute. One low-pressure turbine producing 16,000 h. 59,000 hp produced at maximum revolutions.[1]
Propulsion: Two bronze triple-blade wing propellers. One bronze quadruple-blade centre propeller.
Speed:
21 knots (39 km/h; 24 mph)
23 knots (43 km/h; 26 mph) (maximum)
Capacity: 2,435 passengers
Crew: 950
RMS Olympic was a transatlantic ocean liner, the lead ship of the White Star Line's trio of Olympic-class liners. Unlike her younger sister ships, the Olympic enjoyed a long and illustrious career, spanning 24 years from 1911 to 1935. This included service as a troopship during World War I, which gained her the nickname "Old Reliable". Olympic returned to civilian service after the war and served successfully as an ocean liner throughout the 1920s and into the first half of the 1930s, although increased competition, and the slump in trade during the Great Depression after 1930, made her operation increasingly unprofitable.
She was the largest ocean liner in the world for two periods during 1911–13, interrupted only by the brief tenure of the slightly larger Titanic (which had the same dimensions but higher gross tonnage due to revised interior configurations), and then outsized by the SS Imperator. Olympic also retained the title of the largest British-built liner until the RMS Queen Mary was launched in 1934, interrupted only by the short careers of her slightly larger sister ships.[2][3]
By contrast with Olympic, the other ships in the class, Titanic and Britannic, did not have long service lives. On the night of 14/15 April 1912, Titanic collided with an iceberg in the North Atlantic and sank, claiming 1,500 lives; Britannic struck a mine and sank in the Kea Channel in the Mediterranean on 21 November 1916, killing 30 people.
Background
Built in Belfast, Ireland, the RMS Olympic was the first of the three Olympic-class ocean liners – the others were the RMS Titanic and the HMHS Britannic.[4] They were by far the largest vessels of the British shipping company White Star Line's fleet, which comprised 29 steamers and tenders in 1912.[5] The three ships had their genesis in a discussion in mid-1907 between the White Star Line's chairman, J. Bruce Ismay, and the American financier J. Pierpont Morgan, who controlled the White Star Line's parent corporation, the International Mercantile Marine Co. The White Star Line faced a growing challenge from its main rivals Cunard, which had just launched Lusitania and Mauretania – the fastest passenger ships then in service – and the German lines Hamburg America and Norddeutscher Lloyd. Ismay preferred to compete on size rather than speed and proposed to commission a new class of liners that would be bigger than anything that had gone before as well as being the last word in comfort and luxury.[6] The company sought an upgrade in their fleet primarily in response to the Cunard giants but also to replace their largest and now outclassed ships from 1890, the SS Teutonic and SS Majestic. The former was replaced by Olympic while Majestic was replaced by Titanic. Majestic would be brought back into her old spot on White Star's New York service after Titanic's loss.
The ships were constructed by the Belfast shipbuilders Harland and Wolff, who had a long-established relationship with the White Star Line dating back to 1867.[7] Harland and Wolff were given a great deal of latitude in designing ships for the White Star Line; the usual approach was for the latter to sketch out a general concept which the former would take away and turn into a ship design. Cost considerations were relatively low on the agenda and Harland and Wolff was authorised to spend what it needed on the ships, plus a five percent profit margin.[7] In the case of the Olympic-class ships, a cost of £3 million for the first two ships was agreed plus "extras to contract" and the usual five percent fee.[8]
The launch of Olympic on 20 October 1910
Harland and Wolff put their leading designers to work designing the Olympic-class vessels. It was overseen by Lord Pirrie, a director of both Harland and Wolff and the White Star Line; naval architect Thomas Andrews, the managing director of Harland and Wolff's design department; Edward Wilding, Andrews' deputy and responsible for calculating the ship's design, stability and trim; and Alexander Carlisle, the shipyard's chief draughtsman and general manager.[9] Carlisle's responsibilities included the decorations, equipment and all general arrangements, including the implementation of an efficient lifeboat davit design.[10]
On 29 July 1908, Harland and Wolff presented the drawings to J. Bruce Ismay and other White Star Line executives. Ismay approved the design and signed three "letters of agreement" two days later authorising the start of construction.[11] At this point the first ship – which was later to become Olympic – had no name, but was referred to simply as "Number 400", as it was Harland and Wolff's four hundredth hull. Titanic was based on a revised version of the same design and was given the number 401.[12] Bruce Ismay's father Thomas Henry Ismay had previously planned to build a ship named Olympic as a sister ship to the Oceanic. The senior Ismay died in 1899 and the order for the ship was cancelled.[13]
Construction of the Olympic began three months before Titanic to ease pressures on the shipyard. Several years would pass before Britannic would be launched. In order to accommodate the construction of the class, Harland and Wolff upgraded their facility in Belfast; the most dramatic change was the combining of three slipways into two larger ones. Olympic's keel was laid in December 1908 and she was launched on 20 October 1910.[4] For her launch, the hull was painted in a light grey colour for photographic purposes; a common practice of the day for the first ship in a new class, as it made the lines of the ship clearer in the black and white photographs. Her hull was repainted black following the launch.[3]
Features
The Grand Staircase of Olympic.
The Olympic was designed as a luxury ship; her passenger facilities, fittings, deck plans and technical facilities were largely identical to those of her more famous sister Titanic, although with some small variations.[14] The first-class passengers enjoyed luxurious cabins, and some were equipped with private bathrooms. First-class passengers could have meals in the ship's large and luxurious dining room or in the more intimate A La Carte Restaurant. There was a lavish Grand Staircase, built only for the Olympic-class ships, along with three elevators that ran behind the staircase down to E deck,[15] a Georgian-style smoking room, a Veranda Café decorated with palm trees,[16] a swimming pool, Turkish bath,[17] gymnasium,[18] and several other places for meals and entertainment.
The second-class facilities included a smoking room, a library, a spacious dining room, and an elevator.[3][19]
Finally, the third-class passengers enjoyed reasonable accommodation compared to other ships, if not up to the second and first classes. Instead of large dormitories offered by most ships of the time, the third-class passengers of the Olympic travelled in cabins containing two to ten bunks. Facilities for the third class included a smoking room, a common area, and a dining room.[3][19]
Olympic had a cleaner, sleeker look than other ships of the day: rather than fitting her with bulky exterior air vents, Harland and Wolff used smaller air vents with electric fans, with a "dummy" fourth funnel used for additional ventilation. For the power plant Harland and Wolff employed a combination of reciprocating engines with a centre low-pressure turbine, as opposed to the steam turbines used on Cunard's Lusitania and Mauretania.[20] White Star had successfully tested this engine set up on an earlier liner SS Laurentic, where it was found to be more economical than expansion engines or turbines alone. Olympic consumed 650 tons of coal per 24 hours with an average speed of 21.7 knots on her maiden voyage, compared to 1000 tons of coal per 24 hours for both the Lusitania and Mauretania.[21]
Although Olympic and Titanic were nearly identical, and were based on the same design, a few alterations were made to Titanic (and later on Britannic) based on experience gained from Olympic's first year in service. The most noticeable of these was that the forward half of the Titanic's A Deck promenade was enclosed by a steel screen with sliding windows, to provide additional shelter, whereas the Olympic's promenade deck remained open along its whole length. Also the promenades on the Titanic's B Deck were reduced in size, and the space used for additional cabins and public rooms, including two luxury suites with private promenades. A number of other variations existed between the two ships layouts and fittings. These differences meant that Titanic had a slightly higher gross tonnage of 46,328 tons, compared to Olympic's 45,324 tons.[22]
Olympic on her sea trials in Belfast in 1911
Career
Following completion, Olympic started her sea trials on 29 May 1911, which she successfully completed; Olympic then left Belfast bound for Liverpool, her port of registration, on 31 May 1911. As a publicity stunt the White Star Line deliberately timed the start of this first voyage to coincide with the launch of Titanic. After spending a day in Liverpool, open to the public, Olympic sailed to Southampton, where she arrived on 3 June, to be made ready for her maiden voyage.[23] The deep-water dock at Southampton, then known as the "White Star Dock" had been specially constructed to accommodate the new Olympic-class liners, and had opened in 1911.[24]
Her maiden voyage commenced on 14 June 1911 from Southampton, calling at Cherbourg and Queenstown, reaching New York on 21 June.[25] The maiden voyage was captained by Edward Smith who would lose his life the following year in the Titanic disaster.[26] Designer Thomas Andrews was present for the passage to New York and return, along with a number of engineers, as part of Harland and Wolff's "Guarantee Group" to spot any problems or areas for improvement. Andrews would also lose his life in the Titanic disaster.[27]
As the largest ship in the world, and the first in a new class of superliners. Olympic's maiden voyage attracted considerable worldwide attention from the press and public. Following her arrival in New York, Olympic was opened up to the public and received over 8,000 visitors. More than 10,000 spectators watched her depart from New York harbour, for her first return trip.[28]
Hawke collision
Photographs documenting the damage to the Olympic (left) and the Hawke (right) following their collision (alternate view)
Olympic's first major mishap occurred on her fifth voyage on 20 September 1911, when she collided with a British warship, HMS Hawke off the Isle of Wight. The collision took place as Olympic and Hawke were running parallel to each other through the Solent. As Olympic turned to starboard, the wide radius of her turn took the commander of the Hawke by surprise, and he was unable to take sufficient avoiding action.[29] The Hawke's bow, which had been designed to sink ships by ramming them, collided with Olympic's starboard side near the stern, tearing two large holes in Olympic's hull, below and above the waterline respectively, resulting in the flooding of two of her watertight compartments and a twisted propeller shaft. HMS Hawke suffered severe damage to her bow and nearly capsized. Despite this, Olympic was able to return to Southampton under her own power, and no-one was seriously injured or killed.[14][30]
Captain Edward Smith was still in command of Olympic at the time of the incident. One crew member, Violet Jessop, survived not only the collision with the Hawke but also the later sinking of Titanic and the 1916 sinking of Britannic, the third ship of the class.[31]
At the subsequent inquiry the Royal Navy blamed Olympic for the incident, alleging that her large displacement generated a suction that pulled Hawke into her side.[32][33] The Hawke incident was a financial disaster for Olympic's operator. A legal argument ensued which decided that the blame for the incident lay with Olympic, and although the ship was technically under the control of the pilot, the White Star Line was faced with large legal bills and the cost of repairing the ship, and keeping her out of revenue service made matters worse.[29] However, the fact that Olympic endured such a serious collision and stayed afloat, appeared to vindicate the design of the Olympic-class liners and reinforced their "unsinkable" reputation.[29]
Olympic (left) returning to Belfast for repairs in March 1912, and Titanic (right) This was the last time the two sister ships would be seen together
It took two weeks for the damage to Olympic to be patched up sufficiently to allow her to return to Belfast for permanent repairs, which took just over six weeks to complete. To speed up the repairs, Harland and Wolff was forced to delay Titanic's completion in order to use her propeller shaft for Olympic. By 29 November she was back in service, however in February 1912, Olympic suffered another setback when she lost a propeller blade on an eastbound voyage from New York, and once again returned to her builder for repairs. To get her back to service as soon as possible, Harland & Wolff again had to pull resources from Titanic, delaying her maiden voyage from 20 March 1912 to 10 April 1912.[34]
Titanic disaster
Main article: Sinking of the RMS Titanic
On 14 April 1912, Olympic, now under the command of Herbert James Haddock, was on a return trip from New York. Wireless operator Ernest James Moore[35] received the distress call from her sister Titanic, when she was approximately 500 nautical miles (930 km; 580 mi) west by south of Titanic's location.[36] Haddock calculated a new course, ordered the ship's engines to be set to full power and headed to assist in the rescue.[37]
When Olympic was about 100 nautical miles (190 km; 120 mi) away from Titanic's last known position, she received a message from Captain Rostron captain of Cunard Liner RMS Carpathia, explaining that continuing on course to Titanic would gain nothing, as "All boats accounted for. About 675 souls saved [...] Titanic foundered about 2.20 am."[36] Rostron requested that the message be forwarded to White Star and Cunard. He said that he was returning to harbour in New York.[36] Subsequently, the wireless room aboard the Olympic operated as a clearing room for radio messages.[36]
When Olympic offered to take on the survivors, she was heatedly turned down by an appalled Rostron, who was concerned that it would cause panic amongst the survivors of the disaster to see a virtual mirror-image of the Titanic appear and ask them to board. Olympic then resumed her voyage to Southampton, with all concerts cancelled as a mark of respect, arriving on 21 April.[3]
Over the next few months, Olympic assisted with both the American and British inquiries into the disaster. Deputations from both inquiries inspected Olympic's lifeboats, watertight doors and bulkheads and other equipment which were identical to those on Titanic.[38] Sea tests were performed for the British enquiry in May 1912, to establish how quickly the ship could turn two points at various speeds, to approximate how long it would have taken the Titanic to turn when it sighted the iceberg.[39]
1912 "mutiny"
Olympic, like Titanic, did not carry enough lifeboats for everyone on board, and was hurriedly equipped with additional, second-hand collapsible lifeboats following her return to Britain. Toward the end of April 1912, as she was about to sail from Southampton to New York, 284 of the ship's firemen went on strike because of fears that the ship's new collapsible lifeboats were not seaworthy. 100 non-union crew were hastily hired from Southampton as replacements, with more being hired from Liverpool.[40]
The 40 collapsible lifeboats were secondhand, having been transferred from troopships, and many were rotten and could not open. The crewmen instead sent a request to the Southampton manager of the White Star Line that the collapsible boats be replaced by wooden lifeboats; the manager replied that this was impossible and that the collapsible boats had been passed as seaworthy by a Board of Trade inspector. The men were not satisfied and ceased work in protest.[41]
On 25 April a deputation of strikers witnessed a test of four of the collapsible boats. Only one was unseaworthy and they said that they were prepared to recommend the men return to work if it was replaced. However the strikers now objected to the non-union strikebreaker crew which had come on board, and demanded that they be dismissed, which the White Star Line refused. 54 sailors then left the ship, objecting to the non-union crew who they claimed were unqualified and therefore dangerous, and refused to sail with them. This led to the scheduled sailing being cancelled.[40][42]
All 54 sailors were arrested on a charge of mutiny when they went ashore. On 4 May 1912 Portsmouth magistrates found the charges against the mutineers were proven, but discharged them without imprisonment or fine due to the special circumstances of the case.[43] Fearing that public opinion would be on the side of the strikers, the White Star Line let them return to work and the Olympic sailed on 15 May.[39]
Refit
Olympic as she appeared after her refit following the Titanic disaster, with a full complement of lifeboats
On 9 October 1912 White Star withdrew Olympic from service and returned her to her builders at Belfast to be refitted to incorporate lessons learned from the Titanic disaster 6 months prior, and improve safety.[44] The number of lifeboats carried by Olympic was increased from twenty to sixty four (per Carlisle's original number), and extra davits were installed along the boat deck to accommodate them. Also, an inner watertight skin was constructed in the boiler and engine rooms, to create a double hull. Five of the watertight bulkheads were extended up to B-Deck, extending to the entire height of the hull. This corrected a flaw in the original design, in which the bulkheads only rose up as far as E or D-Deck, a short distance above the waterline. This flaw had been exposed during Titanic's sinking, where water spilled over the top of the bulkheads as the ship sank and flooded subsequent compartments. In addition, an extra bulkhead was added to subdivide the electrical dynamo room, bringing the total number of watertight compartments to seventeen. Improvements were also made to the ship's pumping apparatus. These modifications meant that Olympic could survive a collision similar to that of Titanic, in that her first six compartments could be breached and the ship could remain afloat.[45][46]
At the same time, Olympic's B-Deck underwent a refit, which necessitated eliminating her B-Deck promenades – one of the few features that separated her from her sister ship. The refit included extra cabins (the parlour suites which proved popular on the Titanic were added to the Olympic), more cabins were fitted with private bathing facilities, and a Cafe Parisian (another addition that had proved popular on the Titanic) was added, offering another dining option to first class passengers. With these changes, Olympic's gross tonnage rose to 46,359 tons, 31 tons more than Titanic's.[47]
In March 1913, Olympic returned to service and briefly regained the title of largest ocean liner in the world, until the German liner SS Imperator entered passenger service in June 1913. Following her refit, Olympic was marketed as the "new" Olympic and her improved safety features were featured prominently in advertisements. [48][3]
World War I
In August 1914 World War I began. Olympic initially remained in commercial service under Captain Herbert James Haddock. As a wartime measure, Olympic was painted in a grey colour scheme, portholes were blocked, and lights on deck were turned off to make the ship less visible. The schedule was hastily altered to terminate at Liverpool rather than Southampton, and this was later altered again to Glasgow.[3][49]
The first few wartime voyages were packed with Americans trapped in Europe, eager to return home, although the eastbound journeys carried few passengers. By mid-October, bookings had fallen sharply as the threat from German U-boats became increasingly serious, and White Star Line decided to withdraw Olympic from commercial service. On 21 October 1914, she left New York for Glasgow on her last commercial voyage of the war, though carrying only 153 passengers.[50][49]
Audacious incident
On the sixth day of her voyage, 27 October, as the Olympic passed near Lough Swilly off the north coast of Ireland, she received distress signals from the battleship HMS Audacious, which had struck a mine off Tory Island and was taking on water.[51]
The crew of the stricken Audacious take to lifeboats to be rescued by Olympic
The Olympic took off 250 of the Audacious' crew, then the destroyer HMS Fury managed to attach a tow cable between Audacious and Olympic and they headed west for Lough Swilly. However, the cable parted after the Audacious' steering gear failed. A second attempt was made to tow the warship, but the cable became tangled in HMS Liverpool's propellers and was severed. A third attempt was tried but also failed when the cable gave way. By 17:00 the Audacious' quarterdeck was awash and it was decided to evacuate the remaining crew members to Olympic and Liverpool, and at 20:55 there was an explosion aboard the Audacious and she sank.[52]
Admiral Sir John Jellicoe, Commander of the Home Fleet, was anxious to suppress the news of the sinking of Audacious, for fear of the demoralising effect it could have on the British public, so ordered Olympic to be held in custody at Lough Swilly. No communications were permitted and passengers were not allowed to leave the ship. The only people departing her were the crew of the Audacious and Chief Surgeon John Beaumont, who was transferring to RMS Celtic. Steel tycoon Charles M. Schwab, who was travelling aboard the liner, sent word to Jellicoe that he had urgent business in London with the Admiralty, and Jellicoe agreed to release Schwab if he remained silent about the fate of Audacious. Finally, on 2 November, Olympic was allowed to go to Belfast where the passengers disembarked.[53]
HMT Olympic in dazzle camouflage while in service as a troopship during World War I
Naval service
Following Olympic's return to Britain, the White Star Line intended to lay her up in Belfast until the war was over, but in May 1915 she was requisitioned by the Admiralty, to be used as a troop transport, along with the Cunard liners Mauretania and Aquitania. The Admiralty had initially been reluctant to use large ocean liners as troop transports because of their vulnerability to enemy attack, however a shortage of ships gave them little choice. At the same time, Olympic's other sister ship Britannic, which had not yet been completed, was requisitioned as a hospital ship. In that role she would strike a mine and sink the following year.[54]
Stripped of her peacetime fittings, and armed with 12-pounders and 4.7-inch guns, Olympic was converted to a troopship, with the capacity to transport up to 6,000 troops. On 24 September 1915 the newly designated HMT (Hired Military Transport) 2810, now under the command of Bertram Fox Hayes left Liverpool carrying 6,000 soldiers to Mudros, Greece for the Gallipoli Campaign. On 1 October she sighted lifeboats from the French ship Provincia which had been sunk by a U-boat that morning off Cape Matapan and picked up 34 survivors. Hayes was heavily criticised for this action by the British Admiralty, who accused him of putting the ship in danger by stopping it in waters where enemy U-boats were active. The ship's speed was considered to be its best defence against U-boat attack, and such a large ship stopped would have made an unmissable target. However the French Vice-Admiral Louis Dartige du Fournet took a different view, and awarded Hayes with the Gold Medal of Honour. Olympic made several more trooping journeys to the Mediterranean until early 1916, when the Gallipoli Campaign was abandoned.[55]
Olympic in dazzle at Halifax, Nova Scotia painted by Arthur Lismer
In 1916, considerations were made to use Olympic to transport troops to India via the Cape of Good Hope. However on investigation it turned out she was unsuitable for this role, because her coal bunkers, which had been designed for transatlantic runs, lacked the capacity for such a long journey at a reasonable speed.[56] Instead, from 1916 to 1917, Olympic was chartered by the Canadian Government to transport troops from Halifax, Nova Scotia to Britain.[57] In 1917 she gained 6-inch guns and was painted with a "dazzle" camouflage scheme to make it more difficult for observers to estimate her speed and heading. Her dazzle colours were brown, dark blue, light blue, and white. Her many visits to Halifax Harbour carrying Canadian troops safely overseas, and back home after the war, made her a favourite symbol in the City of Halifax. Noted Group of Seven artist Arthur Lismer made several paintings of her in Halifax. A large dance hall, "Olympic Gardens" was also named in her honour. After the United States declared war on Germany in 1917, Olympic also transported thousands of U.S. troops to Britain.[58]
In the early hours of 12 May 1918, while en route for France with US troops under the command of Captain Hayes, Olympic sighted a surfaced U-boat 500 m (1,600 ft) ahead.[59] Her gunners opened fire at once, and she turned to ram the submarine, which immediately crash dived to 30 m (98 ft) and turned to a parallel course. Almost immediately afterwards Olympic struck the submarine just aft of her conning tower and her port propeller sliced through U-103's pressure hull. The crew of U-103 blew her ballast tanks, scuttled and abandoned the submarine. Olympic returned to Southampton with at least two hull plates dented and her prow twisted to one side, but not breached.[60]
Olympic did not stop to pick up survivors, but continued on to Cherbourg. The USS Davis sighted a distress flare and picked up 31 survivors from U-103. It was discovered that U-103 had been preparing to torpedo the Olympic when she was sighted, but the crew could not flood the two stern torpedo tubes.[61] For this service, Captain Hayes was awarded the DSO.[62] Some American soldiers on board paid for a plaque to be placed in one of Olympic's lounges to commemorate the event, it read:
This tablet presented by the 59th Regiment United States Infantry commemorates the sinking of the German submarine U103 by the Olympic on May 12th 1918 in latitude 49 degrees 16 minutes north longitude 4 degrees 51 minutes west on the voyage from New York to Southampton with American troops...[63]
During the war, Olympic is reported to have carried up to 201,000 troops and other personnel, burning 347,000 tons of coal and travelling about 184,000 miles.[64] Her impressive World War I service earned her the nickname Old Reliable.[65] Her captain was knighted in 1919 for "valuable services in connection with the transport of troops".[66]
Post-war
In August 1919 Olympic returned to Belfast for restoration to civilian service. Her interior was modernised and her boilers were converted to burn oil rather than coal. Oil was cheaper than coal, it lowered the refuelling time from days to hours, and allowed the engine room personnel to be reduced from 350 to 60 people.[67] During the conversion work and drydocking, a dent with a crack at the centre was discovered below her waterline which was later concluded to have been caused by a torpedo that had failed to detonate.[68]
Olympic at Southampton in 1929
Olympic emerged from her refit with an increased tonnage of 46,439, allowing her to retain her claim to the title of largest British built liner afloat, although the Cunard Line's Aquitania was slightly longer. In 1920 she returned to passenger service, on one voyage that year carrying 2,249 passengers.[69] Olympic transported a record 38,000 passengers during 1921, which proved to be the peak year of her career. From 1922 she was joined for an express service by Majestic and Homeric; two former German liners which had been ceded to Britain as war reparations, operating successfully until the Great Depression reduced demand after 1930.[70]
During the 1920s, Olympic remained a popular and fashionable ship, and often attracted the rich and famous of the day; Charlie Chaplin, Mary Pickford and Douglas Fairbanks, and Prince Edward, then Prince of Wales, were among the celebrities that she carried.[71] Prince Edward and Captain Howarth were filmed on the bridge of the Olympic for Pathé News.[72] One of the attractions of the Olympic was the fact that she was nearly identical to the Titanic, and many passengers sailed on the Olympic as a way of vicariously experiencing the voyage of the Olympic's ill-fated sister ship.[73]
On 22 March 1924, Olympic was involved in another collision with a ship, this time at New York. As Olympic was reversing from her berth at New York harbour, her stern collided with the smaller liner Fort St George, which had crossed into her path. The collision caused extensive damage to the smaller ship. At first it appeared that Olympic had sustained only minor damage, but it was later revealed that her sternpost had been fractured, necessitating the replacement of her entire stern frame.[74]
Changes in immigration laws in the United States in the 1920s greatly restricted the number of immigrants allowed to enter. This led to a major reduction in the immigrant trade for the shipping lines, forcing them to cater to the tourist trade to survive.[3] At the turn of 1927–28, Olympic was converted to carry tourist third cabin passengers as well as first, second and third class.[75] Tourist third cabin was an attempt to attract travellers who desired comfort without the accompanying high ticket price. New public rooms were constructed for this class, although tourist third cabin and second class would merge to become 'tourist' by late 1931.
A year later, Olympic's first class cabins were again improved by adding more bathrooms, a dance floor was fitted in the enlarged first class dining saloon, and a number of new suites with private facilities were installed forward on B-deck.[76] More improvements would follow in a later refit, but 1929 saw Olympic's best average passenger lists since 1925.
On 18 November 1929, as the Olympic was travelling westbound near to Titanic's last known position, the ship suddenly started to vibrate violently, and the vibrations continued for two minutes. It was later determined that this had been caused by the 1929 Grand Banks earthquake.[77]
Last years
The shipping trade was badly affected by the Great Depression. Until 1930 there had generally been around one million passengers a year on the transatlantic route, but by 1934 this had dropped by more than half. Furthermore, by the early 1930s, increased competition emerged, in the form of a new generation of larger and faster liners such as Germany's SS Bremen and SS Europa, Italy's SS Rex and France's SS Île de France, and the remaining passengers tended to prefer the more up to date ships. Olympic had averaged around 1,000 passengers per journey until 1930, but this declined by more than half by 1932.[78]
Olympic's running mate Homeric was withdrawn from the transatlantic route as early as 1932, leaving only Olympic and Majestic maintaining White Star Line's Southampton-New York service, although this was occasionally augmented during the summer months by either the MV Britannic or MV Georgic. [79]
At the end of 1932, with passenger traffic in decline, Olympic went for an overhaul and refit that took four months. She returned to service in March 1933 described by her owners as "looking like new." Her engines were performing at their best and she repeatedly recorded speeds in excess of 23 knots, despite averaging less than that in regular transatlantic service. Passenger capacities were given as 618 first class, 447 tourist class and only 382 third class after the decline of the immigrant trade.[80]
Despite this, during 1933 and 1934, Olympic ran at a net operating loss for the first time. 1933 was Olympic's worst year of business – carrying just over 9,000 passengers in total.[81] Passenger numbers rose slightly in 1934, but many crossings still lost money.[79]
Olympic in 1934, passing the lightvessel she struck and sank a few months later
Lightship collision
In 1934, Olympic again struck a ship. The approaches to New York were marked by lightships and Olympic, like other liners, had been known to pass close by these vessels. On 15 May 1934, Olympic, inbound in heavy fog, was homing in on the radio beacon of Nantucket Lightship LV-117.[82] Now under the command of Captain John Binks, the ship failed to turn in time and sliced through the smaller vessel, which broke apart and sank.[83] Four of the lightship's crew went down with the vessel and seven were rescued, of whom three died of their injuries – thus there were seven fatalities out of a crew of eleven.[84] The lightship's surviving crew and the Olympic's captain were interviewed soon after reaching shore. One crewman said it all happened so quickly that they didn't know how it happened. The captain was very sorry it happened but said the Olympic reacted very quickly lowering boats to rescue the crew, which was confirmed by an injured crewman.[85]
Retirement
Olympic (left) and Mauretania laid up in Southampton prior to their scrapping.
In 1934, the White Star Line merged with the Cunard Line at the instigation of the British government, to form Cunard White Star.[86] This merger allowed funds to be granted for the completion of the future RMS Queen Mary and RMS Queen Elizabeth. When completed, these two new ships would handle Cunard White Star's transatlantic business, and so their fleet of older liners became redundant and were gradually retired.
Olympic was withdrawn from the transatlantic service, and left New York for the last time on 5 April 1935, returning to Britain to be laid up.[when?] Her new owners considered using her for summer cruises for a short while, but this idea was abandoned and she was put up for sale. Among the potential buyers was a syndicate who proposed to turn her into a floating hotel off the south coast of France, but this came to nothing.[87] After being laid up for five months alongside her former rival Mauretania, she was sold to Sir John Jarvis – Member of Parliament for £97,500, to be partially demolished at Jarrow to provide work for the depressed region.[88] Her superstructure was demolished in 1936, and in 1937, Olympic's hull was towed to Inverkeithing to T.W. Ward's yard for final demolition.[89]
By the time of her retirement, Olympic had completed 257 round trips across the Atlantic, transporting 430,000 passengers on her commercial voyages, travelling 1.8 million miles.[87][90]
Olympic artefacts
Fittings from the ship installed in the Olympic Suite at the White Swan Hotel, Alnwick
The marble fireplace from the Olympic now at the White Swan, Alnwick
The Olympic's fittings were auctioned off immediately before she was scrapped; some of her fittings, namely those of the first-class lounge and part of the aft grand staircase, can be found in the White Swan Hotel, in Alnwick, Northumberland, England. The rest of her fittings found homes in scattered places throughout Great Britain.[91]
In 2000, Celebrity Cruises purchased some of Olympic's original wooden panels to create the RMS Olympic restaurant on board their new cruise ship, Millennium. According to Celebrity Cruise Line, this wood panelling once lined Olympic's à la carte restaurant.[91]
The clock depicting "Honour and Glory Crowning Time" from Olympic's grand staircase is on display at Southampton's SeaCity Museum.[92][93]
Translink Metro (Falls Park) 911
The repaint programme continues apace at Metro, despite setbacks. Falls B7RLEs are the most recent to get the treatment, with 911 noted here in the new livery operating Service 10a to Ladybrook. The new livery really doesn’t seem to suit the single deckers- a little relief by having the light surrounds in silver may have helped at least a little. Over half of the B7RLEs have now been dipped.
Note the destination display in Irish- Ulsterbus Foyle have opened a consultation to include Irish in some destination displays when it rebrands in the coming months.
Vehicle Information:
Volvo B7RLE
Wrightbus Eclipse Mk.II
LFZ 2911
B45F+47
Vehicle History:
New to Translink Metro in September 2012
Vehicle Location
Queen Street, Belfast City
Belfast City - 23.03.2017
Copyright © Mark Long 2017
Probably my last shot of 2011 of the site so I composed as to get the full site. I really love the atmospheric clarity of winter nights. This is a two shot vertical panorama. I think you can see the setback on Four World Trade Center in this shot.
She learned the hard way that life can be a merciless master if you let it.
But she chose never to be a victim, complain or wallow in her defeats and setbacks.
Eugene Landry (Shoalwater Bay Indian Tribe 1932-1988.)
Oil on canvas
24" x 20"
Gift of Sara Nelson
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Eugene Landry: An Artist, a Time and a Tribe
May 28-29, 2022
Shoalwater Bay Heritage Museum of the Shoalwater Bay Tribe, Tokeland, Washington.
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Portrait of an Artist
Eugene ''Gene'' Landry (1937-1988) was a noted Northwest Native artist, who painted from the confines of a wheelchair. His personal story is one of perseverance, of an artist who created despite setbacks, always with humor and style.
Landry's art offers a glimpse into a transitional and little-documented time in Northwest Native history. His paintings are important because they represent a Native artist's portrayal of his own people during a time when Native Americans were erased, marginalized, and misrepresented by stereotypes in media and public education.
Landry painted contemporary portraits of his people, depicting them as they were. As one of his models said, ''We're so small and isolated here. People think we're so different. At one time, we had a bunch of kids from Raymond come down, and they wanted to know where our feathers were."
Gene was born in the village of Taholah on the Quinault Indian
Reservation. His biological mother was Hoh and his father was Quileute and Swedish. As an infant, he was adopted by Myrtle (Charley) and Fred Landry and raised at Georgetown, Myrtle's reservation.
Identity
As the only child of Myrtle and Fred Landry, Gene was well provided for and deeply loved. His biological-mother, Isabelle Hudson, a full-blooded Hoh, is remembered as having dark reddish-brown hair. His father, Austin Rosander, was half Quiliuette and half Swedish. Although Gene was adopted as a baby, he maintained ties with his biological family, who lived in Grays Harbor and the surrounding area.
Gene's appearance did not conform to expectations of what an Indian was "supposed to look like." His bright red hair (sometimes referred to as "Hoh River blond") made him stand out. In high school, he styled his hair like James Dean and drove a red 1937 hot rod Ford coupe. He was a gifted athlete, known for his running and boxing prowess, but he wasn't
allowed to run track because he refused to cut his hair.
Gene's art training was not traditional to his culture. He reached advanced levels in art at Aberdeen and Ocosta High Schools, but there were no practitioners of Native arts around to mentor him. He explored and developed his talent using the means available, based on Western European art traditions. He would go on to create art with a native sensibility, using the tools available.
Art Student
Gene trained himself to use his non-dominant left hand to paint. In 1961, he enrolled at the Leon F. Derbyshire School of Fine Arts in Seattle. There was no wheelchair access, so Gene had to be carried up the stairs to the second floor classroom.
In 1962 Gene studied with noted Northwest sculptor Philip Levine at his Phoenix Gallery in Seattle. By 1964, Gene was showing his work and winning acclaim in the Pacific Northwest. Over the next four years, he exhibited at the Frye Museum, the West Coast Annual at the Seattle Civic Center, The Edmonds and Anacortes Art Festivals, and the La Grande All Indian Arts Festivals.
Gene met Sharon Billingsley, a model and painter who attended classes at Derbyshire, and they struck up a friendship that led to romance. The couple could often be found sketching street scenes side by side, Gene in his wheelchair, Sharon next to him on a folding stool.
Gene and Sharon married in California on May 28, 1965. They went to Paris to study art, then returned to the Northwest, living in Seattle, Tacoma, and Georgetown until their marriage ended in 1972.
Back to Georgetown, Washington
In the late l960s, Landry moved back to the Shoalwater Bay Reservation. He set up a studio inside a small cabin that had been moved to the reservation from North Cove's at Washaway Beach. A wheel chair ramp and wrap-around deck made it accessible for plein air painting. Situated on the shore of Shoalwater Bay, Gene painted still-lives utilizing objects that washed in on the tides: glass fishing floats, discolored rope, old bones, shells and feathers.
He also painted still lifes and portraits in oil, using his family and friends as models. These works span a pivotal time in the tribe's history, from near termination to federal recognition.
Fifty years have passed since Gene painted Winona Weber's portrait. When asked why Landry's art matters today, she replied:
“I am a historian at heart. Gene's art is part of our history. Also, a talent like his really deserves to be acknowledged. When I was working with the women's history project, I said I was happy to be breaking some stereotypes of native women. A woman said it should just be commonplace. But first you have to be visible to be usual. I would like to see Gene visible."
Later Years
Gene traveled throughout the Southwest, spending time in New Mexico and Arizona. He traveled to Mexico and the Philippines seeking native healers to help with his deteriorating health. He eventually lost function in his left arm but continued to make art, holding the brush in his teeth to reach higher places on the canvas.
In 1980 Gene moved to Santa Barbara. His house, perched on a bluff overlooking the sea, was filled with art, his own and others. He opened a gallery downtown and championed the work of local artists. In the mid 80s his business partner-who was also his care giver unexpectedly died. His own health declining, Gene returned to his parent's home on the reservation.
Gene Landry died April 7, 1988 at age 51. He is buried next to Myrtle Landry and his relations in the Indian section at Sunset Memorial in Hoquiam, Washington. The Shoalwater Bay Tribe’s Na ‘m ‘sc ‘ac Heritage Museum is located on the former site of the cabin and dome.
Illness, November 1955
The illness came without warning. When 17-year-old Gene suddenly lost consciousness, his parents wrapped him in blankets and drove two hours to Cushman Indian Hospital in Tacoma. There were closer facilities for emergency care, but they did not provide Indian Health services. Gene remained a patient at Cushman for two and a half years, undergoing treatment for tubercular meningitis. The disease paralyzed his legs, and he endured grueling physical therapy, but he continued to work on paintings from a hospital bed.
Gene's parents moved to Tacoma to
be closer to the hospital. When Myrtle Landry raised concerns about his condition and the poor care, Gene was abruptly discharged. Myrtle Landry (Washington Women's Heritage Project 1980):
"One doctor said, 'Why don't you just go and leave him and forget about him?' I said, 'Just who do you think you're talking to anyway?' I said, 'I got feelings, even though I'm a full blood Indian, I got feelings.' He said, 'Well, he'll never amount to anything.' I said, 'Well, I'm sure as heck not gonna let him die here.' And boy I raised Cain with 'em. So they told us one day, 'You get out.'
And then the State decided they could do more for him than I could." The decision proved tragic. At a rehabilitation facility on Bainbridge Island, Gene fell while being moved by attendants and suffered a spinal injury. He lost the use of his right arm and the possibility of ever walking again. He was 21 years old.
Powis Castle (Welsh: Castell Powys) is a medieval castle, fortress and grand country house near Welshpool, in Powys, Wales. The seat of the Herbert family, earls of Powis, the castle is known for its formal gardens and for its interiors, the former having been described as "the most important", and the latter "the most magnificent", in the country. The castle and gardens are under the care of the National Trust. Powis Castle is a Grade I listed building, while its gardens have their own Grade I listing on the Cadw/ICOMOS Register of Parks and Gardens of Special Historic Interest in Wales.
The present castle was built in the 13th century. Unusually for a castle on the Marches, it was constructed by a Welsh prince, Gruffydd ap Gwenwynwyn, rather than by a Norman baron. Gruffydd was prince of the ancient Kingdom of Powys and maintained an alliance with the English king Edward I during the struggles of the later 13th century. He was able to secure the position of his son, Owain, although the kingdom itself was abolished by the Parliament of Shrewsbury in 1283. After his father's death, Owain was raised to the peerage as Owen de la Pole, 1st Lord of Powis. Following his own death c. 1293, and the death of his only son, he was succeeded by his daughter, Hawys Gadarn, "the Lady of Powis". Hawys married Sir John Charlton in 1309.
In the late 16th century the castle was purchased by Sir Edward Herbert, a younger son of William Herbert, 1st earl of Pembroke, beginning a connection between the family and the castle that continues today. The Herberts remained Roman Catholic until the 18th century and, although rising in the peerage to earls, marquesses and Jacobite dukes of Powis, suffered periods of imprisonment and exile. Despite these setbacks, they were able in the late 17th and early 18th centuries to transform Powis from a border fortress into an aristocratic country house, and surround it with one of the very few extant examples of a British Baroque garden.
In 1784 Henrietta Herbert married Edward Clive, eldest son of Clive of India, a match which replenished the much-depleted Herbert family fortune. In the early 20th century, George Herbert, 4th Earl of Powis, redeveloped the castle with the assistance of the architect George Frederick Bodley. Herbert’s wife, Violet, undertook work of equal importance in the garden, seeking to turn it into "one of the most beautiful, if not the most beautiful, in England and Wales". On the 4th Earl's death in 1952, his wife and his sons having predeceased him, the castle passed into the care of the National Trust.
History
First castles at Welshpool: 1111–1286
Unlike the castles at Conwy, Caernarfon, Harlech and nearby Montgomery, which were built by the English to subdue the Welsh, the castles at Welshpool were built by the Welsh princes of Powys Wenwynwyn as their dynastic seat.[1] In addition to the current site, two motte-and-bailey castles and a set of earthworks are located nearby.[2] The names Trallwg/Tallwm and Pola are used interchangeably in early primary sources, and it is unclear which of these sites is being referred to.[3]
The earliest reference dates from 1111, when Cadwgan ap Bleddyn is mentioned as having planned to construct a castle at Trallwng Llywelyn,[3] the oldest record of a native Welsh castle.[4] Domen Castell, a motte-and-bailey near the modern railway station, is considered the most likely site of Cadwgan's castle, although it is uncertain whether it was completed as he was assassinated the same year.[5] The first documentary account of an extant castle at Welshpool is a description of the successful 1196 siege by an English army, although the castle was retaken by the Welsh within the year.[5][6]
The earliest castle at the current site may have been a timber building constructed by Owain Cyfeiliog or his son, Gwenwynwyn (r. 1197–1216).[7] The present masonry structure contains 13th-century fabric,[8] most likely the work of Gruffydd ap Gwenwynwyn (r. 1241–1287) – although historians are uncertain when this took place.[a][10] In 1274, Gruffydd's "first castle" at Welshpool was destroyed by Llywelyn ap Gruffudd as punishment for his involvement in a scheme to assassinate Llywelyn.[b] The castle was documented again in 1286, when it was listed amongst Gruffydd's possessions as "la Pole Castr".[12] A detailed examination of Powis Castle's extant masonry carried out between 1987 and 1989 revealed early stonework incorporated into the later structure, putatively the remains of an early stone shell keep.[13] At the end of Edward I's conquest of Wales in 1282–83, the king permitted Gruffydd to rebuild his castle at Welshpool as a reward for his loyalty.[14]
Early history: 1286–1644
Edward Herbert, 1st Baron Herbert of Cherbury[c]
In 1286, four years after the conquest of Wales, Gruffydd's son, Owain ap Gruffydd ap Gwenwynwyn became the last hereditary prince of Powys when he renounced his royal title, and was granted the barony of de la Pole, (i.e. "of the Pool", a reference to Welshpool, formerly called just "Pool").[d][16][17] The ancient Kingdom of Powys had once included the counties of Montgomeryshire, much of Denbighshire, parts of Radnorshire and large areas of Shropshire, but by the 13th century had been reduced to two independent principalities – Powys Wenwynwyn and Powys Fadog – roughly equivalent to Montgomeryshire and South Denbighshire (plus Maelor Saesneg), respectively; Welshpool had become the capital of Powys Wenwynwyn, of which Owain had been heir. On the death of Owain, the castle passed to his daughter Hawys, who married Sir John Charlton.[17] The Charltons continued to live at Powis until the fifteenth century when two daughters, Joyce Tiptoft and Joan Grey inherited the castle and estates. Both were equally divided, each daughter and her husband living in a portion of the castle.[18]
In 1578 an illegitimate son of the last Baron Grey of Powis, began leasing the lordship and castle to a distant relative – Sir Edward Herbert (d. 1595), second son of Sir William Herbert, 1st Earl of Pembroke. Edward eventually bought the castle outright in 1587, beginning the connection between the Herberts and Powis Castle which continues today.[19] Sir Edward's wife was a Roman Catholic and the family's allegiance to Rome and to the Stuart kings was to shape its destiny for over a century.[16] Sir Edward began the transformation of Powis from a border fortress into an Elizabethan country house. The major remaining element of his work is the Long Gallery.[19]
Herbert's descendent William Herbert, 1st Baron Powis (c. 1573–1655), was a supporter of Charles I, and was granted the barony of Powis in 1629.[19] His loyalty during the English Civil War cost him his castle and his estates.[20] On 22 October 1644 Powis Castle was captured by Parliamentary troops and was not returned to the family until the restoration of Charles II in 1660.[21]
The Herberts: 1660–1800
The Hercules statue which stood originally in the Water Garden
On the restoration, the Herberts returned to Powis, and in 1674 William Herbert (c. 1626–1696) was created Earl of Powis (of the first creation). The state bedroom was installed in about 1665 and further improvements, including the construction of the Great Staircase followed in the 1670s. These developments were most probably carried out under the direction of William Winde, who may also have designed the terraced gardens. His employer, although restored to his estates, and raised in the peerage, was barred by his Catholic faith from high office under Charles II. On the accession of the King's brother, James in 1685, Herbert became one of the new king's chief ministers, and was again advanced in the peerage becoming Marquess of Powis in 1687, but fell at the Glorious Revolution of 1688 and followed James into exile in France.[e] William III granted the castle to his nephew, William Nassau de Zuylestein, 1st Earl of Rochford. Herbert died, still in exile, in 1696.[24]
Despite their 30-year exile, the Herberts were able to continue with developments at the castle and even to live there on an irregular basis, the Baroque water garden below the castle being completed at this time.[25] Their fortunes were also materially improved by the discovery of a lucrative lead mine on their Welsh estates.[24] The second Marquess, also William, was reinstated in 1722. On the death of his son, the third Marquess in 1748, the marquessate became extinct, while the castle and estates passed to a relative, Henry Herbert (c. 1703–1772), of Oakly Park in Shropshire, who was made 1st Earl of Powis (of the second creation) by George II.[26] Herbert married Barbara, the fifteen-year-old granddaughter of the 2nd Marquess, in 1751. Their eldest son, George Herbert, 2nd Earl of Powis (1755–1801), died unmarried and the earldom of the second creation became extinct.[f][27] Powis was much neglected during his tenure. John Byng, 5th Viscount Torrington, a diarist and traveller who chronicled his journeys into Wales in the 1780s and 1790s, described the castle in 1784, "In the gardens not even the fruit is attended to; the balustrades and terraces are falling down, and the horses graze on the parterres!!!"[28] The castle itself was in no better condition, a visitor in 1774 describing it as "in Neglect and Ruin".[27] Nonetheless, the potential of the site was recognised. George Lyttelton, the politician, poet and essayist, recorded his impressions in 1756, "About £3,000 laid out upon Powis Castle would make it the most august place in the Kingdom."[29]
The Clives and Herberts: 1801–1952
The Outer Courtyard with the Fame statue in the foreground
In 1784, Henry Herbert's daughter, Henrietta, married Edward Clive (1754–1839), the eldest son of Clive of India.[30] Clive had followed his father to India, and served as Governor of Madras. Henrietta's brother died in 1801, whereupon the title lapsed; in 1804, her husband was created first Earl of Powis (of the third creation). The Clive fortune paid for long overdue repairs to the castle, which were carried out by Sir Robert Smirke.[31][32] Their son, Edward (1785–1848), inherited his late uncle's Powis estates on his 21st birthday, taking the surname Herbert in compliance with his uncle's will.[30] Edward Herbert served in a range of administrations as an Anti-Catholic Tory, his speeches in the House of Commons being "cautious and pertinent, although marred by dull delivery". He died in 1848, following a shooting accident at Powis in which he was fatally injured by his second son.[33] No further major changes were made to the Powis estate during his time, or in the long tenure of his eldest son Edward Herbert, 3rd Earl of Powis (1818–1891), although the castle was well maintained. In honour of his great-grandfather, the earl was offered the viceroyalty of India by Benjamin Disraeli but declined, writing "Not worth considering. Powis" on the envelope containing the invitation.[34]
The final alterations to Powis Castle were undertaken at the beginning of the 20th century by George Frederick Bodley for George Charles Herbert, 4th Earl of Powis (1862–1952). The rooms designed by Bodley remain his only extant decorative scheme; the longevity of the 4th Earl, the deaths of his heirs, and his bequest of the castle to the National Trust saw the early 20th-century remodelling remain largely unaltered.[g][36] The 4th earl's wife, Violet (nee Lane-Fox), undertook the final transformation of the gardens of Powis Castle, which she felt had the potential to be "the most beautiful in England and Wales".[37] The Countess died following a car accident in 1929, and Lord Powis outlived both his sons, who died on active service, Percy from wounds received at the Battle of the Somme in 1916,[38] and Mervyn in a plane crash in 1943.[39] On his own death in 1952, he bequeathed the castle and gardens to the National Trust.[h][42]
The National Trust: 1952–present
The 4th earl was succeeded by his cousin, Edward Herbert, 5th Earl of Powis (1889–1974). Edward's heir was Christian Herbert, 6th Earl of Powis (1904–1988). He was succeeded by his cousin, George Herbert, 7th Earl of Powis (1925–1993),[42] who was in turn succeeded by his son, John, the 8th and current Earl.[43] The Herbert family continue to live in part of the castle, under an arrangement with the National Trust.[44] The Trust has undertaken a number of major works of restoration during its ownership, including the Marquess Gate,[45] the Grand Staircase,[46] and the sculpture of Fame in the Outer Courtyard.[i][47] The castle and its gardens receive around 200,000 visitors annually. Wikipedia
Source: en.wikipedia.org/wiki/Stuttgart
Stuttgart (Swabian: Schduagert) is the capital and largest city of the German state of Baden-Württemberg. Stuttgart is located on the Neckar river in a fertile valley known locally as the "Stuttgart Cauldron." It lies an hour from the Swabian Jura and the Black Forest. Its urban area has a population of 609,219, making it the sixth largest city in Germany. 2.7 million people live in the city's administrative region and another 5.3 million people in its metropolitan area, making it the fourth largest metropolitan area in Germany. The city and metropolitan area are consistently ranked among the top 20 European metropolitan areas by GDP; Mercer listed Stuttgart as 21st on its 2015 list of cities by quality of living, innovation agency 2thinknow ranked the city 24th globally out of 442 cities and the Globalization and World Cities Research Network ranked the city as a Beta-status world city in their 2014 survey.
Since the 6th millennium BC, the Stuttgart area has been an important agricultural area and has been host to a number of cultures seeking to utilize the rich soil of the Neckar valley. The Roman Empire conquered the area in 83 AD and built a massive castrum near Bad Cannstatt, making it the most important regional centre for several centuries. Stuttgart's roots were truly laid in the 10th century with its founding by Liudolf, Duke of Swabia, as a stud farm for his warhorses. Initially overshadowed by nearby Cannstatt, the town grew steadily and was granted a charter in 1320. The fortunes of Stuttgart turned with those of the House of Württemberg, and they made it the capital of their county, duchy, and kingdom from the 15th century to 1918. Stuttgart prospered despite setbacks in the Thirty Years' War and devastating air raids by the Allies on the city and its automobile production during World War II. However, by 1952, the city had bounced back and it became the major economic, industrial, tourism and publishing centre it is today.
Stuttgart is also a transport junction, and possesses the sixth-largest airport in Germany. Several major companies are headquartered in Stuttgart, including Porsche, Bosch, Mercedes-Benz, Daimler AG, and Dinkelacker.
Stuttgart is unusual in the scheme of German cities. It is spread across a variety of hills (some of them covered in vineyards), valleys (especially around the Neckar river and the Stuttgart basin) and parks. This often surprises visitors who associate the city with its reputation as the "cradle of the automobile". The city's tourism slogan is "Stuttgart offers more". Under current plans to improve transport links to the international infrastructure (as part of the Stuttgart 21 project), the city unveiled a new logo and slogan in March 2008 describing itself as "Das neue Herz Europas" ("The new Heart of Europe"). For business, it describes itself as "Where business meets the future". In July 2010, Stuttgart unveiled a new city logo, designed to entice more business people to stay in the city and enjoy breaks in the area.
Stuttgart is a city with a high number of immigrants. According to Dorling Kindersley's Eyewitness Travel Guide to Germany, "In the city of Stuttgart, every third inhabitant is a foreigner." 40% of Stuttgart's residents, and 64% of the population below the age of five, are of immigrant background.
Source: en.wikipedia.org/wiki/Castle_Solitude
Castle Solitude, also known as Solitude Palace (German: Schloss Solitude), is a Rococo schloss and hunting retreat commissioned by Charles Eugene, Duke of Württemberg. It was designed by Johann Friedrich Weyhing and Philippe de La Guêpière, and constructed from 1764 to 1769. It is located on an elongated ridge between the towns of Leonberg, Gerlingen and Stuttgart in Baden-Württemberg. The castle offers views to the north over the towns of Weilimdorf, Korntal and Ludwigsburg, and the Württemberg lowlands around Ludwigsburg.
On April 1, 1942, the castle area was incorporated into Stuttgart. Since 1956, it has been part of the urban district of Stuttgart-West, despite the castle being located just southeast of the town of Gerlingen.
Life is rather like a game of Snakes & Ladders don't you think? You'll be strolling along just fine when wham, out of nowhere you're hurtling down the back of a giant snake.Then there are the smaller snakes which amount to the more minor setbacks but depending which one you've been unlucky enough to land on depends on how long it takes to pick yourself up and start again. And you have no choice but to do that - to keep rolling the dice and keep plodding on forward. The flipside of course is that out of seemingly nowhere you can find a ladder and before you know it you are right back up there again, and it may even be that if you had not fallen down that giant snake in the first place you would never have fallen into the path of the ladders that are now open to you. And to add to the complexity of it all we are all inter-mingled with everyone else who is involved in their own similar yet very different complicated game and how they roll their dice can have a profound effect on how we roll ours.
Blimey, that was all a bit deep for a Monday evening :-$