Overview

 

Heritage Category: Listed Building

Grade: I

List Entry Number: 1308610

Date first listed: 22-Feb-1967

 

Location

 

Statutory Address: St Michael the Archangel Church,Chagford, Newton Abbot TQ13 8BN

County: Devon

District: West Devon (District Authority)

Parish: Chagford

National Park: DARTMOOR

National Grid Reference: SX 70146 87508

 

Details

 

Parish church. It appears to be a complete C15 rebuild of an earlier church (The Church Wardens Accounts record work on the Lady Chapel in 1482); major renovation of circa 1888 followed by a series of lesser works between 1888 and 1925, e.g. vestry by J.W. Rowell and Son of Newton Abbot in 1891 and tower restored in 1915; roofs repaired circa 1960. Coursed blocks of granite ashlar throughout; granite ashlar detail, one window of limestone ashlar; slate roofs. Plan: church is actually set on a north-east - south-west axis but for convenience it is described as if it had a conventional east-west axis. Nave and chancel under a continuous roof with full length north and south aisles, both with east end chapels. The south aisle has the former Lady Chapel (now a Chapel of Remembrance to the dead of the World Wars) and the 1891 vestry at the east end. At the east end of the north aisle St Katherines Chapel was converted to the organ chamber and the aisle was extended an extra bay. C15 south porch. Large C15 west tower. Perpendicular style throughout and renovation work carried out in the same style. Exterior. Tall west tower of 3 stages with internal stair turret in the south-west corner. It has a chamfered plinth, setback buttresses and an embattled parapet without corner pinnacles. Belfry has double lancets on each side to the belfry and a single lancet on the north side to the ringing loft. On the west side the doorway has a 2-centred arch with double chamfered surround. It contains a good quality oak door carved with blind cusped arcades and carved with a Latin quotation and dated 1914. Directly above 3-light window with a pointed arch and containing simple intersecting tracery and a hoodmould. Possibly this window was reused in the C15 from the earlier church. Above this window 2 small arch-headed niche contains a C20 carved figure of St. Michael and above that a painted clockface put there in 1867. There are tiny slit windows on the south side lighting the newel stair. The nave and aisles are similar in style. Their roofs are gable-ended with C19 shaped kneelers, coping and moulded finials. (The west end of the north aisle has no finial). The roof is continuous over nave and chancel but the division is marked by an old ridge tile surmounted by a crude beast (maybe a pig). The aisles have soffit-chamfered eaves cornices and the south aisle has a chamfered plinth. Both have set back buttresses on their corners and buttresses between the windows, all with weathered offsets. The west ends of the aisles are blind although both contain blocked features. The south aisle is roughcast but inside a tall 2-centred arch shows. The north aisle contains a blocked doorway, a 2-centred arch with a double roll moulded surround and above that is a presumably C19 segmental-headed window embrasure. All the original windows have original Perpendicular tracery with plain hoodmoulds. The south aisle and porch. The porch projects left of centre. It has set back buttresses and an embattled parapet. 2-centred outer arch with moulded surround and broach stops. This contains early C20 timber gates containing a row of open quatrefoils containing rosettes along the top. There is a late C17 or C18 slate sundial with a brass pointer. It has shaped corners and the borders are enriched with scrolled foliage and garlands. The porch occupies one of the 5 bays this side. The others contain 3-light windows, and there is another at the east end. In the angle of the south aisle and chancel is the low 1981 vestry built of neater ashlar than the original church. It has a flat roof and embattled parapet over a soffit- moulded dripcourse. Each side contains a square-headed 2-light window with cinquefoil heads and the south side contains a segmental-headed doorway with ovolo surround. Above the vestry, a window built of limestone, with Decorated tracery and hoodmould with carved labels. The east end of the chancel has a large and impressive 5-light window with Perpendicular tracery. It has moulded reveals with carved capitals and hoodmould. The north aisle is 6 bays. The east end bay is a late C19 addition and contains another limestone 2-light window with Decorated tracery, hoodmould and block labels. Contemporary granite Tudor arch doorway in east end. The rest are original 3-light windows similar to those on the south side. The division between aisle and organ chamber (former chapel) is marked by a projecting rood stair turret. Interior. Porch has a good interior. It has stone-flagged floor and benches along each side. Stone vaulted 2-bay roof; the ribs springing from half-engaged piers and with good carved bosses. The piers are granite and although the rest is painted the detail suggests a softer stone, possibly Beerstone. The south doorway is a granite 2- centred arch with double chamfered surround and pyrmaid stops. It contains an ancient folding plank door with studded coverstrips, its original ferramenta and a massive oak lock housing. The roof was repaired circa 1960 but is essentially original. Nave and chancel have continuous wagon roofs with moulded purlins and ribs, good carved oak bosses and a moulded wallplate enriched with 4-leaf bosses. The break between nave and chancel is now marked by the chancel only being ceiled and the timberwork there is painted. Both aisles have similar smaller wagon roofs and must be contemporary with the nave and chancel roof. Both are now open and the south chapel timbers have traces of ancient colour. The bosses are noteworthy some featuring the spiral symbol of the Gorges family and others the tinners mark of 3 rabbits. Church Fabric. Tall tower arch with a narrow chamfered surround and soffit- Chamfered imposts. Inside tower small 2-centred arch doorway to newel stairs but floor to ringing loft replaced 1915. Either side of the tower arch are the blocked apertures described above. Each aisle has an identical 5-bay arcade with 1 overlapping into the chancel. The arches have double chamfered arch rings. Octagonal granite piers made from single pieces of granite and have soffit-chamfered caps and chamfered bases, now on pedestals since the floor has been lowered. The floor is of stone slabs and includes some grave slabs in the chancel (see below). The walls are of exposed granite ashlar. In the south aisle, close to the chancel screen, there is an arch-headed blocked opening for the rood stair. Furniture and fittings. In the chancel the reredos dates from 1888 along with the rest of the sanctuary decoration. It is a painted and gilded triptych; Christ in majesty is flanked by panels containing the Evangelists and the wings contain saints. The wall behind is lined with good polychrome tiles of 1888. The oak stalls (dating from 1913) are in a Tudor Gothic style with blind arcading across the front and carved angel finials. The sedilia dates from 1894. The chancel screen is a fine piece of work. It was erected in 1925 in memory of the young flying officer Noel Hayter-Hames. It is an expert recreation of a C15 Perpendicular oak chancel screen with blind tracery on the wainscotting, Perpendicular tracery to the windows, Gothic cusped coving and a frieze of delicately undercut bands of foliage. The parclose screens are painted and it may be that they are actually C15; built of oak and simpler versions of the main screen. The pulpit (dated 1928) is also built of oak and in the same Perpendicular style; it has an octagonal drum nodding ogee arch on the sides and undercut foliage on the corners, base and frieze. In the former St. Katherines Chapel the late C19 organ has been restored to its original painted scheme. The former Lady Chapel was lined with panelled wainscotting when converted to a Chapel of Rememberance circa 1925. The contemporary figures on the Riddel posts are the patron saints of England, Wales, Scotland and Ireland. Brass lecturn is dated 1871. The benches are also Gothic in style; the bench ends have tracery patterns framed with wreathed foliage. They probably date from the reseating of 1864 and most have been dedicated to members of the congregation who died in the C20. Granite Perpendicular style octagonal font carved by a local mason, John Aggett, and dedicated to the memory of Katherine Hayter-Hames who died less than a year old in 1856. The oak coved canopy is richly carved in Gothic style. Memorials. The oldest and best in the church is the table tomb in the sanctuary in memory of Sir John Wyddon (d. 1575). It is remarkable for its early Renaissance decoration. The tomb base is 3 bays divided by pilasters which are carved with foliage and with a frieze of wreathed foilage. Each bay carved with foliage and with a frieze of wreathed foliage. Each bay contains a frame of formal foliage. Central bay contains an heraldic achievement and the flanking bays have Renaissance vases with cherubs and grotesques. Marble lid with black letter inscription around the edge. Any effigy is now missing. 2-bay arcade above with round arches enriched by scrolled cusping and supported on baluster columns. The arches and spandrels are richly carved with Renaissance ornament. Moulded frieze above and moulded entablature with carved crestwork is supported by carved scroll consoles. The back of the arcade is also richly carved with heraldic achievements surrounded by a dense pattern of expertly carved ornament featuring mermen, grotesques and foliage. Nearby, on the sanctuary steps is a graveslab in memory of Mary Whiddon who died on her wedding day in 1641. South aisle contains a good mural monument in memory of Sir John Prouz (d.1664). Built most of Beerstone, it contains an inscribed rectangular marble plaque flanked by free-standing marble columns with Corinthian caps and entablature with modillion frieze surmounted by a cartouche containing the Prouz arms flanked by other heraldic cartouches. The soffit-moulded sill is supported by scroll brackets carved as grotesque lions heads and with an apron between enriched with strapwork and containing a carved oak heraldic achievement. Above the monument is suspended a helmet bearing the Prouz crest. All the paintwork is C20. To south of the sanctuary a granite recess with double ogee arch in memory of Constance Hayter-Hames (d.1890) and several C19 mural monuments to other members of the same family but the best monument from this period is a mural plaque in memory of Captain John Evans who died aged 23, in 1861 after an active service life. The plaque is a white marble scroll with a symbol of liberty at the top. It is carved as if the scroll is pinned to the end of a chest tomb on which lies his sword and an open Bible and over this is his regimental arms. The black ground has a pointed arch and a moulded limestone frame. It is signed Bedford Sc. 256 Oxford Street, London. Over the south door a board is painted with the arms of Charles II (much restored). To right a painted Benefaction board dated 1791 over an inscribed Beerstone tablet recording the benefactions of the Reverend John Hayter and John Hooper in 1790. Glass. The window of the north chapel contains fragments of C15 glass; St. Andrew and some heraldic achievements. The rest of the stained glass is C19 and most are memorials to members of the Hayter-Hames family. Summary. This is a good C15 granite church although the interior is largely the result of the several late C19 and early C20 renovations. The best feature is the remarkable Whiddon table tomb. Sources. Devon C19 Church Project. Church Guide. (n.a.)

  

© Historic England 2021

+++ DISCLAIMER +++

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

  

Some background:

With Scotland’s independence from Great Britain in late 2017, “Caledonian International Airlines” (or just “Caledonian” or “CI”) quickly emerged as a privately-owned national flag carrier. The airline followed in the footsteps of Caledonian Airways, an independent Scottish charter airline formed in April 1961, which evolved into British Caledonian Airlines (a.k.a. “BCal”). During the 1970s and '80s, British Caledonian became the UK's largest independent, international scheduled airline, with an extensive global route network serving over 40 destinations in around 25 countries on five continents. However, a series of major financial setbacks during the mid-1980s combined with the airline's inability to grow sufficiently to reach a viable size put the airline at serious risk of collapse. BCal began looking for a merger partner to improve its competitive position, and, in December 1987, British Airways (BA) gained control of the airline. In April 1988 BCal was officially dissolved and the brand disappeared.

 

Caledonian International Airlines was a completely new company, though, and received its Air Operator's Certificate on December 31, 2017. Caledonian had, except for the name and the use of the Scottish “Lion Rampant” emblem (the Royal Standard of the King or Queen of Scots), no connections with BCal, and also not to British Airways. In the second quarter of 2018, CI leased two Airbus A319s from Lessors Avolon and Apollo and started deploying to several national destinations from its home base Glasgow, taking over domestic flight slots to Scottish destinations (primarily Glasgow and Edinburgh) from British Airways. In 2019, the airline added a third A319 for connections to Continental Europe as well as a single Airbus A318 and an A330 for transatlantic destinations and charter flights, respectively.

 

CI’s A318-100 (SC-ABG) was primarily scheduled for the direct Glasgow/Edinburgh – New York (3210 ml/5170 km) routes. The Airbus A318 was the smallest airliner in the Airbus A320 family, carrying 107 to 132 passengers with a maximum range of 5,700 km (3,100 nmi). Overall, the A318 was over six meters shorter and around 3 t (6,600 lb) lighter than the A320, and to compensate for the reduced moment arm, it had a larger vertical stabilizer. While initial concepts depicted the aircraft with a Boeing 737-300-style dorsal fin extension, the final design incorporated a fin tip extension, making it 75 centimeters (30 in) taller than the other A320 variants and easily identifiable. Pilots who were trained on the other variants might fly the A318 with no further certification, since it featured a common flight deck and the same type rating as its sister aircraft.

 

The A318 was available with a variety of different maximum take-off weights (MTOW) ranging from a 59-tonnes (58 long tons; 65 short tons), 2,750 kilometres (1,480 nmi) base model to a 68-tonnes (67 long tons; 75 short tons), 6,000 kilometres (3,200 nmi) version. The lower MTOW enabled it to operate regional routes economically while sacrificing range and the higher MTOW allowed it to complement other members of the A320 family on marginal routes. On the other side, the lighter weight of the A318 gave it an operating range 10% greater than the A320, allowing it to serve some routes that the A320 would be unable to, e. g, London – New York, Perth–Auckland and Singapore–Tokyo, for instance. Its main use for airlines, however, were on short, low-density hops between medium-sized cities.

 

The airline also ordered two long-haul wide-body Airbus A330-900neos in November 2019 at the Dubai Air Show. The first plane is scheduled to arrive in January 2022 after a delivery flight from Toulouse and will operate on routes to Asia, e. g. Hong Kong and Tokyo, and to intercontinental destinations in North America and Brazil. A further order for six EMBRAER ERJ-190s was placed at the same time – these will replace the leased A320s on regional and domestic routes, and with these additional aircraft Caledonian International Airlines follows a slow but steady expansion strategy.

  

General characteristics:

Cockpit crew: Two

Length: 31.44 m (103 ft 2 in)

Wingspan:34.10 m (111 ft 11 in)

Wing area: 122.4 m² (1,318 sq ft)

Wing sweepback: 25°

Tail height: 12.56 m (41 ft 2 in)

Cabin width: 3.70 m (12 ft 2 in)

Fuselage width: 3.95 m (13 ft 0 in)

Operating empty weight: 39,500 kg (87,100 lb)

Maximum zero-fuel weight (MZFW): 54,500 kg (120,200 lb)

Maximum landing weight (MLW):57,500 kg (126,800 lb)

Maximum take-off weight (MTOW): 68,000 kg (150,000 lb)

 

Capacity:

Exit Limit:136

1-class max. seating: 132 at 29–30 in (74–76 cm) pitch

1-class, typical: 117 at 32 in (81 cm) pitch

2-class, typical: 107 (8F @ 38 in, 99Y @ 32 in)

Cargo capacity: 21.2 m³ (750 cu ft)

Fuel capacity: 24,210 L (5,330 imp gal; 6,400 US gal)

 

Performance:

Cruising speed: Mach 0.78 (829 km/h; 515 mph)

Maximum speed: Mach 0.82 (871 km/h; 541 mph)

Range (typical payload): 5,740 km (3,100 nmi)

ACJ range:4,200 nmi (7,800 km)

Takeoff (MTOW, SL, ISA): 1,780 m (5,840 ft)

Landing (MLW, SL, ISA): 1,230 m (4,040 ft)

Ceiling: 39,100–41,000 ft (11,900–12,500 m)

 

Engines:

2xCFM56-5B9/P turbofans with 23,300 lbf (100 kN) thrust each

  

The kit and its assembly:

I have been pondering the idea of an independent Scotland for some time and already built some what-if models with this background. But then arose the question: what could a national carrier airline be or look like?

 

This turned out to be a more complex question than initially ever thought of and led to more than a dozen potential design layouts, with the plan to avoid the much-too-obvious blue from the Scottish flag and rather incorporate the Scottish coat-of-arms (with a standing red lion on a yellow shield/background) but also based on limited decal resources. The small Airbus 318 was chosen because it would be a rather small airline, and the type’s extended range vs. it bigger brethren (making flight to America possible) made it a good choice for trans-Atlantic flights.

 

I settled for the Eastern Express A318 kit, which is BTW the only option for this airliner in 1:144. Upon an initial glance the kit looked quite O.K. – very simple and straightforward, and somewhat looking like a clone of the Revell A319/320 model (but it isn't). However, closer inspection confirmed the impression of a rather poor copy quality level. Most surface details (engraved) are there, but they are soft and somewhat blurred, and any fine details like pitots or blade antennae are missing or just hinted at. The material is also dubious, a very waxy and soft styrene. It can be glued together easily, but it is very sensitive to scratches or cuts.

 

However, things turned really ugly when I tried to build it! NOTHING of the major elements fits together, the worst flaws became apparent when I tried to glue the fuselage halves together, which turned out to be wavy along the seams and heavily dented, esp. along the spine. Massive PSR was necessary to fill the worst gaps, and even then, the result is barely acceptable.

 

Another disaster area is the wing/fuselage intersection. Unlike the Revell A320, the Eastern Express kit comes with separate, asymmtretical lower wing halves, which carry a part of the lower fuselage. Raised surface details and air scoops justify this construction, but the poor fit of everything involved in this area left me with a ventral 2mm(!!!) gap and further misalignments that called for even more PSR. Horrible.

 

The final major problem zone was the fin – in consists of a base, which is molded into the fuselage halves, and the extended fin tip as well as the rudder are a separate part. This could work, if the fin’s base halves were not about 1mm too thick when assembled, resulting in a crippled fin that called for more PSR to create even surfaces on both sides (and fill gap’s at the rudder’s base)…

 

Beyond that, there were some sinkholes on the wings and the (otherwise pretty clear) cockpit glazing did not fit at all, being much too narrow and leaving considerable gaps at its base. Since I had decals for the complete cockpit glazing at hand I short-handedly blended the clear part into the hull with some more PSR. No, this kit is NOT recommended – I guess that cutting an A319/320 from another manufacturer and scratching the longer fin leads to better results than the Eastern Express A318 kit!

  

Painting and markings:

I wanted to develop a personal livery for Scotland’s potential flag carrier, and this took a while. The process was inspired and also limited by decal options, and I wanted to avoid the obvious color blue. I rather took inspiration from the Scottish coat of arms, which shows a standing red lion on a deep yellow background. For potential layouts I took the burden to create profile drawings, which soon revealed that yellow and red would make the airliner look like a Spanish charter carrier, so more and more black crept into the design, eventually fully replacing the yellow, together with white as basic color for the fuselage and a little red from the lion as contrast. After more than a dozen layouts the one I chose reminds of the late BEA scheme (with the black fin and trim) or Air Canada. However, I wanted to avoid a contemporary livery with a uniform/featureless fuselage, so I incorporated a black window cheatline that visually stretches the fuselage. The design has a certain retro appeal, even though this was not intended.

 

The fuselage was prepared with grey primer and received a coat with pure white paint from the rattle can. The wings were painted with Humbrol 40 (Gloss Light Gull Grey) and 126 (FS 26270) for the Corroguard areas. Fin and engine nacelles were painted black (Humbrol 21). The small winglets were painted in red (Humbrol 19), as small color highlights. Black ink was used to emphasize the panel lines (esp. of the flaps and rudders) on the wings, the white fuselage remained clean, though, in order to avoid a dirty or worn look.

 

The cheatlines and the windows come from a TwoSix Decals sheet for a retro British Airways A319 with a BEA red square livery, the decals had to be tailored to the A318’s shorter fuselage. The black nose section was retained, because it reminds of the elegant livery of British Caledonian Airlines. The red “Caledonian” letterings and the smaller sublines come from a TwoSix Decals sheet for a Sixties’ Caledonian Airways DC-6B. I had hoped to use the sheet’s large red lions for the Airbus’ fin, but they were only printed on clear carrier film and lacked opacity, so that I had to improvise. I found a suitable alternative in a MicroScale H0 scale sheet for Cape Brenton & Nova Scotia Diesel locomotives.

The stencils are a mix from the (very nice) Eastern Express and the TwoSix Airbus sheet, and I printed the registration code with the Scottish flag as well as the “independence” tag on the nose myself.

 

Finally, the model was sealed with an overall coat of glossy acrylic varnish.

 

After a lot of setbacks and a failed test attempt, we got to do this idea...whatever it may be...

Two cheap blacklights on lightstands w/magic arms to the sides but short cords so not as close as i'd have liked them. Couple v-flats black side out for a dark(er) background. AD300 behind with a reddish gel. A KolariVision KV-FL1 with UV filter to my left and a little above. This really made the white of the shirt pop.

The way to the State contract

Although the Allies declared the restoration of Austria as an independent state to one of their war aims already in the "Moscow Declaration" in 1943 and Austria was designated the first "victim" of Hitler's policy of aggression, after 1945 the way to a State treaty became difficult and was marked by repeated setbacks. This was mainly due to the disagreement between the Western Allies and the Soviet Union. In the beginning of the "Cold War", Moscow feared that an independent Austria could enter into a military alliance with the Western powers. In addition, the Soviets repeatedly pointed out that the State Treaty alone would not provide sufficient protection against a renewed attachment of Austria to Germany and the associated threat of war, and therefore made its signature dependent on a solution to the "German Question" (Germany was divided in West Germany and East Germany, the latter one controlled by the Soviet Union). It was ultimately Stalin's death on 5 March 1953 that made movement on the Soviet side possible. In February 1955, Soviet Foreign Minister Molotov in a speech to the "Supreme Soviet" for the first time suggested the solution of the absolute package deal between the Austrian State Treaty and the German Question. In March Molotov invited Chancellor Raab to Moscow for negotiations. These negotiations in April, where in addition to Raab also Vice Chancellor Adolf Schärf, Foreign Minister Leopold Figl and State Secretary in the Foreign Ministry, Bruno Kreisky, participated, should then bring the breakthrough. The talks took place in an excellent mood, and the diplomatic skills of the Austrian negotiators were praised by both the Soviets and Western diplomats. In the final communique - the "Moscow Memorandum" - a "speedy conclusion" of the State treaty was also promised. Austria agreed not to join a military alliance or to allow military bases of foreign power on its territory. The repayment by Austria of the "German assets" confiscated by the Soviets - a sum of 150 million dollars had been stipulated in the 1949 State Treaty Bill - could be made entirely in deliveries of goods. The oil production sites and the Danube steam shipping company should also get Austria back. Furthermore, the release of the remaining Austrian prisoners of war in the Soviet Union was agreed.

At the beginning of May, the "Conference of Ambassadors" began in Vienna, in which Figl and Kreisky participated in addition to the diplomatic representatives of the four occupying powers. In the process, the last obstacles should be removed and a conference prepared by the foreign ministers of Austria and the occupying powers. This "Foreign Ministers' Conference took place on May 14, one day before the signing of the State Treaty. The Foreign Ministers agreed to essentially adopt the 1949 State Treaty, and the in the "Moscow Memorandum" documented results of the Moscow negotiations include as annex. Austria's freedom from alliance should be guaranteed by the status of neutrality. It was agreed that this concept of neutrality should be defined precisely by diplomatic means. Figl also achieved that the third paragraph of the preamble, putting the blame on Austria for complicity, was canceled "for moral reasons". One of the first to congratulate the Austrian government on its success was German SPD chairman Erich Ollenhauer. Probably not unjustly he congratulated Austria for its "smooth diplomacy".

 

Der Weg zum Staatsvertrag

Obwohl die Alliierten schon in der "Moskauer Deklaration" 1943 die Wiederherstellung Österreichs als unabhängigen Staat zu einem ihrer Kriegsziele erklärt hatten und Österreich als erstes "Opfer" der Aggressionspolitik Hitlers bezeichnet worden war, gestaltete sich nach Kriegsende 1945 der Weg zum Staatsvertrag schwierig und war von wiederholten Rückschlägen gekennzeichnet. Dies war vor allem auf die Uneinigkeit zwischen den Westalliierten und der Sowjetunion zurückzuführen. Im beginnenden "Kalten Krieg" befürchtete Moskau, dass ein unabhängiges Österreich ein militärisches Bündnis mit den Westmächten eingehen könnte. Außerdem wiesen die Sowjets immer wieder darauf hin, dass der Staatsvertrag allein keinen ausreichenden Schutz vor einem neuerlichen Anschluss Österreichs an Deutschland und einer damit verbundenen Kriegsgefahr böte, und machten deshalb ihre Unterschrift von einer Lösung der "Deutschen Frage" abhängig (Deutschland war in Westdeutschland und die von der Sowjetunion kontrollierte Deutsche Demokratische Republik geteilt.). Der Tod Stalins am 5. März 1953 war es letztlich, der auf sowjetischer Seite Bewegung ermöglichte. Im Februar 1955 deutete der sowjetische Außenminister Molotow in einer Rede vor dem "Obersten Sowjet" erstmals die Lösung des unbedingten Junktims zwischen österreichischem Staatsvertrag und Deutscher Frage an. Im März folgte eine Einladung Molotows an Bundeskanzler Raab zu Verhandlungen nach Moskau. Diese Verhandlungen im April, an denen neben Raab auch Vizekanzler Adolf Schärf, Außenminister Leopold Figl und der Staatssekretär im Außenministerium, Bruno Kreisky, teilnahmen, sollten dann auch den Durchbruch bringen. Die Gespräche fanden in ausgezeichneter Stimmung statt, und das diplomatische Geschick der österreichischen Verhandler wurde sowohl von den Sowjets als auch von westlichen Diplomaten gelobt. Im Schlusskommunique - dem "Moskauer Memorandum" - wurde dann auch ein "schleunigster Abschluss" des Staatsvertrags in Aussicht gestellt. Österreich erklärte sich bereit, keinem Militärbündnis beizutreten oder Militärstützpunkte einer fremden Macht auf seinem Staatsgebiet zuzulassen. Die Ablösung des von den Sowjets beschlagnahmten "deutschen Vermögens" durch Österreich - im Staatsvertragsentwurf von 1949 war eine Summe von 150 Millionen Dollar festgeschrieben worden - konnte zur Gänze in Warenlieferungen erfolgen. Auch die Erdölproduktionsstätten und die Donaudampfschifffahrtsgesellschaft sollte Österreich zurück erhalten. Weiters wurde die Freilassung der noch in der Sowjetunion verbliebenen österreichischen Kriegsgefangenen vereinbart.

Anfang Mai begann dann in Wien die "Botschafterkonferenz", an der neben den diplomatischen Vertretern der vier Besatzungsmächte auch Figl und Kreisky teilnahmen. Dabei sollten die letzten Hindernisse aus dem Weg geräumt und eine Konferenz der Außenminister Österreichs und der Besatzungsmächte vorbereitet werden. Diese "Außenministerkonferenz" fand am 14. Mai - einen Tag vor der Staatsvertragsunterzeichnung - statt. Die Außenminister einigten sich darauf, im Wesentlichen den Staatsvertragsentwurf von 1949 zu übernehmen und die im "Moskauer Memorandum" festgehaltenen Ergebnisse der Moskauer Verhandlungen als Annex beizufügen. Die Bündnisfreiheit Österreichs sollte durch den Status der Neutralität garantiert werden. Man vereinbarte, diesen Neutralitätsbegriff auf diplomatischem Wege noch genau zu definieren. Figl erreichte auch, dass der dritte Absatz der Präambel, der Österreich eine Mitschuld am Krieg zuwies, "aus moralischen Gründen" gestrichen wurde. Einer der ersten, der die österreichische Regierung zu ihrem Erfolg beglückwünschte, war der deutsche SPD-Vorsitzende Erich Ollenhauer. Wohl nicht ganz zu Unrecht gratulierte er zu Österreichs "geschmeidiger Diplomatie".

www.historisch.apa.at/cms/apa-historisch/dossier.html?dos...

Overview

 

Heritage Category: Listed Building

Grade: I

List Entry Number: 1308610

Date first listed: 22-Feb-1967

 

Location

 

Statutory Address: St Michael the Archangel Church,Chagford, Newton Abbot TQ13 8BN

County: Devon

District: West Devon (District Authority)

Parish: Chagford

National Park: DARTMOOR

National Grid Reference: SX 70146 87508

 

Details

 

Parish church. It appears to be a complete C15 rebuild of an earlier church (The Church Wardens Accounts record work on the Lady Chapel in 1482); major renovation of circa 1888 followed by a series of lesser works between 1888 and 1925, e.g. vestry by J.W. Rowell and Son of Newton Abbot in 1891 and tower restored in 1915; roofs repaired circa 1960. Coursed blocks of granite ashlar throughout; granite ashlar detail, one window of limestone ashlar; slate roofs. Plan: church is actually set on a north-east - south-west axis but for convenience it is described as if it had a conventional east-west axis. Nave and chancel under a continuous roof with full length north and south aisles, both with east end chapels. The south aisle has the former Lady Chapel (now a Chapel of Remembrance to the dead of the World Wars) and the 1891 vestry at the east end. At the east end of the north aisle St Katherines Chapel was converted to the organ chamber and the aisle was extended an extra bay. C15 south porch. Large C15 west tower. Perpendicular style throughout and renovation work carried out in the same style. Exterior. Tall west tower of 3 stages with internal stair turret in the south-west corner. It has a chamfered plinth, setback buttresses and an embattled parapet without corner pinnacles. Belfry has double lancets on each side to the belfry and a single lancet on the north side to the ringing loft. On the west side the doorway has a 2-centred arch with double chamfered surround. It contains a good quality oak door carved with blind cusped arcades and carved with a Latin quotation and dated 1914. Directly above 3-light window with a pointed arch and containing simple intersecting tracery and a hoodmould. Possibly this window was reused in the C15 from the earlier church. Above this window 2 small arch-headed niche contains a C20 carved figure of St. Michael and above that a painted clockface put there in 1867. There are tiny slit windows on the south side lighting the newel stair. The nave and aisles are similar in style. Their roofs are gable-ended with C19 shaped kneelers, coping and moulded finials. (The west end of the north aisle has no finial). The roof is continuous over nave and chancel but the division is marked by an old ridge tile surmounted by a crude beast (maybe a pig). The aisles have soffit-chamfered eaves cornices and the south aisle has a chamfered plinth. Both have set back buttresses on their corners and buttresses between the windows, all with weathered offsets. The west ends of the aisles are blind although both contain blocked features. The south aisle is roughcast but inside a tall 2-centred arch shows. The north aisle contains a blocked doorway, a 2-centred arch with a double roll moulded surround and above that is a presumably C19 segmental-headed window embrasure. All the original windows have original Perpendicular tracery with plain hoodmoulds. The south aisle and porch. The porch projects left of centre. It has set back buttresses and an embattled parapet. 2-centred outer arch with moulded surround and broach stops. This contains early C20 timber gates containing a row of open quatrefoils containing rosettes along the top. There is a late C17 or C18 slate sundial with a brass pointer. It has shaped corners and the borders are enriched with scrolled foliage and garlands. The porch occupies one of the 5 bays this side. The others contain 3-light windows, and there is another at the east end. In the angle of the south aisle and chancel is the low 1981 vestry built of neater ashlar than the original church. It has a flat roof and embattled parapet over a soffit- moulded dripcourse. Each side contains a square-headed 2-light window with cinquefoil heads and the south side contains a segmental-headed doorway with ovolo surround. Above the vestry, a window built of limestone, with Decorated tracery and hoodmould with carved labels. The east end of the chancel has a large and impressive 5-light window with Perpendicular tracery. It has moulded reveals with carved capitals and hoodmould. The north aisle is 6 bays. The east end bay is a late C19 addition and contains another limestone 2-light window with Decorated tracery, hoodmould and block labels. Contemporary granite Tudor arch doorway in east end. The rest are original 3-light windows similar to those on the south side. The division between aisle and organ chamber (former chapel) is marked by a projecting rood stair turret. Interior. Porch has a good interior. It has stone-flagged floor and benches along each side. Stone vaulted 2-bay roof; the ribs springing from half-engaged piers and with good carved bosses. The piers are granite and although the rest is painted the detail suggests a softer stone, possibly Beerstone. The south doorway is a granite 2- centred arch with double chamfered surround and pyrmaid stops. It contains an ancient folding plank door with studded coverstrips, its original ferramenta and a massive oak lock housing. The roof was repaired circa 1960 but is essentially original. Nave and chancel have continuous wagon roofs with moulded purlins and ribs, good carved oak bosses and a moulded wallplate enriched with 4-leaf bosses. The break between nave and chancel is now marked by the chancel only being ceiled and the timberwork there is painted. Both aisles have similar smaller wagon roofs and must be contemporary with the nave and chancel roof. Both are now open and the south chapel timbers have traces of ancient colour. The bosses are noteworthy some featuring the spiral symbol of the Gorges family and others the tinners mark of 3 rabbits. Church Fabric. Tall tower arch with a narrow chamfered surround and soffit- Chamfered imposts. Inside tower small 2-centred arch doorway to newel stairs but floor to ringing loft replaced 1915. Either side of the tower arch are the blocked apertures described above. Each aisle has an identical 5-bay arcade with 1 overlapping into the chancel. The arches have double chamfered arch rings. Octagonal granite piers made from single pieces of granite and have soffit-chamfered caps and chamfered bases, now on pedestals since the floor has been lowered. The floor is of stone slabs and includes some grave slabs in the chancel (see below). The walls are of exposed granite ashlar. In the south aisle, close to the chancel screen, there is an arch-headed blocked opening for the rood stair. Furniture and fittings. In the chancel the reredos dates from 1888 along with the rest of the sanctuary decoration. It is a painted and gilded triptych; Christ in majesty is flanked by panels containing the Evangelists and the wings contain saints. The wall behind is lined with good polychrome tiles of 1888. The oak stalls (dating from 1913) are in a Tudor Gothic style with blind arcading across the front and carved angel finials. The sedilia dates from 1894. The chancel screen is a fine piece of work. It was erected in 1925 in memory of the young flying officer Noel Hayter-Hames. It is an expert recreation of a C15 Perpendicular oak chancel screen with blind tracery on the wainscotting, Perpendicular tracery to the windows, Gothic cusped coving and a frieze of delicately undercut bands of foliage. The parclose screens are painted and it may be that they are actually C15; built of oak and simpler versions of the main screen. The pulpit (dated 1928) is also built of oak and in the same Perpendicular style; it has an octagonal drum nodding ogee arch on the sides and undercut foliage on the corners, base and frieze. In the former St. Katherines Chapel the late C19 organ has been restored to its original painted scheme. The former Lady Chapel was lined with panelled wainscotting when converted to a Chapel of Rememberance circa 1925. The contemporary figures on the Riddel posts are the patron saints of England, Wales, Scotland and Ireland. Brass lecturn is dated 1871. The benches are also Gothic in style; the bench ends have tracery patterns framed with wreathed foliage. They probably date from the reseating of 1864 and most have been dedicated to members of the congregation who died in the C20. Granite Perpendicular style octagonal font carved by a local mason, John Aggett, and dedicated to the memory of Katherine Hayter-Hames who died less than a year old in 1856. The oak coved canopy is richly carved in Gothic style. Memorials. The oldest and best in the church is the table tomb in the sanctuary in memory of Sir John Wyddon (d. 1575). It is remarkable for its early Renaissance decoration. The tomb base is 3 bays divided by pilasters which are carved with foliage and with a frieze of wreathed foilage. Each bay carved with foliage and with a frieze of wreathed foliage. Each bay contains a frame of formal foliage. Central bay contains an heraldic achievement and the flanking bays have Renaissance vases with cherubs and grotesques. Marble lid with black letter inscription around the edge. Any effigy is now missing. 2-bay arcade above with round arches enriched by scrolled cusping and supported on baluster columns. The arches and spandrels are richly carved with Renaissance ornament. Moulded frieze above and moulded entablature with carved crestwork is supported by carved scroll consoles. The back of the arcade is also richly carved with heraldic achievements surrounded by a dense pattern of expertly carved ornament featuring mermen, grotesques and foliage. Nearby, on the sanctuary steps is a graveslab in memory of Mary Whiddon who died on her wedding day in 1641. South aisle contains a good mural monument in memory of Sir John Prouz (d.1664). Built most of Beerstone, it contains an inscribed rectangular marble plaque flanked by free-standing marble columns with Corinthian caps and entablature with modillion frieze surmounted by a cartouche containing the Prouz arms flanked by other heraldic cartouches. The soffit-moulded sill is supported by scroll brackets carved as grotesque lions heads and with an apron between enriched with strapwork and containing a carved oak heraldic achievement. Above the monument is suspended a helmet bearing the Prouz crest. All the paintwork is C20. To south of the sanctuary a granite recess with double ogee arch in memory of Constance Hayter-Hames (d.1890) and several C19 mural monuments to other members of the same family but the best monument from this period is a mural plaque in memory of Captain John Evans who died aged 23, in 1861 after an active service life. The plaque is a white marble scroll with a symbol of liberty at the top. It is carved as if the scroll is pinned to the end of a chest tomb on which lies his sword and an open Bible and over this is his regimental arms. The black ground has a pointed arch and a moulded limestone frame. It is signed Bedford Sc. 256 Oxford Street, London. Over the south door a board is painted with the arms of Charles II (much restored). To right a painted Benefaction board dated 1791 over an inscribed Beerstone tablet recording the benefactions of the Reverend John Hayter and John Hooper in 1790. Glass. The window of the north chapel contains fragments of C15 glass; St. Andrew and some heraldic achievements. The rest of the stained glass is C19 and most are memorials to members of the Hayter-Hames family. Summary. This is a good C15 granite church although the interior is largely the result of the several late C19 and early C20 renovations. The best feature is the remarkable Whiddon table tomb. Sources. Devon C19 Church Project. Church Guide. (n.a.)

  

© Historic England 2021

The Chrysler Building is an Art Deco skyscraper on the East Side of Manhattan in New York City, at the intersection of 42nd Street and Lexington Avenue in Midtown Manhattan. At 1,046 ft (319 m), it is the tallest brick building in the world with a steel framework, and it was the world's tallest building for 11 months after its completion in 1930. As of 2019, the Chrysler is the 12th-tallest building in the city, tied with The New York Times Building.

 

Originally a project of real estate developer and former New York State Senator William H. Reynolds, the building was commisioned by Walter Chrysler, the head of the Chrysler Corporation. The construction of the Chrysler Building, an early skyscraper, was characterized by a competition with 40 Wall Street and the Empire State Building to become the world's tallest building. The Chrysler Building was designed and funded by Walter Chrysler personally as a real estate investment for his children, but it was not intended as the Chrysler Corporation's headquarters. An annex was completed in 1952, and the building was sold by the Chrysler family the next year, with numerous subsequent owners.

 

When the Chrysler Building opened, there were mixed reviews of the building's design, some calling it inane and unoriginal, others hailing it as modernist and iconic. Reviewers in the late 20th and early 21st centuries regarded the building as a paragon of the Art Deco architectural style. In 2007, it was ranked ninth on the American Institute of Architects' list of America's Favorite Architecture. The facade and interior became New York City designated landmarks in 1978, and the structure was added to the National Register of Historic Places as a National Historic Landmark in 1976.

 

The Chrysler Building was designed by William Van Alen in the Art Deco style and is named after one of its original tenants, automotive executive Walter Chrysler. With a height of 1,046 feet (319 m), the Chrysler is the 12th-tallest building in the city as of 2019, tied with The New York Times Building. The building is constructed of a steel frame infilled with masonry, with areas of decorative metal cladding. The structure contains 3,862 exterior windows. Approximately fifty metal ornaments protrude at the building's corners on five floors reminiscent of gargoyles on Gothic cathedrals. The 31st-floor contains gargoyles as well as replicas of the 1929 Chrysler radiator caps, and the 61st-floor is adorned with eagles as a nod to America's national bird.

 

The design of the Chrysler Building makes extensive use of bright "Nirosta" stainless steel, an austenitic alloy developed in Germany by Krupp. It was the first use of this "18-8 stainless steel" in an American project, composed of 18% chromium and 8% nickel. Nirosta was used in the exterior ornaments, the window frames, the crown, and the needle. The steel was an integral part of Van Alen's design, as E.E. Thum explains: "The use of permanently bright metal was of greatest aid in the carrying of rising lines and the diminishing circular forms in the roof treatment, so as to accentuate the gradual upward swing until it literally dissolves into the sky...." Stainless steel producers used the Chrysler Building to evaluate the durability of the product in architecture. In 1929, the American Society for Testing Materials created an inspection committee to study its performance, which regarded the Chrysler Building as the best location to do so; a subcommittee examined the building's panels every five years until 1960, when the inspections were canceled because the panels had shown minimal deterioration.

 

The Chrysler Building's height and legally mandated setbacks influenced Van Alen in his design. The walls of the lowermost sixteen floors rise directly from the sidewalk property lines, except for a recess on one side that gives the building a U-shaped floor plan above the fourth floor. There are setbacks on floors 16, 18, 23, 28, and 31, making the building compliant with the 1916 Zoning Resolution. This gives the building the appearance of a ziggurat on one side and a U-shaped palazzo on the other. Above the 31st floor, there are no more setbacks until the 60th floor, above which the structure is funneled into a Maltese cross shape that "blends the square shaft to the finial", according to author and photographer Cervin Robinson.

 

The floor plans of the first sixteen floors were made as large as possible to optimize the amount of rental space nearest ground level, which was seen as most desirable. The U-shaped cut above the fourth floor served as a shaft for air flow and illumination. The area between floors 28 and 31 added "visual interest to the middle of the building, preventing it from being dominated by the heavy detail of the lower floors and the eye-catching design of the finial. They provide a base to the column of the tower, effecting a transition between the blocky lower stories and the lofty shaft."

 

The lower walls are clad with white brick, interrupted by white-marble bands in a manner similar to a basket weaving.

The ground floor exterior is covered in polished black granite from Shastone, while the three floors above it are clad in white marble from Georgia. There are two main entrances, on Lexington Avenue and on 42nd Street, each three floors high with Shastone granite surrounding each proscenium-shaped entryway. At some distance into each main entryway, there are revolving doors "beneath intricately patterned metal and glass screens", designed so as to embody the Art Deco tenet of amplifying the entrance's visual impact. A smaller side entrance on 43rd Street is one story high. There are storefronts consisting of large Nirosta-steel-framed windows at ground level. Office windows penetrate the second through fourth floors.

 

The west and east elevations contain the air shafts above the fourth floor, while the north and south sides contain the receding setbacks. Below the 16th floor, the facade is clad with white brick, interrupted by white-marble bands in a manner similar to basket weaving. The inner faces of the brick walls are coated with a waterproof grout mixture measuring about 1⁄16 inch (1.6 mm) thick. The windows, arranged in grids, do not have window sills, the frames being flush with the facade. Between the 16th and 24th floors, the exterior exhibits vertical white brick columns that are separated by windows on each floor. This visual effect is made possible by the presence of aluminum spandrels between the columns of windows on each floor. There are abstract reliefs on the 20th through 22nd-floor spandrels, while the 24th floor contains 9-foot (2.7 m) decorative pineapples.

 

Above the third setback, consisting of the 24th through 27th floors, the facade contains horizontal bands and zigzagged gray-and-black brick motifs. The section above the fourth setback, between the 27th and 31st floors, serves as a podium for the main shaft of the building. There are Nirosta-steel decorations above the setbacks. At each corner of the 31st floor, large car-hood ornaments were installed to make the base look larger. These corner extensions help counter a common optical illusion seen in tall buildings with horizontal bands, whose taller floors would normally look larger. The 31st floor also contains a gray and white frieze of hubcaps and fenders, which both symbolizes the Chrysler Corporation and serves as a visual signature of the building's Art Deco design. The bonnet embellishments take the shape of Mercury's winged helmet and resemble hood ornaments installed on Chrysler vehicles at the time.

 

The shaft of the tower was designed to emphasize both the horizontal and vertical: each of the tower's four sides contains three columns of windows, each framed by bricks and an unbroken marble pillar that rises along the entirety of each side. The spandrels separating the windows contain "alternating vertical stripes in gray and white brick", while each corner contains horizontal rows of black brick.

 

The Chrysler Building is renowned for, and recognized by its terraced crown, which is an extension of the main tower. Composed of seven radiating terraced arches, Van Alen's design of the crown is a cruciform groin vault of seven concentric members with transitioning setbacks. The entire crown is clad with Nirosta steel, ribbed and riveted in a radiating sunburst pattern with many triangular vaulted windows, reminiscent of the spokes of a wheel. The windows are repeated, in smaller form, on the terraced crown's seven narrow setbacks. Due to the curved shape of the dome, the Nirosta sheets had to be measured on site, so most of the work was carried out in workshops on the building's 67th and 75th floors. According to Robinson, the terraced crown "continue[s] the wedding-cake layering of the building itself. This concept is carried forward from the 61st floor, whose eagle gargoyles echo the treatment of the 31st, to the spire, which extends the concept of 'higher and narrower' forward to infinite height and infinitesimal width. This unique treatment emphasizes the building's height, giving it an other worldly atmosphere reminiscent of the fantastic architecture of Coney Island or the Far East."

 

Television station WCBS-TV (Channel 2) originated its transmission from the top of the Chrysler Building in 1938. WCBS-TV transmissions were shifted to the Empire State Building in 1960 in response to competition from RCA's transmitter on that building. For many years WPAT-FM and WTFM (now WKTU) also transmitted from the Chrysler Building, but their move to the Empire State Building by the 1970s ended commercial broadcasting from the structure.

 

The crown and spire are illuminated by a combination of fluorescent lights framing the crown's distinctive triangular windows and colored floodlights that face toward the building, allowing it to be lit in a variety of schemes for special occasions. The V-shaped fluorescent "tube lighting" – hundreds of 480V 40W bulbs framing 120 window openings – was added in 1981, although it had been part of the original design. Until 1998, the lights were turned off at 2 a.m., but The New York Observer columnist Ron Rosenbaum convinced Tishman Speyer to keep the lights on until 6 a.m. Since 2015, the Chrysler Building and other city skyscrapers have been part of the Audubon Society's Lights Out program, turning off their lights during bird migration seasons.

 

New York, often called New York City or simply NYC, is the most populous city in the United States, located at the southern tip of New York State on one of the world's largest natural harbors. The city comprises five boroughs, each of which is coextensive with a respective county. It is a global city and a cultural, financial, high-tech, entertainment, and media center with a significant influence on commerce, health care, scientific output, life sciences, research, technology, education, politics, tourism, dining, art, fashion, and sports. Home to the headquarters of the United Nations, New York is an important center for international diplomacy, and is sometimes described as the world's most important city and the capital of the world.

 

With an estimated population in 2022 of 8,335,897 distributed over 300.46 square miles (778.2 km2), the city is the most densely populated major city in the United States. New York has more than double the population of Los Angeles, the nation's second-most populous city. New York is the geographical and demographic center of both the Northeast megalopolis and the New York metropolitan area, the largest metropolitan area in the U.S. by both population and urban area. With more than 20.1 million people in its metropolitan statistical area and 23.5 million in its combined statistical area as of 2020, New York City is one of the world's most populous megacities. The city and its metropolitan area are the premier gateway for legal immigration to the United States. As many as 800 languages are spoken in New York, making it the most linguistically diverse city in the world. In 2021, the city was home to nearly 3.1 million residents born outside the U.S., the largest foreign-born population of any city in the world.

 

New York City traces its origins to Fort Amsterdam and a trading post founded on the southern tip of Manhattan Island by Dutch colonists in approximately 1624. The settlement was named New Amsterdam (Dutch: Nieuw Amsterdam) in 1626 and was chartered as a city in 1653. The city came under English control in 1664 and was renamed New York after King Charles II granted the lands to his brother, the Duke of York. The city was temporarily regained by the Dutch in July 1673 and was renamed New Orange; however, the city has been named New York since November 1674. New York City was the capital of the United States from 1785 until 1790. The modern city was formed by the 1898 consolidation of its five boroughs: Manhattan, Brooklyn, Queens, The Bronx, and Staten Island, and has been the largest U.S. city ever since.

 

Anchored by Wall Street in the Financial District of Lower Manhattan, New York City has been called both the world's premier financial and fintech center and the most economically powerful city in the world. As of 2022, the New York metropolitan area is the largest metropolitan economy in the world with a gross metropolitan product of over US$2.16 trillion. If the New York metropolitan area were its own country, it would have the tenth-largest economy in the world. The city is home to the world's two largest stock exchanges by market capitalization of their listed companies: the New York Stock Exchange and Nasdaq. New York City is an established safe haven for global investors. As of 2023, New York City is the most expensive city in the world for expatriates to live. New York City is home to the highest number of billionaires, individuals of ultra-high net worth (greater than US$30 million), and millionaires of any city in the world

 

The written history of New York City began with the first European explorer, the Italian Giovanni da Verrazzano in 1524. European settlement began with the Dutch in 1608 and New Amsterdam was founded in 1624.

 

The "Sons of Liberty" campaigned against British authority in New York City, and the Stamp Act Congress of representatives from throughout the Thirteen Colonies met in the city in 1765 to organize resistance to Crown policies. The city's strategic location and status as a major seaport made it the prime target for British seizure in 1776. General George Washington lost a series of battles from which he narrowly escaped (with the notable exception of the Battle of Harlem Heights, his first victory of the war), and the British Army occupied New York and made it their base on the continent until late 1783, attracting Loyalist refugees.

 

The city served as the national capital under the Articles of Confederation from 1785 to 1789, and briefly served as the new nation's capital in 1789–90 under the United States Constitution. Under the new government, the city hosted the inauguration of George Washington as the first President of the United States, the drafting of the United States Bill of Rights, and the first Supreme Court of the United States. The opening of the Erie Canal gave excellent steamboat connections with upstate New York and the Great Lakes, along with coastal traffic to lower New England, making the city the preeminent port on the Atlantic Ocean. The arrival of rail connections to the north and west in the 1840s and 1850s strengthened its central role.

 

Beginning in the mid-19th century, waves of new immigrants arrived from Europe dramatically changing the composition of the city and serving as workers in the expanding industries. Modern New York traces its development to the consolidation of the five boroughs in 1898 and an economic and building boom following the Great Depression and World War II. Throughout its history, New York has served as a main port of entry for many immigrants, and its cultural and economic influence has made it one of the most important urban areas in the United States and the world. The economy in the 1700s was based on farming, local production, fur trading, and Atlantic jobs like shipbuilding. In the 1700s, New York was sometimes referred to as a breadbasket colony, because one of its major crops was wheat. New York colony also exported other goods included iron ore as a raw material and as manufactured goods such as tools, plows, nails and kitchen items such as kettles, pans and pots.

 

The area that eventually encompassed modern day New York was inhabited by the Lenape people. These groups of culturally and linguistically related Native Americans traditionally spoke an Algonquian language now referred to as Unami. Early European settlers called bands of Lenape by the Unami place name for where they lived, such as "Raritan" in Staten Island and New Jersey, "Canarsee" in Brooklyn, and "Hackensack" in New Jersey across the Hudson River from Lower Manhattan. Some modern place names such as Raritan Bay and Canarsie are derived from Lenape names. Eastern Long Island neighbors were culturally and linguistically more closely related to the Mohegan-Pequot peoples of New England who spoke the Mohegan-Montauk-Narragansett language.

 

These peoples made use of the abundant waterways in the New York region for fishing, hunting trips, trade, and occasionally war. Many paths created by the indigenous peoples are now main thoroughfares, such as Broadway in Manhattan, the Bronx, and Westchester. The Lenape developed sophisticated techniques of hunting and managing their resources. By the time of the arrival of Europeans, they were cultivating fields of vegetation through the slash and burn technique, which extended the productive life of planted fields. They also harvested vast quantities of fish and shellfish from the bay. Historians estimate that at the time of European settlement, approximately 5,000 Lenape lived in 80 settlements around the region.

 

The first European visitor to the area was Giovanni da Verrazzano, an Italian in command of the French ship La Dauphine in 1524. It is believed he sailed into Upper New York Bay, where he encountered native Lenape, returned through the Narrows, where he anchored the night of April 17, and left to continue his voyage. He named the area New Angoulême (La Nouvelle-Angoulême) in honor of Francis I, King of France of the royal house of Valois-Angoulême and who had been Count of Angoulême from 1496 until his coronation in 1515. The name refers to the town of Angoulême, in the Charente département of France. For the next century, the area was occasionally visited by fur traders or explorers, such as by Esteban Gomez in 1525.

 

European exploration continued on September 2, 1609, when the Englishman Henry Hudson, in the employ of the Dutch East India Company, sailed the Half Moon through the Narrows into Upper New York Bay. Like Christopher Columbus, Hudson was looking for a westerly passage to Asia. He never found one, but he did take note of the abundant beaver population. Beaver pelts were in fashion in Europe, fueling a lucrative business. Hudson's report on the regional beaver population served as the impetus for the founding of Dutch trading colonies in the New World. The beaver's importance in New York's history is reflected by its use on the city's official seal.

 

The first Dutch fur trading posts and settlements were in 1614 near present-day Albany, New York, the same year that New Netherland first appeared on maps. Only in May 1624 did the Dutch West India Company land a number of families at Noten Eylant (today's Governors Island) off the southern tip of Manhattan at the mouth of the North River (today's Hudson River). Soon thereafter, most likely in 1626, construction of Fort Amsterdam began. Later, the Dutch West Indies Company imported African slaves to serve as laborers; they were forced to build the wall that defended the town against English and Indian attacks. Early directors included Willem Verhulst and Peter Minuit. Willem Kieft became director in 1638 but five years later was embroiled in Kieft's War against the Native Americans. The Pavonia Massacre, across the Hudson River in present-day Jersey City, resulted in the death of 80 natives in February 1643. Following the massacre, Algonquian tribes joined forces and nearly defeated the Dutch. Holland sent additional forces to the aid of Kieft, leading to the overwhelming defeat of the Native Americans and a peace treaty on August 29, 1645.

 

On May 27, 1647, Peter Stuyvesant was inaugurated as director general upon his arrival and ruled as a member of the Dutch Reformed Church. The colony was granted self-government in 1652, and New Amsterdam was incorporated as a city on February 2, 1653. The first mayors (burgemeesters) of New Amsterdam, Arent van Hattem and Martin Cregier, were appointed in that year. By the early 1660s, the population consisted of approximately 1500 Europeans, only about half of whom were Dutch, and 375 Africans, 300 of whom were slaves.

 

A few of the original Dutch place names have been retained, most notably Flushing (after the Dutch town of Vlissingen), Harlem (after Haarlem), and Brooklyn (after Breukelen). Few buildings, however, remain from the 17th century. The oldest recorded house still in existence in New York, the Pieter Claesen Wyckoff House in Brooklyn, dates from 1652.

 

On August 27, 1664, four English frigates under the command of Col. Richard Nicolls sailed into New Amsterdam's harbor and demanded New Netherland's surrender, as part of an effort by King Charles II's brother James, Duke of York, the Lord High Admiral to provoke the Second Anglo-Dutch War. Two weeks later, Stuyvesant officially capitulated by signing Articles of Surrender and in June 1665, the town was reincorporated under English law and renamed "New York" after the Duke, and Fort Orange was renamed "Fort Albany". The war ended in a Dutch victory in 1667, but the colony remained under English rule as stipulated in the Treaty of Breda. During the Third Anglo-Dutch War, the Dutch briefly recaptured the city in 1673, renaming the city "New Orange", before permanently ceding the colony of New Netherland to England for what is now Suriname in November 1674 at the Treaty of Westminster.

 

The colony benefited from increased immigration from Europe and its population grew faster. The Bolting Act of 1678, whereby no mill outside the city was permitted to grind wheat or corn, boosted growth until its repeal in 1694, increasing the number of houses over the period from 384 to 983.

 

In the context of the Glorious Revolution in England, Jacob Leisler led Leisler's Rebellion and effectively controlled the city and surrounding areas from 1689 to 1691, before being arrested and executed.

 

Lawyers

In New York at first, legal practitioners were full-time businessmen and merchants, with no legal training, who had watched a few court proceedings, and mostly used their own common sense together with snippets they had picked up about English law. Court proceedings were quite informal, for the judges had no more training than the attorneys.

 

By the 1760s, the situation had dramatically changed. Lawyers were essential to the rapidly growing international trade, dealing with questions of partnerships, contracts, and insurance. The sums of money involved were large, and hiring an incompetent lawyer was a very expensive proposition. Lawyers were now professionally trained, and conversant in an extremely complex language that combined highly specific legal terms and motions with a dose of Latin. Court proceedings became a baffling mystery to the ordinary layman. Lawyers became more specialized and built their reputation, and their fee schedule, on the basis of their reputation for success. But as their status, wealth and power rose, animosity grew even faster. By the 1750s and 1760s, there was a widespread attack ridiculing and demeaning the lawyers as pettifoggers (lawyers lacking sound legal skills). Their image and influence declined. The lawyers organized a bar association, but it fell apart in 1768 during the bitter political dispute between the factions based in the Delancey and Livingston families. A large fraction of the prominent lawyers were Loyalists; their clientele was often to royal authority or British merchants and financiers. They were not allowed to practice law unless they took a loyalty oath to the new United States of America. Many went to Britain or Canada (primarily to New Brunswick and Nova Scotia) after losing the war.

 

For the next century, various attempts were made, and failed, to build an effective organization of lawyers. Finally a Bar Association emerged in 1869 that proved successful and continues to operate.

 

By 1700, the Lenape population of New York had diminished to 200. The Dutch West Indies Company transported African slaves to the post as trading laborers used to build the fort and stockade, and some gained freedom under the Dutch. After the seizure of the colony in 1664, the slave trade continued to be legal. In 1703, 42% of the New York households had slaves; they served as domestic servants and laborers but also became involved in skilled trades, shipping and other fields. Yet following reform in ethics according to American Enlightenment thought, by the 1770s slaves made up less than 25% of the population.

 

By the 1740s, 20% of the residents of New York were slaves, totaling about 2,500 people.

 

After a series of fires in 1741, the city panicked over rumors of its black population conspiring with some poor whites to burn the city. Historians believe their alarm was mostly fabrication and fear, but officials rounded up 31 black and 4 white people, who over a period of months were convicted of arson. Of these, the city executed 13 black people by burning them alive and hanged the remainder of those incriminated.

 

The Stamp Act and other British measures fomented dissent, particularly among Sons of Liberty who maintained a long-running skirmish with locally stationed British troops over Liberty Poles from 1766 to 1776. The Stamp Act Congress met in New York City in 1765 in the first organized resistance to British authority across the colonies. After the major defeat of the Continental Army in the Battle of Long Island in late 1776, General George Washington withdrew to Manhattan Island, but with the subsequent defeat at the Battle of Fort Washington the island was effectively left to the British. The city became a haven for loyalist refugees, becoming a British stronghold for the entire war. Consequently, the area also became the focal point for Washington's espionage and intelligence-gathering throughout the war.

 

New York was greatly damaged twice by fires of suspicious origin, with the Loyalists and Patriots accusing each other of starting the conflagration. The city became the political and military center of operations for the British in North America for the remainder of the war. Continental Army officer Nathan Hale was hanged in Manhattan for espionage. In addition, the British began to hold the majority of captured American prisoners of war aboard prison ships in Wallabout Bay, across the East River in Brooklyn. More Americans lost their lives aboard these ships than died in all the battles of the war. The British occupation lasted until November 25, 1783. George Washington triumphantly returned to the city that day, as the last British forces left the city.

 

Starting in 1785 the Congress met in the city of New York under the Articles of Confederation. In 1789, New York became the first national capital under the new Constitution. The Constitution also created the current Congress of the United States, and its first sitting was at Federal Hall on Wall Street. The first Supreme Court sat there. The United States Bill of Rights was drafted and ratified there. George Washington was inaugurated at Federal Hall. New York remained the national capital until 1790, when the role was transferred to Philadelphia.

 

During the 19th century, the city was transformed by immigration, a visionary development proposal called the Commissioners' Plan of 1811 which expanded the city street grid to encompass all of Manhattan, and the opening of the Erie Canal in 1825, which connected the Atlantic port to the vast agricultural markets of the Midwestern United States and Canada. By 1835, New York had surpassed Philadelphia as the largest city in the United States. New York grew as an economic center, first as a result of Alexander Hamilton's policies and practices as the first Secretary of the Treasury.

 

In 1842, water was piped from a reservoir to supply the city for the first time.

 

The Great Irish Famine (1845–1850) brought a large influx of Irish immigrants, and by 1850 the Irish comprised one quarter of the city's population. Government institutions, including the New York City Police Department and the public schools, were established in the 1840s and 1850s to respond to growing demands of residents. In 1831, New York University was founded by U.S. Secretary of the Treasury Albert Gallatin as a non-denominal institution surrounding Washington Square Park.

 

This period started with the 1855 inauguration of Fernando Wood as the first mayor from Tammany Hall. It was the political machine based among Irish Americans that controlled the local Democratic Party. It usually dominated local politics throughout this period and into the 1930s. Public-minded members of the merchant community pressed for a Central Park, which was opened to a design competition in 1857; it became the first landscape park in an American city.

 

During the American Civil War (1861–1865), the city was affected by its history of strong commercial ties to the South; before the war, half of its exports were related to cotton, including textiles from upstate mills. Together with its growing immigrant population, which was angry about conscription, sympathies among residents were divided for both the Union and Confederacy at the outbreak of war. Tensions related to the war culminated in the Draft Riots of 1863 led by Irish Catholics, who attacked black neighborhood and abolitionist homes. Many blacks left the city and moved to Brooklyn. After the Civil War, the rate of immigration from Europe grew steeply, and New York became the first stop for millions seeking a new and better life in the United States, a role acknowledged by the dedication of the Statue of Liberty in 1886.

 

From 1890 to 1930, the largest cities, led by New York, were the focus of international attention. The skyscrapers and tourist attractions were widely publicized. Suburbs were emerging as bedroom communities for commuters to the central city. San Francisco dominated the West, Atlanta dominated the South, Boston dominated New England; Chicago dominated the Midwest United States. New York City dominated the entire nation in terms of communications, trade, finance, popular culture, and high culture. More than a fourth of the 300 largest corporations in 1920 were headquartered here.

 

In 1898, the modern City of New York was formed with the consolidation of Brooklyn (until then an independent city), Manhattan, and outlying areas. Manhattan and the Bronx were established as two separate boroughs and joined with three other boroughs created from parts of adjacent counties to form the new municipal government originally called "Greater New York". The Borough of Brooklyn incorporated the independent City of Brooklyn, recently joined to Manhattan by the Brooklyn Bridge; the Borough of Queens was created from western Queens County (with the remnant established as Nassau County in 1899); and the Borough of Richmond contained all of Richmond County. Municipal governments contained within the boroughs were abolished, and the county governmental functions were absorbed by the city or each borough. In 1914, the New York State Legislature created Bronx County, making five counties coterminous with the five boroughs.

 

The Bronx had a steady boom period during 1898–1929, with a population growth by a factor of six from 200,000 in 1900 to 1.3 million in 1930. The Great Depression created a surge of unemployment, especially among the working class, and a slow-down of growth.

 

On June 15, 1904, over 1,000 people, mostly German immigrant women and children, were killed when the excursion steamship General Slocum caught fire and sank. It is the city's worst maritime disaster. On March 25, 1911, the Triangle Shirtwaist Factory fire in Greenwich Village took the lives of 146 garment workers. In response, the city made great advancements in the fire department, building codes, and workplace regulations.

 

Throughout the first half of the 20th century, the city became a world center for industry, commerce, and communication, marking its rising influence with such events as the Hudson-Fulton Celebration of 1909. Interborough Rapid Transit (the first New York City Subway company) began operating in 1904, and the railroads operating out of Grand Central Terminal and Pennsylvania Station thrived.

 

From 1918 to 1920, New York City was affected by the largest rent strike wave in its history. Somewhere between several 10,000's and 100,000's of tenants struck across the city. A WW1 housing and coal shortage sparked the strikes. It became marked both by occasional violent scuffles and the Red Scare.  It would lead to the passage of the first rent laws in the nations history.

 

The city was a destination for internal migrants as well as immigrants. Through 1940, New York was a major destination for African Americans during the Great Migration from the rural American South. The Harlem Renaissance flourished during the 1920s and the era of Prohibition. New York's ever accelerating changes and rising crime and poverty rates were reduced after World War I disrupted trade routes, the Immigration Restriction Acts limited additional immigration after the war, and the Great Depression reduced the need for new labor. The combination ended the rule of the Gilded Age barons. As the city's demographics temporarily stabilized, labor unionization helped the working class gain new protections and middle-class affluence, the city's government and infrastructure underwent a dramatic overhaul under Fiorello La Guardia, and his controversial parks commissioner, Robert Moses, ended the blight of many tenement areas, expanded new parks, remade streets, and restricted and reorganized zoning controls.

 

For a while, New York ranked as the most populous city in the world, overtaking London in 1925, which had reigned for a century.[58] During the difficult years of the Great Depression, the reformer Fiorello La Guardia was elected as mayor, and Tammany Hall fell after eighty years of political dominance.

 

Despite the effects of the Great Depression, some of the world's tallest skyscrapers were built during the 1930s. Art Deco architecture—such as the iconic Chrysler Building, Empire State Building, and 30 Rockefeller Plaza— came to define the city's skyline. The construction of the Rockefeller Center occurred in the 1930s and was the largest-ever private development project at the time. Both before and especially after World War II, vast areas of the city were also reshaped by the construction of bridges, parks and parkways coordinated by Robert Moses, the greatest proponent of automobile-centered modernist urbanism in America.

 

Returning World War II veterans and immigrants from Europe created a postwar economic boom. Demands for new housing were aided by the G.I. Bill for veterans, stimulating the development of huge suburban tracts in eastern Queens and Nassau County. The city was extensively photographed during the post–war years by photographer Todd Webb.

 

New York emerged from the war as the leading city of the world, with Wall Street leading the United States ascendancy. In 1951, the United Nations relocated from its first headquarters in Flushing Meadows Park, Queens, to the East Side of Manhattan. During the late 1960s, the views of real estate developer and city leader Robert Moses began to fall out of favor as the anti-urban renewal views of Jane Jacobs gained popularity. Citizen rebellion stopped a plan to construct an expressway through Lower Manhattan.

 

After a short war boom, the Bronx declined from 1950 to 1985, going from predominantly moderate-income to mostly lower-income, with high rates of violent crime and poverty. The Bronx has experienced an economic and developmental resurgence starting in the late 1980s that continues into today.

 

The transition away from the industrial base toward a service economy picked up speed, while the jobs in the large shipbuilding and garment industries declined sharply. The ports converted to container ships, costing many traditional jobs among longshoremen. Many large corporations moved their headquarters to the suburbs or to distant cities. At the same time, there was enormous growth in services, especially finance, education, medicine, tourism, communications and law. New York remained the largest city and largest metropolitan area in the United States, and continued as its largest financial, commercial, information, and cultural center.

 

Like many major U.S. cities, New York suffered race riots, gang wars and some population decline in the late 1960s. Street activists and minority groups such as the Black Panthers and Young Lords organized rent strikes and garbage offensives, demanding improved city services for poor areas. They also set up free health clinics and other programs, as a guide for organizing and gaining "Power to the People." By the 1970s the city had gained a reputation as a crime-ridden relic of history. In 1975, the city government avoided bankruptcy only through a federal loan and debt restructuring by the Municipal Assistance Corporation, headed by Felix Rohatyn. The city was also forced to accept increased financial scrutiny by an agency of New York State. In 1977, the city was struck by the New York City blackout of 1977 and serial slayings by the Son of Sam.

 

The 1980s began a rebirth of Wall Street, and the city reclaimed its role at the center of the worldwide financial industry. Unemployment and crime remained high, the latter reaching peak levels in some categories around the close of the decade and the beginning of the 1990s. Neighborhood restoration projects funded by the city and state had very good effects for New York, especially Bedford-Stuyvesant, Harlem, and The Bronx. The city later resumed its social and economic recovery, bolstered by the influx of Asians, Latin Americans, and U.S. citizens, and by new crime-fighting techniques on the part of the New York Police Department. In 1989, New York City elected its first African American Mayor, David Dinkins. He came out of the Harlem Clubhouse.

 

In the late 1990s, the city benefited from the nationwide fall of violent crime rates, the resurgence of the finance industry, and the growth of the "Silicon Alley", during the dot com boom, one of the factors in a decade of booming real estate values. New York was also able to attract more business and convert abandoned industrialized neighborhoods into arts or attractive residential neighborhoods; examples include the Meatpacking District and Chelsea (in Manhattan) and Williamsburg (in Brooklyn).

 

New York's population reached an all-time high in the 2000 census; according to census estimates since 2000, the city has continued to grow, including rapid growth in the most urbanized borough, Manhattan. During this period, New York City was a site of the September 11 attacks of 2001; 2,606 people who were in the towers and in the surrounding area were killed by a terrorist attack on the World Trade Center, an event considered highly traumatic for the city but which did not stop the city's rapid regrowth. On November 3, 2014, One World Trade Center opened on the site of the attack. Hurricane Sandy brought a destructive storm surge to New York in the evening of October 29, 2012, flooding numerous streets, tunnels, and subway lines in Lower Manhattan. It flooded low-lying areas of Brooklyn, Queens, and Staten Island. Electrical power was lost in many parts of the city and its suburbs.

After all the various delays & setbacks, the new Irish Ferries WB Yeats finally made her maiden voyage between Dublin & Holyhead this morning, 22nd January 2019 operating the 0805 hrs service.

 

Safe passage & many happy sailings ahead.

  

More from the Power Plant. I will hopefully in the coming months will be spending more time on photography in my spare time. I've experienced some setbacks with a leg injury, which will be preventing me from training like I have been over the last several months. I'm sure my body could use the break too.

 

This shot focuses on one of the main existing smoke Stacks as seen from just off of the main atrium space. not a lot of color here but the texture of the structure above is quite nice. The atrium space on either side supports a rail for a built in crane that can traverse the whole space for moving around large and heavy equipment or whatever. That bulk of structure is seen here as the wall above is one half of supporting that rail.

 

I did just spend this last weekend in Savannah for a race and did have an hour to spend shooting a few more shots in the Power Plant. I climbed out on the crane and possibly got some interesting shots (I haven't really looked at them yet... so we will see).

  

April 5, 1963: The Beatles mark the realease of their debut album "Please Please Me, by picking up a silver disk for the single of the same name, They had served a long apprenticeship on the north-west club circuit and in Hamburg. There had been many setbacks, and numerous line-up and name changes, but after signing to Parlophone in June 1962, the Beatles were on the course for global stardom. Pictured with the Moptops at the ceremont is producer George Martin.

+++ DISCLAIMER +++

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

  

Some background:

With Scotland’s independence from Great Britain in late 2017, “Caledonian International Airlines” (or just “Caledonian” or “CI”) quickly emerged as a privately-owned national flag carrier. The airline followed in the footsteps of Caledonian Airways, an independent Scottish charter airline formed in April 1961, which evolved into British Caledonian Airlines (a.k.a. “BCal”). During the 1970s and '80s, British Caledonian became the UK's largest independent, international scheduled airline, with an extensive global route network serving over 40 destinations in around 25 countries on five continents. However, a series of major financial setbacks during the mid-1980s combined with the airline's inability to grow sufficiently to reach a viable size put the airline at serious risk of collapse. BCal began looking for a merger partner to improve its competitive position, and, in December 1987, British Airways (BA) gained control of the airline. In April 1988 BCal was officially dissolved and the brand disappeared.

 

Caledonian International Airlines was a completely new company, though, and received its Air Operator's Certificate on December 31, 2017. Caledonian had, except for the name and the use of the Scottish “Lion Rampant” emblem (the Royal Standard of the King or Queen of Scots), no connections with BCal, and also not to British Airways. In the second quarter of 2018, CI leased two Airbus A319s from Lessors Avolon and Apollo and started deploying to several national destinations from its home base Glasgow, taking over domestic flight slots to Scottish destinations (primarily Glasgow and Edinburgh) from British Airways. In 2019, the airline added a third A319 for connections to Continental Europe as well as a single Airbus A318 and an A330 for transatlantic destinations and charter flights, respectively.

 

CI’s A318-100 (SC-ABG) was primarily scheduled for the direct Glasgow/Edinburgh – New York (3210 ml/5170 km) routes. The Airbus A318 was the smallest airliner in the Airbus A320 family, carrying 107 to 132 passengers with a maximum range of 5,700 km (3,100 nmi). Overall, the A318 was over six meters shorter and around 3 t (6,600 lb) lighter than the A320, and to compensate for the reduced moment arm, it had a larger vertical stabilizer. While initial concepts depicted the aircraft with a Boeing 737-300-style dorsal fin extension, the final design incorporated a fin tip extension, making it 75 centimeters (30 in) taller than the other A320 variants and easily identifiable. Pilots who were trained on the other variants might fly the A318 with no further certification, since it featured a common flight deck and the same type rating as its sister aircraft.

 

The A318 was available with a variety of different maximum take-off weights (MTOW) ranging from a 59-tonnes (58 long tons; 65 short tons), 2,750 kilometres (1,480 nmi) base model to a 68-tonnes (67 long tons; 75 short tons), 6,000 kilometres (3,200 nmi) version. The lower MTOW enabled it to operate regional routes economically while sacrificing range and the higher MTOW allowed it to complement other members of the A320 family on marginal routes. On the other side, the lighter weight of the A318 gave it an operating range 10% greater than the A320, allowing it to serve some routes that the A320 would be unable to, e. g, London – New York, Perth–Auckland and Singapore–Tokyo, for instance. Its main use for airlines, however, were on short, low-density hops between medium-sized cities.

 

The airline also ordered two long-haul wide-body Airbus A330-900neos in November 2019 at the Dubai Air Show. The first plane is scheduled to arrive in January 2022 after a delivery flight from Toulouse and will operate on routes to Asia, e. g. Hong Kong and Tokyo, and to intercontinental destinations in North America and Brazil. A further order for six EMBRAER ERJ-190s was placed at the same time – these will replace the leased A320s on regional and domestic routes, and with these additional aircraft Caledonian International Airlines follows a slow but steady expansion strategy.

  

General characteristics:

Cockpit crew: Two

Length: 31.44 m (103 ft 2 in)

Wingspan:34.10 m (111 ft 11 in)

Wing area: 122.4 m² (1,318 sq ft)

Wing sweepback: 25°

Tail height: 12.56 m (41 ft 2 in)

Cabin width: 3.70 m (12 ft 2 in)

Fuselage width: 3.95 m (13 ft 0 in)

Operating empty weight: 39,500 kg (87,100 lb)

Maximum zero-fuel weight (MZFW): 54,500 kg (120,200 lb)

Maximum landing weight (MLW):57,500 kg (126,800 lb)

Maximum take-off weight (MTOW): 68,000 kg (150,000 lb)

 

Capacity:

Exit Limit:136

1-class max. seating: 132 at 29–30 in (74–76 cm) pitch

1-class, typical: 117 at 32 in (81 cm) pitch

2-class, typical: 107 (8F @ 38 in, 99Y @ 32 in)

Cargo capacity: 21.2 m³ (750 cu ft)

Fuel capacity: 24,210 L (5,330 imp gal; 6,400 US gal)

 

Performance:

Cruising speed: Mach 0.78 (829 km/h; 515 mph)

Maximum speed: Mach 0.82 (871 km/h; 541 mph)

Range (typical payload): 5,740 km (3,100 nmi)

ACJ range:4,200 nmi (7,800 km)

Takeoff (MTOW, SL, ISA): 1,780 m (5,840 ft)

Landing (MLW, SL, ISA): 1,230 m (4,040 ft)

Ceiling: 39,100–41,000 ft (11,900–12,500 m)

 

Engines:

2xCFM56-5B9/P turbofans with 23,300 lbf (100 kN) thrust each

  

The kit and its assembly:

I have been pondering the idea of an independent Scotland for some time and already built some what-if models with this background. But then arose the question: what could a national carrier airline be or look like?

 

This turned out to be a more complex question than initially ever thought of and led to more than a dozen potential design layouts, with the plan to avoid the much-too-obvious blue from the Scottish flag and rather incorporate the Scottish coat-of-arms (with a standing red lion on a yellow shield/background) but also based on limited decal resources. The small Airbus 318 was chosen because it would be a rather small airline, and the type’s extended range vs. it bigger brethren (making flight to America possible) made it a good choice for trans-Atlantic flights.

 

I settled for the Eastern Express A318 kit, which is BTW the only option for this airliner in 1:144. Upon an initial glance the kit looked quite O.K. – very simple and straightforward, and somewhat looking like a clone of the Revell A319/320 model (but it isn't). However, closer inspection confirmed the impression of a rather poor copy quality level. Most surface details (engraved) are there, but they are soft and somewhat blurred, and any fine details like pitots or blade antennae are missing or just hinted at. The material is also dubious, a very waxy and soft styrene. It can be glued together easily, but it is very sensitive to scratches or cuts.

 

However, things turned really ugly when I tried to build it! NOTHING of the major elements fits together, the worst flaws became apparent when I tried to glue the fuselage halves together, which turned out to be wavy along the seams and heavily dented, esp. along the spine. Massive PSR was necessary to fill the worst gaps, and even then, the result is barely acceptable.

 

Another disaster area is the wing/fuselage intersection. Unlike the Revell A320, the Eastern Express kit comes with separate, asymmtretical lower wing halves, which carry a part of the lower fuselage. Raised surface details and air scoops justify this construction, but the poor fit of everything involved in this area left me with a ventral 2mm(!!!) gap and further misalignments that called for even more PSR. Horrible.

 

The final major problem zone was the fin – in consists of a base, which is molded into the fuselage halves, and the extended fin tip as well as the rudder are a separate part. This could work, if the fin’s base halves were not about 1mm too thick when assembled, resulting in a crippled fin that called for more PSR to create even surfaces on both sides (and fill gap’s at the rudder’s base)…

 

Beyond that, there were some sinkholes on the wings and the (otherwise pretty clear) cockpit glazing did not fit at all, being much too narrow and leaving considerable gaps at its base. Since I had decals for the complete cockpit glazing at hand I short-handedly blended the clear part into the hull with some more PSR. No, this kit is NOT recommended – I guess that cutting an A319/320 from another manufacturer and scratching the longer fin leads to better results than the Eastern Express A318 kit!

  

Painting and markings:

I wanted to develop a personal livery for Scotland’s potential flag carrier, and this took a while. The process was inspired and also limited by decal options, and I wanted to avoid the obvious color blue. I rather took inspiration from the Scottish coat of arms, which shows a standing red lion on a deep yellow background. For potential layouts I took the burden to create profile drawings, which soon revealed that yellow and red would make the airliner look like a Spanish charter carrier, so more and more black crept into the design, eventually fully replacing the yellow, together with white as basic color for the fuselage and a little red from the lion as contrast. After more than a dozen layouts the one I chose reminds of the late BEA scheme (with the black fin and trim) or Air Canada. However, I wanted to avoid a contemporary livery with a uniform/featureless fuselage, so I incorporated a black window cheatline that visually stretches the fuselage. The design has a certain retro appeal, even though this was not intended.

 

The fuselage was prepared with grey primer and received a coat with pure white paint from the rattle can. The wings were painted with Humbrol 40 (Gloss Light Gull Grey) and 126 (FS 26270) for the Corroguard areas. Fin and engine nacelles were painted black (Humbrol 21). The small winglets were painted in red (Humbrol 19), as small color highlights. Black ink was used to emphasize the panel lines (esp. of the flaps and rudders) on the wings, the white fuselage remained clean, though, in order to avoid a dirty or worn look.

 

The cheatlines and the windows come from a TwoSix Decals sheet for a retro British Airways A319 with a BEA red square livery, the decals had to be tailored to the A318’s shorter fuselage. The black nose section was retained, because it reminds of the elegant livery of British Caledonian Airlines. The red “Caledonian” letterings and the smaller sublines come from a TwoSix Decals sheet for a Sixties’ Caledonian Airways DC-6B. I had hoped to use the sheet’s large red lions for the Airbus’ fin, but they were only printed on clear carrier film and lacked opacity, so that I had to improvise. I found a suitable alternative in a MicroScale H0 scale sheet for Cape Brenton & Nova Scotia Diesel locomotives.

The stencils are a mix from the (very nice) Eastern Express and the TwoSix Airbus sheet, and I printed the registration code with the Scottish flag as well as the “independence” tag on the nose myself.

 

Finally, the model was sealed with an overall coat of glossy acrylic varnish.

 

final push to finish the archeological site in fron of the cathedral in Tortosa. After several delays and setbacks the work is finally progressing. The site is going to show the history of Dertosa-Turtuxa-Tortosa over 2000 years

The Lancia Gamma came into being despite some not inconsiderable setbacks. It was the first Lancia produced under Fiat’s ownership and was developed in conjunction with Citroen and the CX. The car was to comprise the best of what both companies could offer including amongst other things, Citroen’s trademark hydraulic suspension. Two models were designed by Pininfarina, the Berlina (saloon) and the Coupe.

 

The Coupe was produced at the Pininfarina facility alongside the Ferrari 400, and the Berlina model was built by Lancia. Released to unsuspecting owners in 1976, from the word go the car quickly developed a reputation for mechanical fragility. The decision to run the power steering pump from one of the timing belts proved to be the principal cause of an early death. A cold morning combined with a dose of full lock on startup was enough to cause the timing belt to slip with the results being terminal for the engine. Cam shafts wore prematurely due to lack of lubrication, auto gearboxes failed due to blocked galleries, cylinder liner gaskets were made out of paper which failed easily and allowed to coolant to mix with oil, which main bearings do not like at all apparently! Front wishbones were made out of tin foil and……well you get the idea.

 

A fit Gamma Coupe is a wonderous machine, the 2.5 litre boxer engine throbs menacingly at idle but delivers a heroically broad spread of torque, starting just above idle and giving the car effortless performance and driveability. At 80mph/4000 rpm it is smooth and vibration free and feels at its happiest. The flat four engine enabled the designers to maximize the benefit of a low center of gravity (in the Coupe at least) and the car has outstanding handling compared to many modern cars – it must have been a revelation at launch. Staying flat through corners, the balance is magical and especially when you consider the suspension is compliant and soaks up bumps with contempt.

 

When I look at the ashes of Lancia today, a once proud, engineering-led company reduced to re-badged Chryslers, it’s easy to see the roots of their demise in the Gamma. A brilliantly designed car starved of development and constructed from low quality materials.

 

The Lancia Gamma was a front-wheel drive car with longitudinally-mounted boxer engine and with either a 5-speed manual transmission and later a 4-speed automatic transmission.[1] The Gamma received a midcycle face-lift, receiving Bosch L-Jetronic fuel injection as well as a new corporate grille, 15-inch "sunburst" alloy wheels, and a revised interior with new instrumentation, interior lighting, badging, handbrake and gear lever gaiter.

 

Though Fiat had planned to use one of their V6 engines, Lancia developed unique flat-4 engines for the Gamma. The Lancia Flavia and Flavia Coupe had used 1.8 and 2.0 litre flat four engines. Engine designer De Virgilio also drew up an engine for the Gamma which was a V6 4-cam with either 3- or 4-litre displacement, but this never came to fruition.

 

The flat engine, though large for a modern 4-cylinder petrol engine, lacked the cachet associated with six and eight cylinder engines but enabled Pininfarina chief stylist Aldo Brovarone to lower the coupé's bonnet line and to steeply rake its windscreen.

 

Pressure cast in alloy with wet cylinder liners, the engine was light and though it only produced 140 bhp (104 kW), (120 bhp (89 kW) in 2.0-litre form) its torque was available at just 2000 rpm.

 

Initially available with a displacement of 2.5 L (Gamma 2500), it was later joined by a 2.0 L version (Gamma 2000), which resulted from the Italian tax system (cars with engines larger than 2.0 L are subject to heavier tax burden). The displacement was lowered by decreasing the bore rather than the stroke of the engine. Both displacements were using Weber carburetors, and the 2.5 L also came in a version fitted with fuel injection (Gamma 2500 I.E.)

 

2.0 L carburetor 8v SOHC flat-4 - 1999 cc, 115 PS (85 kW)

2.5 L carburetor 8v SOHC flat-4 - 2484 cc, 140 PS (103 kW)

2.5 L I.E. 8v SOHC flat-4 - 2484 cc, 140 PS (103 kW)

 

+++ DISCLAIMER +++

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

  

Some background:

With Scotland’s independence from Great Britain in late 2017, “Caledonian International Airlines” (or just “Caledonian” or “CI”) quickly emerged as a privately-owned national flag carrier. The airline followed in the footsteps of Caledonian Airways, an independent Scottish charter airline formed in April 1961, which evolved into British Caledonian Airlines (a.k.a. “BCal”). During the 1970s and '80s, British Caledonian became the UK's largest independent, international scheduled airline, with an extensive global route network serving over 40 destinations in around 25 countries on five continents. However, a series of major financial setbacks during the mid-1980s combined with the airline's inability to grow sufficiently to reach a viable size put the airline at serious risk of collapse. BCal began looking for a merger partner to improve its competitive position, and, in December 1987, British Airways (BA) gained control of the airline. In April 1988 BCal was officially dissolved and the brand disappeared.

 

Caledonian International Airlines was a completely new company, though, and received its Air Operator's Certificate on December 31, 2017. Caledonian had, except for the name and the use of the Scottish “Lion Rampant” emblem (the Royal Standard of the King or Queen of Scots), no connections with BCal, and also not to British Airways. In the second quarter of 2018, CI leased two Airbus A319s from Lessors Avolon and Apollo and started deploying to several national destinations from its home base Glasgow, taking over domestic flight slots to Scottish destinations (primarily Glasgow and Edinburgh) from British Airways. In 2019, the airline added a third A319 for connections to Continental Europe as well as a single Airbus A318 and an A330 for transatlantic destinations and charter flights, respectively.

 

CI’s A318-100 (SC-ABG) was primarily scheduled for the direct Glasgow/Edinburgh – New York (3210 ml/5170 km) routes. The Airbus A318 was the smallest airliner in the Airbus A320 family, carrying 107 to 132 passengers with a maximum range of 5,700 km (3,100 nmi). Overall, the A318 was over six meters shorter and around 3 t (6,600 lb) lighter than the A320, and to compensate for the reduced moment arm, it had a larger vertical stabilizer. While initial concepts depicted the aircraft with a Boeing 737-300-style dorsal fin extension, the final design incorporated a fin tip extension, making it 75 centimeters (30 in) taller than the other A320 variants and easily identifiable. Pilots who were trained on the other variants might fly the A318 with no further certification, since it featured a common flight deck and the same type rating as its sister aircraft.

 

The A318 was available with a variety of different maximum take-off weights (MTOW) ranging from a 59-tonnes (58 long tons; 65 short tons), 2,750 kilometres (1,480 nmi) base model to a 68-tonnes (67 long tons; 75 short tons), 6,000 kilometres (3,200 nmi) version. The lower MTOW enabled it to operate regional routes economically while sacrificing range and the higher MTOW allowed it to complement other members of the A320 family on marginal routes. On the other side, the lighter weight of the A318 gave it an operating range 10% greater than the A320, allowing it to serve some routes that the A320 would be unable to, e. g, London – New York, Perth–Auckland and Singapore–Tokyo, for instance. Its main use for airlines, however, were on short, low-density hops between medium-sized cities.

 

The airline also ordered two long-haul wide-body Airbus A330-900neos in November 2019 at the Dubai Air Show. The first plane is scheduled to arrive in January 2022 after a delivery flight from Toulouse and will operate on routes to Asia, e. g. Hong Kong and Tokyo, and to intercontinental destinations in North America and Brazil. A further order for six EMBRAER ERJ-190s was placed at the same time – these will replace the leased A320s on regional and domestic routes, and with these additional aircraft Caledonian International Airlines follows a slow but steady expansion strategy.

  

General characteristics:

Cockpit crew: Two

Length: 31.44 m (103 ft 2 in)

Wingspan:34.10 m (111 ft 11 in)

Wing area: 122.4 m² (1,318 sq ft)

Wing sweepback: 25°

Tail height: 12.56 m (41 ft 2 in)

Cabin width: 3.70 m (12 ft 2 in)

Fuselage width: 3.95 m (13 ft 0 in)

Operating empty weight: 39,500 kg (87,100 lb)

Maximum zero-fuel weight (MZFW): 54,500 kg (120,200 lb)

Maximum landing weight (MLW):57,500 kg (126,800 lb)

Maximum take-off weight (MTOW): 68,000 kg (150,000 lb)

 

Capacity:

Exit Limit:136

1-class max. seating: 132 at 29–30 in (74–76 cm) pitch

1-class, typical: 117 at 32 in (81 cm) pitch

2-class, typical: 107 (8F @ 38 in, 99Y @ 32 in)

Cargo capacity: 21.2 m³ (750 cu ft)

Fuel capacity: 24,210 L (5,330 imp gal; 6,400 US gal)

 

Performance:

Cruising speed: Mach 0.78 (829 km/h; 515 mph)

Maximum speed: Mach 0.82 (871 km/h; 541 mph)

Range (typical payload): 5,740 km (3,100 nmi)

ACJ range:4,200 nmi (7,800 km)

Takeoff (MTOW, SL, ISA): 1,780 m (5,840 ft)

Landing (MLW, SL, ISA): 1,230 m (4,040 ft)

Ceiling: 39,100–41,000 ft (11,900–12,500 m)

 

Engines:

2xCFM56-5B9/P turbofans with 23,300 lbf (100 kN) thrust each

  

The kit and its assembly:

I have been pondering the idea of an independent Scotland for some time and already built some what-if models with this background. But then arose the question: what could a national carrier airline be or look like?

 

This turned out to be a more complex question than initially ever thought of and led to more than a dozen potential design layouts, with the plan to avoid the much-too-obvious blue from the Scottish flag and rather incorporate the Scottish coat-of-arms (with a standing red lion on a yellow shield/background) but also based on limited decal resources. The small Airbus 318 was chosen because it would be a rather small airline, and the type’s extended range vs. it bigger brethren (making flight to America possible) made it a good choice for trans-Atlantic flights.

 

I settled for the Eastern Express A318 kit, which is BTW the only option for this airliner in 1:144. Upon an initial glance the kit looked quite O.K. – very simple and straightforward, and somewhat looking like a clone of the Revell A319/320 model (but it isn't). However, closer inspection confirmed the impression of a rather poor copy quality level. Most surface details (engraved) are there, but they are soft and somewhat blurred, and any fine details like pitots or blade antennae are missing or just hinted at. The material is also dubious, a very waxy and soft styrene. It can be glued together easily, but it is very sensitive to scratches or cuts.

 

However, things turned really ugly when I tried to build it! NOTHING of the major elements fits together, the worst flaws became apparent when I tried to glue the fuselage halves together, which turned out to be wavy along the seams and heavily dented, esp. along the spine. Massive PSR was necessary to fill the worst gaps, and even then, the result is barely acceptable.

 

Another disaster area is the wing/fuselage intersection. Unlike the Revell A320, the Eastern Express kit comes with separate, asymmtretical lower wing halves, which carry a part of the lower fuselage. Raised surface details and air scoops justify this construction, but the poor fit of everything involved in this area left me with a ventral 2mm(!!!) gap and further misalignments that called for even more PSR. Horrible.

 

The final major problem zone was the fin – in consists of a base, which is molded into the fuselage halves, and the extended fin tip as well as the rudder are a separate part. This could work, if the fin’s base halves were not about 1mm too thick when assembled, resulting in a crippled fin that called for more PSR to create even surfaces on both sides (and fill gap’s at the rudder’s base)…

 

Beyond that, there were some sinkholes on the wings and the (otherwise pretty clear) cockpit glazing did not fit at all, being much too narrow and leaving considerable gaps at its base. Since I had decals for the complete cockpit glazing at hand I short-handedly blended the clear part into the hull with some more PSR. No, this kit is NOT recommended – I guess that cutting an A319/320 from another manufacturer and scratching the longer fin leads to better results than the Eastern Express A318 kit!

  

Painting and markings:

I wanted to develop a personal livery for Scotland’s potential flag carrier, and this took a while. The process was inspired and also limited by decal options, and I wanted to avoid the obvious color blue. I rather took inspiration from the Scottish coat of arms, which shows a standing red lion on a deep yellow background. For potential layouts I took the burden to create profile drawings, which soon revealed that yellow and red would make the airliner look like a Spanish charter carrier, so more and more black crept into the design, eventually fully replacing the yellow, together with white as basic color for the fuselage and a little red from the lion as contrast. After more than a dozen layouts the one I chose reminds of the late BEA scheme (with the black fin and trim) or Air Canada. However, I wanted to avoid a contemporary livery with a uniform/featureless fuselage, so I incorporated a black window cheatline that visually stretches the fuselage. The design has a certain retro appeal, even though this was not intended.

 

The fuselage was prepared with grey primer and received a coat with pure white paint from the rattle can. The wings were painted with Humbrol 40 (Gloss Light Gull Grey) and 126 (FS 26270) for the Corroguard areas. Fin and engine nacelles were painted black (Humbrol 21). The small winglets were painted in red (Humbrol 19), as small color highlights. Black ink was used to emphasize the panel lines (esp. of the flaps and rudders) on the wings, the white fuselage remained clean, though, in order to avoid a dirty or worn look.

 

The cheatlines and the windows come from a TwoSix Decals sheet for a retro British Airways A319 with a BEA red square livery, the decals had to be tailored to the A318’s shorter fuselage. The black nose section was retained, because it reminds of the elegant livery of British Caledonian Airlines. The red “Caledonian” letterings and the smaller sublines come from a TwoSix Decals sheet for a Sixties’ Caledonian Airways DC-6B. I had hoped to use the sheet’s large red lions for the Airbus’ fin, but they were only printed on clear carrier film and lacked opacity, so that I had to improvise. I found a suitable alternative in a MicroScale H0 scale sheet for Cape Brenton & Nova Scotia Diesel locomotives.

The stencils are a mix from the (very nice) Eastern Express and the TwoSix Airbus sheet, and I printed the registration code with the Scottish flag as well as the “independence” tag on the nose myself.

 

Finally, the model was sealed with an overall coat of glossy acrylic varnish.

 

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.

 

The Piber Federal Stud is 555 hectares in size and approximately 250 horses are kept there, including 70 broodmares.

 

Only stallions from the Spanish Riding School are used as breeding stallions, and all six classic stallion bloodline families are used.

-----------------------------------------------------------------------------------

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.

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Members of South Sudan's White Army, a predominantly Nuer militia, which is fighting alongside army defectors against President Salva Kiir, in Lankien, Jonglei State, Jan 22 2014. Militiamen, residents and wounded sodleirs vowed to fight on, despite recent setbacks, insisting they will only have peace when President Kiir steps down.

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Copyright 2013 BOTHAM | DESIGN

www.bothamdesign.com

All Rights Reserved

Prints available upon request

  

Sony A65V; SAL1118

f/13, 1/125s, ISO 100, 11mm

MARRABEL August 31

The ceremony of laying the foundation stone of the Loyal Marrabel Lodge Hall No 62, IOOF, Manchester Unity, was performed yesterday by the PGM of the Kapunda district, Brother G E Davis jun.

 

A large and representative gathering assembled. Brother Albert Stief called upon the Secretary (Brother G E Davis) to read the historical report of the lodge. The latter dealt extensively with the progress of it since its formation on September 1, 1864. Of the 13 foundation members, only one survives—Brother James Howlett—who was present at the ceremony.

 

The late PPGM Brother Joseph Downing, one of the recent directors of the order in South Australia, together with the late Brother Augustus Stief and Brother W Polkinghorne, assisted in forming the first committee, and initiated the 13 foundation members. During the 17 years of the lodge many difficulties and setbacks have occurred, but were surmounted with the aid of good officers, particularly the late secretary (Brother W. Polkinghorne), who filled that position for 39 years continuously, and the late Brother A Stief, who was always a ready and willing worker.

 

Mr S March presented Brother G E Davis with a trowel on behalf of the members of the Loyal Marrabel Lodge. PGM Brother G E Davis thanked the brethren for the honour conferred upon him and for their presentation. He congratulated the trustees on their management of affairs, which had led up to the erection of such a fine hall, and remarked that Mr W Cairns, of Riverton, was the architect, and Mr S March, of Kapunda, the contractor. He expressed the opinion that the hall would be a credit to them, an ornament to the town, and a monument to the Order of Oddfellows in South Australia. Mr Davis proceeded with the ceremony of laying the stone, and deposited documents, a daily paper, and some coins of the realm thereunder. He declared the stone well and truly laid.

 

Brothers J J Helleur, J T Matthews, J Windebank, and others congratulated the lodge on its progressive state…invited the assembly to adjourn to the hotel, where the toast, "Success to the hall” was honoured. [Ref: Observer Saturday 9-9-1911]

 

MARRABEL April 4

The Marrabel Oddfellows’ Hall was opened yesterday. The weather was fine, and residents and visitors from neighbouring towns assembled in strong force to participate in the celebrations.

A long programme was conducted to a successful issue. A procession of more than 100 Oddfellows marched from the old lodgeroom to the new hall. PPGM Brother A E Stief presided, and handed to Grand Master Brother F A Holmes, who performed the opening ceremony, a silver presentation key.

 

Grand Master Brother F A Holmes congratulated the Marrabel Lodge on its financial position, which enabled it to build such a fine hall.

 

PGM Brother G E Davis jun (Secretary) in presenting the report, stated that sick pay to the amount of £1,791: death benefits £960: surgeons' fees £2,250: and management expense, £1,518 had been paid out since the inauguration of the lodge. Thus through the agency of the Marrabel branch a total of £6,519 had been distributed.

The hall was erected and furnished at a cost of £1,700 and was opened free of debt.

 

A banquet was tendered to visiting Oddfellows, and various toasts were honoured

The public were entertained with various musical items in the main hall while the banquet was in progress in the lodgeroom.

In the evening the Olympic Star Picture Company showed to a packed house.

A ball terminated the proceedings. Brother H Traeger made an efficient MC. [Ref: Register Monday 8-4-1912]

 

*April 29 The Marrabel Quadrille Class

The Marrabel Quadrille Class opened their 1912 season on Saturday night with a very successful dance held in the Oddfellows' Hall. There were 29 couples present. Mr H C Traeger officiated as MC very efficiently, and Mr W Disher supplied the music. [Ref: Daily Herald 1-5-1912]

 

*Marrabel March 19

The Ceremony of opening the new bridge over the River Light was held this afternoon. The bridge, just completed, overcomes the previous frequent impassabilitv of the river, but the southern embankment is considered to have been limited a little in its construction.

 

Mr Young said that in the construction of this bridge a most awkward thing had to be considered, and that was the turn of the river just below the bridge. This turn had the effect of sending flood waters out across the road at one end of the bridge embankment. This matter required watching, and if in time it grew to be anything serious, the department would remedy it, probably by building the road a few feet higher for the distance necessary to throw the water back along the course of the river.

 

He particularly wanted to thank Mr H Wurst for allowing the Department to take earth from his property for the earthworks at the bridge, which fact in itself was a considerable saving to the Department owing to its easy accessibility to the job. He had much pleasure in asking Mrs O'Brien to perform the opening ceremony, and name the bridge, which was done amid cheers from the people assembled.

 

The assemblage then adjourned to the Oddfellows’ hall, where the function was continued in the form of a banquet. [Ref: Kapunda Herald 27-3-1914]

 

*The residents of Marrabel and the surrounding districts made a splendid response on Australia Day. The efforts of the general committee met with great success and exceeded all expectations. A thorough canvass of the district was made by a collecting committee, and more than £300 was collected previous to Australia Day. Friday's proceedings began with a combined procession of Marrabel, Hamilton, and Friedrichswalde school children, who marched from the Oddfellows' Hall to the public school, where they saluted the Union Jack.

 

A programme of sports was then carried out, old and young joining in, the festivities.

A public tea followed in the banqueting room of the hall and was well patronised. A social was held in the main hall in the evening.

 

A sale of the goods presented to the funds realized a substantial sum. A Commonwealth flag was sold on the Bugler system, and materially added to the funds.

The proceeds totalled £376, which is considered highly satisfactory for a small community. [Ref: Register 5-8-1915]

 

*A farewell social was tendered to Sgt Lloyd, and Privates C C Rowett and J Wilson in the Marrabel Oddfellows' Hall, on Saturday evening: Mr G E Davis ju., presided over a large gathering. A number of toasts were honoured. A wristlet watch was presented by Mr Kitchen to each of the soldiers. [Ref: Kapunda Herald 28-4-1916]

 

*On Wednesday evening, the 20th inst a public welcome was given in the Oddfellows' Hall to Pte J W Hildebrandt, who has returned from the front after nearly three years of active service abroad. The returned soldier was met at the Riverton station by his father (Mr August Hildebrandt), and sisters and brothers.

Pte Hildebrandt was one of the first men from this district to offer his services, and is the first to return. He has fought at Gallipoli, Egypt, and has been in the thick of the fighting in France, where he received a bullet wound in the knee, which put him out of action.

 

Pte Hildebrandt was welcomed home by Messrs F P Kitchen and W A Duncan, and was presented with a purse of money (24 guineas) by Mr A E Stief from the residents of Marrabel and district. [Ref: Kapunda Herald 1-3-1918]

 

*The first of a series of dances promoted by the Cheer Up Society was held in the Oddfellows' Hall on Wednesday evening of last week. There was a large gathering present. Admission was by gift of not less than 2/6 in value for trench comforts, and resulted in sufficient goods being collected to pack 16 7-lb parcels to the boys at the front, containing cakes, cigarettes, sweets, &c, and two large boxes of cake have been forwarded to the Cheer-Up Hut.

The supper was provided by the ladies. It is the intention of the society to hold dances once a month during the winter. [Ref: Kapunda Herald 10-5-1918]

 

*January 28

A large gathering assembled at the Oddfellow’ Hall on Monday evening when a farewell social was tendered the Rev Father Maher, who is being transferred to Gawler after a residence here extending over sixteen years.

 

Mr W A Duncan presided, Dr R McM Glynn, of Riverton, presented Father Maher with a purse of money from the residents of the district, also Miss Glynn (Father Maher’s housekeeper) with a Morris chair, and Mr Jack Little, who is in Father Maher's employ, with an envelope containing money. [Ref: Kapunda Herald 31-1-1919]

 

* November 1 — A welcome home social was tendered to Sister Amy Dorrington and Cpl Ben and Pte Leonard Girke, in the Oddfellows' Hall on Wednesday evening. There was a large gathering.

 

A guard of honour was formed by the school children, and the guests were welcomed home in an eloquent address by Mr F P Kitchen. Mr J G Wurst (Chairman of the Hamilton District Council) presented the returned sister and soldiers with a framed certificate from the District Council of Hamilton. The Rev Allen Webb, of Riverton, presented Sister Dorrington with a gold wristlet watch from her Marrabel friends. Sister Dorrington and Cpl and Pte Girke responded. [Ref: Register 4-11-1919]

 

* November 16

The English brides of Cpl Ben Girke and Pte Cecil Rowett were welcomed in the Oddfellows Hall last Tuesday afternoon by the residents of Marrabel and district.

 

A guard of honour was formed by the ladies, and the "Wedding march" and the National Anthem were played by Miss Rehder. The brides were greeted by the Rev Allan Webb, on behalf of the residents of the town and district. Afternoon tea was served in the main hall, and the tables were tastefully decorated. Wine and a wedding cake were presented by Mrs. Thomas Marlow. The toasts were proposed by Mr Webb, who was supported by Mr Robert Gill.

The bridegrooms, Cpl Girke and Pte Rowett responded for the brides, and Messrs J D Rowett and E Girke, senrs thanked the gathering for the cordial welcome tendered to their sons and wives. [Ref: Observer 29-11-1919]

 

*On Saturday last, in the presence of one of the largest crowds ever seen in Marrabel, the Soldiers' Memorial was unveiled by the "Soldiers Chum ", Mr Sammy Lunn, M.B.E.

 

In 1920 the Hamilton District Council appointed a committee, with Mr J G Wurst as chairman, and the district clerk (Mr A J Stief) as secretary, who raised money to purchase a block of ground adjoining the Marrabel Hall.

The work of erecting the monument was entrusted to Mr R W Tillett and he carried it out with great skill.

The Hon W Hannaford was proud and pleased to be present to honour the memory of the brave lads who fell fighting for King and Empire.

He was also proud of the nurses who had left Australia, and particularly two nurses, who held the highest distinction it was possible to attain. One of these, born and educated at Marrabel, Miss Louise Collis Dorrington, besides being awarded a number of French, Serbian, and American decorations, was lately awarded the diploma and medal of the Legion of Honour. [Ref: Advertiser 9-3-1922]

 

*April 2 The annual Roman Catholic picnic and sports were held in Mr Campion's paddock in fine weather today. The large attendance from all the surrounding districts was evidence of the popularity of the fixture.

Kapunda, Saddleworth, Riverton, Manoora, Auburn, Eudunda, and Robertstown sent their quotas, the result being a record attendance of approximately 1,090.

A grand ball and supper was given in the Oddfellows' Hall in the evening. [Ref: Observer 14-4-1923]

   

Center: Socony Mobil Building (Harrison & Abramovitz, 1952-56). Though we think of postwar skyscraper trends in terms of Seagram or Lever - light-gathering slabs avoiding the full footprint of their sites - this kind of thing remained quite common: a classic, block-filling setback skyscraper using every economically viable square foot of the site under the 1916 zoning code. Initial designer John B. Peterkin worked up the massing and elevations in brick and granite; Harrison & Abramovitz were brought in to juice things up, ultimately with a novel skin of tinted glass and stainless steel panels, the latter embossed with a light-catching ornamental pattern. As the Landmarks Preservation Commission report explains, aluminum cladding had been taking off in the preceding years, and the developer's friends in the steel industry offered to match the lower price of aluminum for the sake of getting a showcase building for their produdct. The ornamented panels, which feel surprisingly contemporary in a world of monochromatic skins and wrap-around patterns, were predictably the subject of some resistance at the time:

 

From the outset, it was understood that the decision to press decorative patterns into the panels might generate controversy. It was, consequently, explained in functional terms: the reliefs stiffen the panels, diminish reflections, and create a surface in which “dirt and grime can be readily washed away by rain.” (28) Lewis Mumford, architecture critic for the New Yorker, viewed it less favorably. He called the design a “disaster” and said that the elevations looked as if they were “coming down with measles.” (29)

 

Despite the architects' good instincts concerning material and details, and the pleasures of seeing this thing in changing light, I find the buiding a bit uncomfortable to look at. The naked expression of the deep, deep floorplate not only conjures up images of the fluorescent cubicle farms, it also makes the massing appear far too stout and boxy. For comparison, the next building over, built before air conditioning and cheap electricity were assumed to solve everything, boasts a slim, oblong tower that rises to the sky quite dramatically. Speaking of which...

 

Just right of center: Chanin Building (Sloan and Robertson, with lobby by Jacques Delamarre, 1927-29). A set-back skyscraper of a generation earlier, also famous for a decorative, patterned surface - this one in brick and terra cotta, with bronze as the reflective metal of choice... none of which is visible in this shot as the decorative energy is concentrated at the base, for pedestrian eyes. The tower component is more comfortable than Socony with its tower-ness: structural verticals are accentuated by pilasters rather than suppressed into a paneled skin that equalizes vertical and horizontal. A lesser-known stunner - one of New York's very best.

.surly krampus 29+ .specialized chisel 29" .chris king pink .nextie 35mm carbon .surly knard 3.0 .sram xx1 .absolut black 32t .shimano xt .enve setback .salsa liplock .fizik antares .spclzd stem .answer 20/20 .esi xtra chunky grips .avix x.0 .bikepack.pl | .revelate design

 

#tuscanytrail

Comacchio, is the most original and fascinating historic town in the Po Delta. Heir to ancient Spina, fought over by Ferrara and Ravenna, Popes and Emperors for centuries, its origins go far back: it rose up on 13 islets at the dawn of the Middle Ages and founded its urban and economic development exclusively on the water. Fishing, fish-breeding in the lagoon and producing salt were the source of its prosperity and also of its setbacks as they brought it into conflict with Venice. Today, Comacchio still boasts unique, intact architectural features; a town of canals, palaces and monumental bridges, inhabited by people with a strong sense of identity who are proud of their origins.

 

Source: www.ferraraterraeacqua.it/en/comacchio/services-and-fair-...

 

alas, I turned up empty. Nothing really caught my eye. But if you think this temporary setback will impinge on my shopping trips, you're crazier than I am LOL

Finally the epic saga of the long awaited Greenmax Plasser Tampers is finished, after numerous setbacks and delays in production I finally have mine, I was lucky in that I only had to wait one of the two years that it took to be released.

 

Getting this model was somewhat a case of serendipity, when I first went to preorder one of these models online pretty much everywhere had closed off their preorders. However there was one shop Loco1Hobby that still had the 4710 Tetsudo Kogyo available for preorder, I really wanted the yellow version 4709 but thought what the hell I will order the 4710 instead. Little did I know luck was on my side, by chance one day I was talking to Edo_San about these models and he told me he had ordered two of the 4709 units. He told me that he would have liked to have got one of the 4709's and one of the 4710's but the preorders had been closed for the 4710's and he placed an order for two 4709's instead, once we received our orders we happily exchanged them.

Frame :*RITCHEY* ascent frame set

Wheels :*HED.* belgium plus C2 rim 650b × *PHILWOOD* 11-speed cx rear hub

Stem :*THOMSON* elite x4 stem

Handlebar :*THOMSON* elite setback seatpost

Brake Lever :*SRAM*

Brake :*SRAM*

Crankset :*SRAM* rival

BB：*PHILWOOD* outboard bottom bracket

FD&RD：*SRAM* rival

Tire：*SCHWALBE* racing ralph

Seatpost ：*THOMSON* elite setback seatpost

Saddle：*SELLE ITALIA* flite 1990 saddle

Grips:*LIZARD SKIN* charger evo grip

Pedal :*TIME* atac XC 4 pedal

Setbacks are easier to navigate your way around, when you have friends to share the journey.

Two women looking at a map at the Royal Melbourne Show, 2010

Our plan, to drive from Mefjordbotn to Mefjord Brygge, suffered a small setback when the road was closed and we instead had to circumnavigate Senja (via Sorli). We were rewarded with some beautiful scenery.

“The pursuit of peace and progress cannot end in a few years in either victory or defeat. The pursuit of peace and progress, with its trials and errors, its successes and setbacks, can never be relaxed and never abandoned.” - Dag Hammarskjold

 

Roney is pointing at the Hummingbird emblem painted on the entrance wall at the Hummingbird Activity Center. The words "Beija-Flor" mean Hummingbird.

 

Please visit Tatiana Cardeal’s latest group action against social injustice, in the Flickr community. Hopefully some good will come out of it if we all get our act together and do something.

 

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Note:

Roney is one among 15.000 lost children still roaming the streets of São Paulo.

   

It is in deepest regret and sadness that I inform you of Roney's cold-blooded murder on the early morning hours of January 15th. May he find peace wherever his journey has taken him.......

 

IMPORTANT NOTE:

On June 27th. we also lost our beloved Claudiney.

 

Proxima Centauri - Planet B

 

Efforts to reach Proxima Centauri have been ongoing for years, with researchers making significant strides and facing considerable setbacks. Advancements in interplanetary travel, wormholes, and black hole studies have transformed fundamental aspects of life on Planet A. Now, we observe a completely different sky, with previously unseen and unrecognised stars visible to the naked eye. This phenomenon, while breathtaking, has sparked debate over whether it signifies progress or impending catastrophe. Albert Einstein's theories on curved space seem validated, yet there are unforeseen elements, even beyond Einstein's predictions, such as the emergence of temporary rifts in space-time that allow for instantaneous travel across vast distances. These rifts, while facilitating unprecedented exploration, also bring the risk of instability, potentially merging different points in the universe unpredictably. Moreover, the altered celestial visibility has led to the discovery of new planetary bodies with unusual gravitational effects, creating both opportunities for resource extraction and threats of cosmic collisions. These developments, blending wonder with danger, continually challenge our understanding of the universe and our place within it.

 

Introduction on Exoplanets

Exoplanets, or extrasolar planets, are planets that orbit stars outside our solar system. Since the confirmation of the first exoplanets in the early 1990s, the search for these distant worlds has become a key focus in the field of astronomy. To date, thousands of exoplanets have been discovered, varying immensely in size, composition, and orbit. They range from gas giants many times the size of Jupiter to small, rocky planets that may be akin to Earth.

 

These discoveries have been made using a variety of methods, including the transit method, where a planet's passage in front of its star causes a slight dimming detectable by telescopes, and the radial velocity method, which measures the star’s wobble due to the gravitational pull of an orbiting planet. These techniques have unveiled a rich tapestry of planetary systems vastly different from our own.

 

The nearest exoplanets are found in the habitable zone of Proxima Centauri, the closest known star to the Sun, approximately 4.24 light-years away. If humanity could develop a spacecraft capable of reaching 25% of the speed of light, a journey to Proxima Centauri would theoretically take about 17 years. Such a voyage would represent an unprecedented technological challenge, involving extreme durations and distances far beyond our current capabilities. Yet, as we face global environmental crises such as climate change and rising sea levels, the interest in potentially habitable exoplanets as a 'Plan B' continues to grow.

 

Traveling to the nearest exoplanet, Proxima Centauri, at a speed similar to that of the Space Shuttle (about 28,000 kilometers per hour) would take approximately 163,429 years. This highlights the immense distance to even the nearest stars outside our solar system and illustrates the significant challenges associated with interstellar travel using today's technology.

 

The nearest known exoplanet is Proxima Centauri b, which orbits the star Proxima Centauri. Proxima Centauri is the closest star to our solar system and is part of the larger star system known as Alpha Centauri, which also includes the brighter stars Alpha Centauri A and Alpha Centauri B.

 

Proxima Centauri b

 

Distance from Earth: About 4.24 light years.

Discovery: Proxima Centauri b was discovered in 2016 using the radial velocity method, which measures small changes in the star's speed caused by the gravitational pull of an orbiting planet.

Location in the Sky

Proxima Centauri is part of the constellation Centaurus, which is visible from the Southern Hemisphere. It is not visible from most Northern latitudes. The constellation Centaurus is far from the North Star, which is part of the constellation Ursa Minor, and therefore it is not directly related to or close to known Northern constellations.

 

To locate Proxima Centauri in the sky from the Southern Hemisphere:

 

Identify Alpha Centauri: This is one of the brightest stars in the Southern sky and serves as a guide to Proxima Centauri.

Use a telescope: Proxima Centauri is a red dwarf and is very faint, so it is not visible to the naked eye. With a telescope, it can be found near Alpha Centauri.

  

Poem

In the cosmos' wide embrace,

We spin, a lonely, pale blue face,

Yet out there, in the vast night sky,

Worlds beyond our sun do lie.

 

Whispered secrets of distant suns,

Of planets where no foot has run,

Across the stellar sea, we yearn,

For exoplanets, our hearts turn.

 

To Proxima’s gentle glow,

To lands where alien breezes blow,

Our dreams take flight on astral wings,

To where the starlight softly sings.

 

Haikus

Distant worlds circle,

Stars whispering in deep space,

Secrets held in light.

 

Exoplanet dreams,

Voyages across the stars,

New homes in the void.

MARRABEL August 31

The ceremony of laying the foundation stone of the Loyal Marrabel Lodge Hall No 62, IOOF, Manchester Unity, was performed yesterday by the PGM of the Kapunda district, Brother G E Davis jun.

 

A large and representative gathering assembled. Brother Albert Stief called upon the Secretary (Brother G E Davis) to read the historical report of the lodge. The latter dealt extensively with the progress of it since its formation on September 1, 1864. Of the 13 foundation members, only one survives—Brother James Howlett—who was present at the ceremony.

 

The late PPGM Brother Joseph Downing, one of the recent directors of the order in South Australia, together with the late Brother Augustus Stief and Brother W Polkinghorne, assisted in forming the first committee, and initiated the 13 foundation members. During the 17 years of the lodge many difficulties and setbacks have occurred, but were surmounted with the aid of good officers, particularly the late secretary (Brother W. Polkinghorne), who filled that position for 39 years continuously, and the late Brother A Stief, who was always a ready and willing worker.

 

Mr S March presented Brother G E Davis with a trowel on behalf of the members of the Loyal Marrabel Lodge. PGM Brother G E Davis thanked the brethren for the honour conferred upon him and for their presentation. He congratulated the trustees on their management of affairs, which had led up to the erection of such a fine hall, and remarked that Mr W Cairns, of Riverton, was the architect, and Mr S March, of Kapunda, the contractor. He expressed the opinion that the hall would be a credit to them, an ornament to the town, and a monument to the Order of Oddfellows in South Australia. Mr Davis proceeded with the ceremony of laying the stone, and deposited documents, a daily paper, and some coins of the realm thereunder. He declared the stone well and truly laid.

 

Brothers J J Helleur, J T Matthews, J Windebank, and others congratulated the lodge on its progressive state…invited the assembly to adjourn to the hotel, where the toast, "Success to the hall” was honoured. [Ref: Observer Saturday 9-9-1911]

 

MARRABEL April 4

The Marrabel Oddfellows’ Hall was opened yesterday. The weather was fine, and residents and visitors from neighbouring towns assembled in strong force to participate in the celebrations.

 

A long programme was conducted to a successful issue. A procession of more than 100 Oddfellows marched from the old lodgeroom to the new hall. PPGM Brother A E Stief presided, and handed to Grand Master Brother F A Holmes, who performed the opening ceremony, a silver presentation key.

 

Grand Master Brother F A Holmes congratulated the Marrabel Lodge on its financial position, which enabled it to build such a fine hall.

 

PGM Brother G E Davis jun (Secretary) in presenting the report, stated that sick pay to the amount of £1,791: death benefits £960: surgeons' fees £2,250: and management expense, £1,518 had been paid out since the inauguration of the lodge. Thus through the agency of the Marrabel branch a total of £6,519 had been distributed.

 

The hall was erected and furnished at a cost of £1,700 and was opened free of debt.

 

A banquet was tendered to visiting Oddfellows, and various toasts were honoured.

 

The public were entertained with various musical items in the main hall while the banquet was in progress in the lodgeroom.

 

In the evening the Olympic Star Picture Company showed to a packed house.

 

A ball terminated the proceedings. Brother H Traeger made an efficient MC. [Ref: Register Monday 8-4-1912]

 

*April 29 The Marrabel Quadrille Class

The Marrabel Quadrille Class opened their 1912 season on Saturday night with a very successful dance held in the Oddfellows' Hall. There were 29 couples present. Mr H C Traeger officiated as MC very efficiently, and Mr W Disher supplied the music. [Ref: Daily Herald 1-5-1912]

 

*Marrabel March 19

The Ceremony of opening the new bridge over the River Light was held this afternoon. The bridge, just completed, overcomes the previous frequent impassabilitv of the river, but the southern embankment is considered to have been limited a little in its construction.

 

Mr Young said that in the construction of this bridge a most awkward thing had to be considered, and that was the turn of the river just below the bridge. This turn had the effect of sending flood waters out across the road at one end of the bridge embankment. This matter required watching, and if in time it grew to be anything serious, the department would remedy it, probably by building the road a few feet higher for the distance necessary to throw the water back along the course of the river.

 

He particularly wanted to thank Mr H Wurst for allowing the Department to take earth from his property for the earthworks at the bridge, which fact in itself was a considerable saving to the Department owing to its easy accessibility to the job. He had much pleasure in asking Mrs O'Brien to perform the opening ceremony, and name the bridge, which was done amid cheers from the people assembled.

 

The assemblage then adjourned to the Oddfellows’ hall, where the function was continued in the form of a banquet. [Ref: Kapunda Herald 27-3-1914]

 

*The residents of Marrabel and the surrounding districts made a splendid response on Australia Day. The efforts of the general committee met with great success and exceeded all expectations. A thorough canvass of the district was made by a collecting committee, and more than £300 was collected previous to Australia Day. Friday's proceedings began with a combined procession of Marrabel, Hamilton, and Friedrichswalde school children, who marched from the Oddfellows' Hall to the public school, where they saluted the Union Jack.

 

A programme of sports was then carried out, old and young joining in, the festivities.

 

A public tea followed in the banqueting room of the hall and was well patronised. A social was held in the main hall in the evening.

 

A sale of the goods presented to the funds realized a substantial sum. A Commonwealth flag was sold on the Bugler system, and materially added to the funds.

 

The proceeds totalled £376, which is considered highly satisfactory for a small community. [Ref: Register 5-8-1915]

 

*A farewell social was tendered to Sgt Lloyd, and Privates C C Rowett and J Wilson in the Marrabel Oddfellows' Hall, on Saturday evening: Mr G E Davis ju., presided over a large gathering. A number of toasts were honoured. A wristlet watch was presented by Mr Kitchen to each of the soldiers. [Ref: Kapunda Herald 28-4-1916]

 

*On Wednesday evening, the 20th inst a public welcome was given in the Oddfellows' Hall to Pte J W Hildebrandt, who has returned from the front after nearly three years of active service abroad. The returned soldier was met at the Riverton station by his father (Mr August Hildebrandt), and sisters and brothers.

 

Pte Hildebrandt was one of the first men from this district to offer his services, and is the first to return. He has fought at Gallipoli, Egypt, and has been in the thick of the fighting in France, where he received a bullet wound in the knee, which put him out of action.

 

Pte Hildebrandt was welcomed home by Messrs F P Kitchen and W A Duncan, and was presented with a purse of money (24 guineas) by Mr A E Stief from the residents of Marrabel and district. [Ref: Kapunda Herald 1-3-1918]

 

*The first of a series of dances promoted by the Cheer Up Society was held in the Oddfellows' Hall on Wednesday evening of last week. There was a large gathering present. Admission was by gift of not less than 2/6 in value for trench comforts, and resulted in sufficient goods being collected to pack 16 7-lb parcels to the boys at the front, containing cakes, cigarettes, sweets, &c, and two large boxes of cake have been forwarded to the Cheer-Up Hut.

 

The supper was provided by the ladies. It is the intention of the society to hold dances once a month during the winter. [Ref: Kapunda Herald 10-5-1918]

 

*January 28

A large gathering assembled at the Oddfellow’ Hall on Monday evening when a farewell social was tendered the Rev Father Maher, who is being transferred to Gawler after a residence here extending over sixteen years.

 

Mr W A Duncan presided, Dr R McM Glynn, of Riverton, presented Father Maher with a purse of money from the residents of the district, also Miss Glynn (Father Maher’s housekeeper) with a Morris chair, and Mr Jack Little, who is in Father Maher's employ, with an envelope containing money. [Ref: Kapunda Herald 31-1-1919]

 

* November 1 — A welcome home social was tendered to Sister Amy Dorrington and Cpl Ben and Pte Leonard Girke, in the Oddfellows' Hall on Wednesday evening. There was a large gathering.

 

A guard of honour was formed by the school children, and the guests were welcomed home in an eloquent address by Mr F P Kitchen. Mr J G Wurst (Chairman of the Hamilton District Council) presented the returned sister and soldiers with a framed certificate from the District Council of Hamilton. The Rev Allen Webb, of Riverton, presented Sister Dorrington with a gold wristlet watch from her Marrabel friends. Sister Dorrington and Cpl and Pte Girke responded. [Ref: Register 4-11-1919]

 

* November 16

The English brides of Cpl Ben Girke and Pte Cecil Rowett were welcomed in the Oddfellows Hall last Tuesday afternoon by the residents of Marrabel and district.

 

A guard of honour was formed by the ladies, and the "Wedding march" and the National Anthem were played by Miss Rehder. The brides were greeted by the Rev Allan Webb, on behalf of the residents of the town and district. Afternoon tea was served in the main hall, and the tables were tastefully decorated. Wine and a wedding cake were presented by Mrs. Thomas Marlow. The toasts were proposed by Mr Webb, who was supported by Mr Robert Gill.

 

The bridegrooms, Cpl Girke and Pte Rowett responded for the brides, and Messrs J D Rowett and E Girke, senrs thanked the gathering for the cordial welcome tendered to their sons and wives. [Ref: Observer 29-11-1919]

 

*On Saturday last, in the presence of one of the largest crowds ever seen in Marrabel, the Soldiers' Memorial was unveiled by the "Soldiers Chum ", Mr Sammy Lunn, M.B.E.

 

In 1920 the Hamilton District Council appointed a committee, with Mr J G Wurst as chairman, and the district clerk (Mr A J Stief) as secretary, who raised money to purchase a block of ground adjoining the Marrabel Hall.

 

The work of erecting the monument was entrusted to Mr R W Tillett and he carried it out with great skill.

 

The Hon W Hannaford was proud and pleased to be present to honour the memory of the brave lads who fell fighting for King and Empire.

 

He was also proud of the nurses who had left Australia, and particularly two nurses, who held the highest distinction it was possible to attain. One of these, born and educated at Marrabel, Miss Louise Collis Dorrington, besides being awarded a number of French, Serbian, and American decorations, was lately awarded the diploma and medal of the Legion of Honour. [Ref: Advertiser 9-3-1922]

 

*April 2 The annual Roman Catholic picnic and sports were held in Mr Campion's paddock in fine weather today. The large attendance from all the surrounding districts was evidence of the popularity of the fixture.

 

Kapunda, Saddleworth, Riverton, Manoora, Auburn, Eudunda, and Robertstown sent their quotas, the result being a record attendance of approximately 1,090.

 

A grand ball and supper was given in the Oddfellows' Hall in the evening. [Ref: Observer 14-4-1923]

        

Finally the epic saga of the long awaited Greenmax Plasser Tampers is finished, after numerous setbacks and delays in production I finally have mine, I was lucky in that I only had to wait one of the two years that it took to be released.

 

Getting this model was somewhat a case of serendipity, when I first went to preorder one of these models online pretty much everywhere had closed off their preorders. However there was one shop Loco1Hobby that still had the 4710 Tetsudo Kogyo available for preorder, I really wanted the yellow version 4709 but thought what the hell I will order the 4710 instead. Little did I know luck was on my side, by chance one day I was talking to Edo_San about these models and he told me he had ordered two of the 4709 units. He told me that he would have liked to have got one of the 4709's and one of the 4710's but the preorders had been closed for the 4710's and he placed an order for two 4709's instead, once we received our orders we happily exchanged them.

"1 Wall Street (also known as the Irving Trust Company Building, the Bank of New York Building, and the BNY Mellon Building) is a skyscraper in the Financial District of Lower Manhattan, New York City, on the eastern side of Broadway between Wall Street and Exchange Place. 1 Wall Street, designed in the Art Deco style, is 654 feet (199 m) tall and consists of two sections. The original 50-story building was designed by Ralph Thomas Walker of the firm Voorhees, Gmelin and Walker and constructed between 1929 and 1931, while a 36-story annex to the south was designed by successor firm Voorhees, Walker Smith Smith & Haines and built from 1963 to 1965.

 

The facade, made of limestone, contains slight inwardly-curved bays with fluting to resemble curtains. On the lower stories are narrow windows with mullions, as well as ornate entrances. The massing of 1 Wall Street incorporates numerous small setbacks, and the top of the original building consists of a freestanding tower. The corners of the original building consist of chamfers, while the top of the tower has fluted windowless bays. The facade of the annex is designed in a style evocative of the original structure. Inside is an ornate main lobby with colored mosaics.

 

1 Wall Street had been constructed for Irving Trust, one of the larger banks in New York City in the early 20th century. At the time of its construction, the building occupied what was then considered one of the most valuable plots in the city. The building replaced three previous structures, including the Manhattan Life Insurance Building, once the world's tallest building. After Irving Trust was acquired by The Bank of New York Mellon (BNY Mellon) in 1988, 1 Wall Street subsequently served as BNY Mellon's global headquarters through 2015. After the building was purchased by Harry Macklowe, it has been undergoing a renovation since 2018, which is converting the interior to residential use with some commercial space.

 

The building is regarded as one of New York City's Art Deco landmarks, despite initially remaining ignored in favor of such buildings as the Empire State Building and the Chrysler Building. The New York City Landmarks Preservation Commission designated the original portion of the building as a city landmark in 2001. It is also a contributing property to the Wall Street Historic District, a National Register of Historic Places district created in 2007.

 

The Financial District of Lower Manhattan, also known as FiDi, is a neighborhood located on the southern tip of Manhattan in New York City. It is bounded by the West Side Highway on the west, Chambers Street and City Hall Park on the north, Brooklyn Bridge on the northeast, the East River to the southeast, and South Ferry and the Battery on the south.

 

The City of New York was created in the Financial District in 1624, and the neighborhood roughly overlaps with the boundaries of the New Amsterdam settlement in the late 17th century. The district comprises the offices and headquarters of many of the city's major financial institutions, including the New York Stock Exchange and the Federal Reserve Bank of New York. Anchored on Wall Street in the Financial District, New York City has been called both the most financially powerful city and the leading financial center of the world, and the New York Stock Exchange is the world's largest stock exchange by total market capitalization. Several other major exchanges have or had headquarters in the Financial District, including the New York Mercantile Exchange, NASDAQ, the New York Board of Trade, and the former American Stock Exchange.

 

New York, often called New York City or NYC, is the most populous city in the United States. With a 2020 population of 8,804,190 distributed over 300.46 square miles (778.2 km2), New York City is also the most densely populated major city in the United States. The city is within the southern tip of New York State, and constitutes the geographical and demographic center of both the Northeast megalopolis and the New York metropolitan area – the largest metropolitan area in the world by urban landmass. With over 20.1 million people in its metropolitan statistical area and 23.5 million in its combined statistical area as of 2020, New York is one of the world's most populous megacities, and over 58 million people live within 250 mi (400 km) of the city. New York City is a global cultural, financial, and media center with a significant influence on commerce, health care and life sciences, entertainment, research, technology, education, politics, tourism, dining, art, fashion, and sports. New York is the most photographed city in the world. Home to the headquarters of the United Nations, New York is an important center for international diplomacy, an established safe haven for global investors, and is sometimes described as the capital of the world." - info from Wikipedia.

 

The fall of 2022 I did my 3rd major cycling tour. I began my adventure in Montreal, Canada and finished in Savannah, GA. This tour took me through the oldest parts of Quebec and the 13 original US states. During this adventure I cycled 7,126 km over the course of 2.5 months and took more than 68,000 photos. As with my previous tours, a major focus was to photograph historic architecture.

 

Now on Instagram.

 

Become a patron to my photography on Patreon or donate.

 

Chrysler had Van Alen, the architect, incorporate some decorative designs associated with automobiles on the facades, namely simulated hubcaps near the top of one rung of setbacks and great stainless steel eagle gargoyles, two at each of the shaft's four major corners. Margaret Bourke-White, the photographer, had a studio on the building's 61st floor and posed atop one of the eagle gargoyles in a famous photograph. At a lower setback, stainless steel Chrysler-like hood ornaments serve as ceremonial winged urns.

The hubcaps, eagles and hood ornament decorations, however, are barely noticeable from the street and the building's base is surprisingly spartan. The main entrance is on Lexington Avenue, but there are also entrances on 42nd and 43rd Streets, all of which open onto the building's surprising, triangular lobby. The street entrances are recessed in angled openings that many critics noted were decidedly funereal in tone and almost coffin-shaped.

  

www.thecityreview.com/chryslerb.html

 

Frame :*VELO ORANGE* neutrino

Head Set :*CHRIS KING* nothreadset 1 1/8 inch

Wheels :*VELOCITY* cliffhanger rim × *VELO ORANGE* grand cru disc touring hub rear

Tires :*MAXXIS* grifter 20" tire

Stem :*FAIRWEATHER* MT-31 side clamp stem

Handle :*NITTO* B802 HT riser bar

Brake :*AVID* BB7

Brake Lever :*PAUL* canti lever

Chain ring:*AARN* track chainring

Saddle :*GILLES BERTHOUD* aspin leather saddle

Seat Post :*THOMSON* elite setback seatpost

Grip :*LIZARD SKINS* macaskill lock-on grip

Pedal :*MKS* sylvan stream

Quarry sidings.

+++ DISCLAIMER +++

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

  

Some background:

The Israel Aircraft Industries Nesher (Hebrew: נשר, "Vulture" - often mistranslated as "Eagle") is the Israeli version of the Dassault Mirage 5 multi-role fighter aircraft. Most were later sold to the Argentine Air Force as Daggers, and later upgraded as Fingers.

 

Israel had to replace more than 60 aircraft lost during the Six Day War and the War of Attrition which followed. Before the war, Israel began co-development with Dassault to build the Mirage 5 and it was eventually built by Israel and named Raam in Hebrew (thunder).

 

Dassault Aviation had developed the Mirage 5 at the request of the Israelis, who were the main foreign customers of the Mirage III. The Israeli Air Force (IAF) wanted the next version to have less all-weather capability in exchange for improved ordnance carrying capacity and range as the weather in the Middle East is mostly clear.

 

In January 1969, the French government arms embargo on Israel (in response to the 1968 Israeli raid on Lebanon) prevented the first 30 Mirage 5 aircraft (which were already paid for by Israel) plus optional 20 from being delivered and cut off support for the existing Mirage IIICJ fleet.

 

This was a setback for the Israeli Air Force, who needed the new Mirage to compensate for the losses of the Six Day War and was still using the Mirage IIIC. Israel then decided to produce the (Raam A and B project)[1] airframes as it had the necessary plans, although Israel did not officially obtain a manufacturing license.

 

Officially, Israel built the aircraft after obtaining a complete set of drawings. However, some sources claim Israel received 50 Mirage 5s in crates from the French Air Force (AdA), while the AdA took over the 50 aircraft originally intended for Israel.

 

Production began in 1969[5] with the first empty airframes with no weapons, electronics, seat, or engine included, delivered directly from Dassault Aviation. The first Raam A was delivered in May, 1971. In November, 1971 the plane was renamed Nesher.

 

The Neshers' airframe was identical to the Mirage 5, but there was an extensive refitting of Israeli avionics, a Martin-Baker zero-zero ejection seat, and improved provisions for a wider range of AAMs (Air-to-Air Missiles), including the Israeli Shafrir heat-seeking missile.The Nesher had simpler avionics than the Mirage IIIC but was slightly less maneuverable. However, it had longer range and bigger payload. The reduced maneuverability did not prevent the Nesher from performing well in air combat during the Yom Kippur war (see below).

 

The first Nesher prototype flew in September 1969, with production deliveries to the IAF beginning in May 1971 at Hatzor in May of 1971, with veteran test pilot Danny Shapira at the controls. In the months that followed, additional Nesher planes equipped this squadron, making up for the insufficient number of Mirage IIIs and raising the number of serviceable planes in the squadron. When the rate of production picked up at the Nesher assembly line at IAI, two new squadrons could be established, based solely on the Neshers. The first new squadron inaugurated 'Etzion Airbase at 'Bik'at Hayareakh' ('Valley of the Moon') near Eilat, in September of 1972, and the second was founded in March of 1973 at Hatzor.

 

When the Yom Kippur War broke out, in October of 1973, the IAF had 40 Nesher planes in its ranks, serving in the First Combat Squadron and in the two new squadrons.

Although they were originally intended for attack missions, in the course of the war the Neshers were primarily used in air-to-air combat. The IAF command decided to use the Phantoms, Skyhawks and Sa'ars against ground targets, and assigned the Mirages and Neshers the task of fighting enemy aircraft and establishing air superiority over the battle zones.

 

The Neshers proved to be good fighters and overcame their adversaries (MiGs and Sukhois) with relative ease. The first aerial victory of a Nesher took place on January 8, 1973, when 4 Neshers from the "First Fighter" squadron escorted F-4 Phantoms into Syria to attack a terrorist base. In an engagement with Syrian MiG-21s, 6 MiGs were shot down, two by the Neshers.

 

Neshers also took part in the Yom Kippur conflict later that year. One of the first air victoriy of the war was not an aircraft but an AS-5 Kelt air to ground missile launched against Tel-Aviv by an Egyptian Tu-16 Badger on the first day of the war, October 6th, 1973.

When Libyan Mirage 5s entered the fighting all Israeli Mirages and Neshers were marked with large yellow triangles bordered by a thick black frame to prevent a case of mistaken identity. At least two Mirage 5s were shot down by Neshers, as well as an Israeli Phantom shot down by mistake, the navigator and the pilot, a former Nesher squadron commander, parachuting to safety.

 

According to the statistics published after the war, there were 117 dogfights in the course of the Yom Kippur War (65 over Syria and 52 over Egypt). 227 enemy planes were shot down in these confrontations, and only six Israeli planes were shot down (they had been on interception missions, and were either hit by cannon fire or by sirface-to-air missiles). The Nesher squadron from Etzion was one of the leading squadrons, tallying 42 kills without a single plane lost.

 

The Neshers did not just go out on interception missions: they also carried out several attack sorties in the Golan Heights and on the southern front. The action was intense, with every pilot carrying out numerous sorties every day.

 

The war proved just how vital the Nesher's reinforcement of the IAF's order of battle had been, and convinced the defense community of the importance of continuing to develop fighters in the IAI. In 1975 the first Kfirs entered service, and the Nesher was gradually relegated to a less central role. All the Neshers were concentrated in two squadrons, and were transferred - in late 1976 - to Eitam Airbase, whicch had been newly dedicated in the northern Sinai.

 

Nesher production ended in February 1974 after fifty-one fighters (Nesher S) and ten Nesher two-seat trainers (Nesher T), and the type did not serve long with the IAF. In the late 70's there were already enough Kfirs in the IAF for completely replacing the Mirages and Neshers.

 

The Kfir was a significantly more advanced plane than the Nesher, boasting better performance as well as more sophisticated systems, and upgrading the Neshers was not deemed to be a worthwhile investment.

In 1981, the Kfir had supplanted the Nesher in Heyl Ha'avir, and the Neshers were renovated, for sale overseas. Neshers were sold to the Argentine Air Force in two batches, 26 in 1978 and 13 in 1980, under the name Dagger, comprising 35 Dagger A single-seat fighters and four Dagger B two-seat trainers. The Daggers then saw much action against the British in the Falklands War.

  

General characteristics:

Crew: one

Length incl. pitot: 15.65m (51 ft 3 in)

Wingspan: 8.22m (26 ft 11 in)

Height: 4.25m (13 ft 11 in)

Wing area: 34.8m² (373 sq. ft)

Empty weight: 6,600kg (14,535 lb)

Max. takeoff weight: 13,500kg (29,735 lb)

 

Powerplant:

SNECMA Atar 09 engine with 4,280 kg (9,430 lbf)dry thrust

and 6,200 kg (13,660 lbf) with afterburner

 

Performance:

Maximum speed: mach 2.1 (39,370ft)

Range: 1,300km (810 ml), clean and with internal fuel only

1,186km (736 ml) with 4700 litres of auxiliary fuel in drop tanks

plus 2 Air to Air missiles and 2600 lb of bombs

Service ceiling: 17,680 (55,775ft)

Rate of climb: 16,400ft/min (83.5 m/s)

 

Armament:

2× 30 mm (1.18 in) DEFA 552 cannons with 125 rounds per gun under the air intakes

Five pylons for a wide range of up to 4.200kg (9,250 lb) of disposable stores

 

The kit and its assembly:

This short notice build towards the end of the 2016 "Cold War GB" at whatifmodelers.com was inspired by a CG rendition of an IAF F-4 in the unique brown/blue paint scheme, posted by fellow user SPINNERS a couple of days before. Seeing that design variant I wondered how a Kfir in this livery would look like...?

 

I had a C-2 Kfir in the stash, but also stumbled across a Heller Mirage IIIE/R/5BA kit without a real purpose in the stash and remembered the Kfir's predecessor, the Nesher, which was more or less a bluntly copied Mirage 5. Since the type was earlier and more appropriate for the brown/blue livery, I decided to convert the Heller Mirage into a Nesher, since it comes pretty close.

 

The Heller kit is old and rather basic by today's standards. You get fine but raised panel lines, only a rough interior, mediocre fit and a brittle plastic that catches scratches and dents when you only look at it.

 

Anyway, creating a Nesher from the Heller kit is not really complicated. Two major mods have to be made: the fin has to be enlarged or replaced, and the nose needs a special pitot installation.

 

The Nesher carried the bigger Mirage III/5 fin, and the Heller kit only bears the short version. Since I had a donation PM Model Nesher/Dagger kit in store (horrible kit, it rather resembles a mutated Mirage III but neither the israeli nor the Argentinian aircraft!) I just transplanted the fin. This appeared easier than adding a fin fillet, and having just the right donation part at hand made the decision even easier. :D

 

The nose is the Mirage 5's, but the tip was slightly modified and the pitot needed a separate fairing/attachment under the nose tip. The latter was created from a piece of round styrene and blended with the lower front fuselage.

 

After the major body work was done, some antennae/sensors were replaced or added, a Panzer IV’s sprocket wheel as an afterburner interior (just to have something inside the gaping exhaust hole) as well as launch rails under the outer wings for a pair of Shafrir-2s. The sleek drop tanks come OOB from the Heller kit – it only offers a pair of bigger tanks with fins, but no offensive ordnance at all.

In the cockpit I used a Martin Baker ejection seat from an Italeri Kfir, a slightly better option than the OOB part.

  

Painting and markings:

This is the actual whif aspect about this build, which is just the fictional application of a real world IAF scheme that was in use about 10 years before the Yom Kippur War. In real life the Nesher just came too late to carry the murky brown/blue pattern, because it was phased out in 1967, after the Six Days War. But putting it onto a more modern aircraft creates interesting results!

 

The scheme is based upon the original grey/green French pattern, just with the colors replaced with RAL 8000 (Grüngrau) or Field Drab (FS 30215) and RAL 5008 (Graublau), the authentic upper surface tones for this strange camouflage.

 

I’ve already built a (real world) IAF Ouragan in this style, so I had some practice and good references at hand. Model Master 1702 (alternatively: Humbrol 142) is a good option for the brown/tan tone, even though it is a bit too dark for my taste. "Israeli Armor Grey" from ModelMaster is a more approriate tone - it's lighter and actually an equivalent for RAL 8000, which is also used on Israeli tanks!

 

For the greyish-green dark blue I used Humbrol 77 (Navy Blue) which comes IMHO close. The undersides were painted in a pale grey, I used FS 36440 (Light Gull Grey, Humbrol 129 in this case). Some sources claim it to be RAL 7044 (Seidengrau), but the FS tone is practically identical.

 

All Neshers (even in later Argentinian service) had their nose painted black. There was no radar oder radome fitted, it was rather a deception in order to make enemies confuse the simple ground attack Neshers with the more potent (and radar-equipped) Mirage IIIs.

 

The kit received a light black ink wash and some dry-brushing for panel emphasis. The decals come mostly from the PM Model Nesher, including the large, yellow Yom Kippur War ID triangles which create a powerful contrast on the dark underground. Interesting result!

 

Anyway, while the decals might be the best thing about the PM kit, they have thier drawbacks, too. While they are 100% opaque the carrier film is thick, stiff and brittle, and they do not adhere well to the underground, despite decals softener and other tricks. :(

 

As a small detail I put the aircraft's tactical code on a silver background, as if the aircraft had originally been bare metal with the camouflage rather hastily applied. Since I had no IAF squadron markings left I added a yellow/black checkerboard pattern to the fin's rudder - the marking of the 113 Tayaset "Ha'Tsira'a (The Wasps), which actually operated the Nesher in the Yom Kippur conflict, just with a different camouflage.

 

Finally, the kit received some smoke/exhaust marks with graphite and was sealed with a coat of matt acrylic varnish. To make matters worse, the Revell varnish turned white, so I had to repair that damage as good as I could, and the finish now is far from what I had originally hoped for, despite the general troubles with the PM Model kit's decals.

  

A rather subtle whif, and even the aircraft itself is real (or at least a "realistic" model replica). Anyway, the paint scheme application changes things considerably, and the model ended - with the ID trinagles and the other bright markings - more colorful than expected. But the finish ended up rather poor, so that I am a bit disappointed.

Besides, a highly recommended source for this aircraft is Amos Dor's "IAI Nesher (From Mirage to Kfir, pt. 2 of 3)" book from "The IAI Aircraft Series", AD Graphics/Milano, 2000. All the other publications from this series of books are also generally recommended for any IAF builds.

On the road to becoming my true self, I will (and have) come across bumps in the road along the way.

 

Whether it's a temporary setback such as travel distance or in the community, I often overcome and find solutions to the problems that I face, day in, day out.

 

But sometimes, those problems can become a big issue.

 

As the Beast from the Disney classic, Beauty and the Beast, once said:

 

"The day, my life, ended."

 

A while ago, I was in the Beast's shoes, going through and processing a devastating, life alterating event which hit me for six.

 

A five year, drug filled, neighbourhood war in my part of town (and my unit complex) was all but too much for me in all aspects.

 

So, I had to ask for help from a local charity for assistance, which, although I was at my lowest point, had an op shop and this sparkly dress just happened to be half price....

The only Jaguar XJ220 in the world that lived up to its name, being fitted with a stunning V12 engine and making it the world's fastest production car. However, costs, setbacks, a recession or two and a myriad of other problems resulted in the dream becoming a nightmare, and the match of styling and power made in heaven being turned quickly into a BDSM session in hell!

 

The proposal for the Jaguar XJ220 seemed to come right out of nowhere. In 1986 the company was sold to Ford after ownership under British Leyland, and was producing a selection of strange luxury motors including the XJS and the XJ, which, although were very good and highly luxury machines, weren't exactly setting the world on fire.

 

But racing had been put forward to the company before, and racing team owner Tom Walkinshaw encouraged Jaguar to put one of their XJS's into the 1981 European Touring Car Championship, in which they succeeded in winning the competition in 1984. Jaguar had started to provide factory support to racing team Group 44 Racing, who were using the Jaguar-engined XJR-5 in the IMSA GT Championship, supplying V12 engines from 1983 onwards and supporting a Le Mans entry in 1984. Tom Walkinshaw and Jaguar agreed to entering the FIA Group C World Sportscar Championship and developed the XJR-6, which was powered by the Jaguar V12 engine; the car was launched during the 1985 season.

 

TWR took over the IMSA GT Championship operation in 1988 and one model – Jaguar XJR-9 – was launched to compete in both series. The XJR-9, which retained the Jaguar V12 engine, went on to win the 1988 24 Hours of Le Mans and World Sportscar Championship in the same year. The poor fuel consumption of the Jaguar V12 combined with new rules restricting refuelling during races forced the replacement of the V12 engine in the XJR-9s successors, the XJR-10 and XJR-11. The normally-aspirated Austin Rover V64V engine, designed for the MG Metro 6R4 had recently been made redundant thanks to the Group B rally ban in 1987, and the design rights were for sale. The compact, lightweight and fuel efficient nature of the small-displacement, turbocharged engine was investigated by TWR, who considered it an ideal basis for a new engine to power the XJR-10 and purchased the design rights from Austin Rover Group.

 

Jaguar and their Director of Engineering, Jim Randle, felt these racing cars were too far removed from the product available to the general public, especially with the rule changes that mandated the replacement of the Jaguar V12 engine in the forthcoming XJR-10 and XJR-11 racing cars. Therefore a project was initiated to design and build a car capable of winning Le Mans "in house", just as the Jaguar C-Type and D-Type had done. The groundwork for the project was undertaken by Randle over Christmas 1987, when he produced a 1:4 scale cardboard model of a potential Group B racing car.

 

The cardboard model was taken into the Jaguar styling studio and two mock-ups were produced. One was said to be reminiscent of the Porsche 956, the other took elements of the then current Jaguar XJ41 project and Malcolm Sayer's work on the stillborn Jaguar XJ13 racing car.

 

The project still had no official support, leaving Randle no option but to put together a team of volunteers to work evenings and weekends in their own time. The team came to be known as "The Saturday Club", and consisted of twelve volunteers. To justify the resources consumed by the project, the XJ220 needed to provide meaningful data to the engineers on handling, aerodynamics, particularly at high speeds, and aluminium structures. These requirements, together with FIA racing regulations and various government regulations governing car design and safety influenced the overall design and engineering direction of the car.

 

The FIA Group B regulations steered the concept towards a mid-engine, four-wheel drive layout, with a Jaguar V12 engine as the power source. The concept car was designed and built at very little cost to Jaguar, as Randle called in favours from component suppliers and engineering companies he and Jaguar had worked with in the past. In return he offered public recognition for their assistance and dangled the possibility of future contracts from Jaguar.

 

The name XJ220 was chosen as a continuation of the naming of the Jaguar XK120, which referred to the top speed of the model in miles per hour. The concept car had a targeted top speed of 220 mph so became the XJ220. The XK120, like the XJ220, was an aluminium-bodied sports car, and when launched was the fastest production car in the world.

 

Jaguar and engine designer Walter Hassan had previously created a 48-valve variant of their V12 engine specifically for motorsport use. It featured a double overhead camshaft layout with four valves per cylinder, compared with the single overhead camshaft and two valves per cylinder of the production engine, which was used in the Jaguar XJ and Jaguar XJS models at the time.

 

TWR and Cosworth had manufactured a number of these racing V12 engines during the 1980s and they had been raced competitively, with a 7-litre version of this engine featuring in the Le Mans winning Silk Cut Jaguar XJR-9. Five of these engines still existed, all of which were fitted with dry sump lubrication. These engines were chosen and considered to be especially useful as the dry sump would lower the vehicle's centre of gravity. The displacement of the V12 was set at 6.2L for the XJ220.

 

Jaguar had little experience with four-wheel drive systems at the time, having previously only produced rear-wheel drive cars. Randle approached Tony Rolt's company, FF Developments to design the transmission and four-wheel drive system for the XJ220, with Rolt's son Stuart running the project. Tony Rolt was the Technical Director of Ferguson Research, where he was heavily involved in the design of the four-wheel drive system used in the Jensen FF, the first sports car to be fitted with such a transmission. Tony Rolt also had a long involvement with Jaguar, winning the 1953 24 Hours of Le Mans with the factory works team driving the Jaguar C-Type.

 

The mid-engine complicated the design of the four-wheel drive system, and an innovative solution was needed to get drive from the rear of the engine to the front wheels. The chosen design took the front-wheel drive from the central differential on the rear transaxle and sent it through the V in the centre of the engine using a quill drive, before joining an inverted differential. The clutch was a twin-plate unit designed by AP Racing.

 

The design brief for the exterior restricted the use of aerodynamic aids, and aimed for a stylish yet functional body similar to the Jaguar D-Type. Drag and lift were limited at the envisioned ground clearance for road use, but the design allowed for additional downforce when the car was set up for racing; the body produced around 3,000 lb of downforce at 200 mph. The design was also intended to have a variable rear wing that folded into the bodywork at lower speeds. Aerodynamic work was undertaken at the Motor Industry Research Association wind tunnel using a 1:4 scale model, as the project was unable to budget for a full-scale mock-up.

 

The bodywork for the concept car displayed in 1988 was hand built from aluminium by Park Sheet Metal, a specialist automotive engineering company that manufactures concept cars and low-volume, niche models for various manufacturers, including Bentley. QCR Coatings undertook final painting of the bodyshell in silver. The concept also featured electrically operated scissor doors and a transparent engine cover to show off the V12 engine.

 

The concept car had a Connolly Leather-trimmed interior produced by Callow & Maddox, and was fitted with front and rear heated windscreens, electric windows, air conditioning, heated electrically adjustable seats with an Alpine Electronics CD player. The dashboard was supplied by Veglia.

 

The concept car was completed in the early hours of 18 October 1988, the day it was due to be unveiled at the British International Motor Show, being held at the National Exhibition Centre, Birmingham.

 

Jaguar's marketing department had allocated space on their stand at the motor show for the XJ220, but had not seen the vehicle until its arrival. Jaguar chairman John Egan and Roger Putnam, who was in charge of Jaguar's racing activities, were shown the vehicle the week before the motor show and signed off on the concept, allowing its unveiling. The car received an overwhelmingly positive reception by public and press, and a number of wealthy Jaguar enthusiasts handed over blank cheques to secure a purchase option should the XJ220 concept go into production. Ferrari displayed their F40 model at the same event; an estimated 90,000 additional visitors came to see the Jaguar and Ferrari cars.

 

The XJ220 was not initially intended to be a production car, but, following the reception of the concept and financial interest from serious buyers, a feasibility study was carried out by teams from TWR and Jaguar. Its conclusion was that such a car would be technically feasible, and that it would be financially viable. The announcement of a limited production run of 220 to 350 cars came on 20 December 1989. The list price on 1 January 1990 was £290,000 exclusive of value added tax, options and delivery charges, but by 1992 that had increased considerably owing to indexation of contracts. The offer was four times oversubscribed, and deposits of £50,000 exclusive of Value Added Tax (VAT) were taken from around 1400 customers; first deliveries were planned for mid-1992.

 

What Jaguar didn't reckon on was that the 1990's were going to get off to a very bad start, with a good old fashioned recession to usher in the new decade. This, combined with the various downgrades that would have to follow to make the car road legal, would result in the Jaguar XJ220 giving the company and the customers headaches in more ways than one.

 

In 1991, the company constructed a new £4 million factory at Wykham Mill, Bloxham, for the single purpose of building the XJ220, the plant being opened by the late Princess Diana. But, in order to comply with a variety of road legislation, engineering requirements resulted in significant changes to the specification of the XJ220, most notably replacement of the Jaguar V12 engine by a turbocharged V6 engine.This downgraded engine made that desirable rocket car more run-of-the-mill, and many pulled back their deposits.

 

At the same time the economy collapsed and when the first production cars left the factory in 1992, many of the original potential buyers who had put down their hefty deposits found that they couldn't afford it, and wanted their money back. Many of them cited the fact that the four wheel drive, V12 had been downgraded to a two wheel drive, V6, and thus they weren't getting what they paid for. The result was that Jaguar went so far as to take their customers to court, and forced them to buy a car they no longer wanted, the problem being exacerbated by the fact that in 1993, the McLaren F1 took the title of world's fastest production car, was available with the V12 and all things it promised, and was much smaller and more manageable than the bulky XJ220.

 

A total of just 275 cars were produced by the time production ended, 22 of their LHD models never being sold, each with a retail price of £470,000 in 1992, probably one of the biggest automotive flops in motoring history, right up there with the DeLorean and the Edsel. But this would later be advantageous for many, as this pedigree 'worlds-fastest-car' machine would go in later years for a much lower price. £150,000 mind you, but it's a lot better buying the one's that weren't sold at this reduced price, than at the initial asking price back in 1992. Therefore buyers were able to procure themselves a first-hand XJ220, for half the price, a representative saving of nearly £250,000.

 

Today the XJ220's are rare beasts indeed, rarely coming out to play due largely to their expensive upkeep, heavy fuel consumption and sheer size. But keep your eyes open in some of the more affluent neighbourhoods, be they Dubai, Beverley Hills, or the South of France, and chances are you'll be able to find one.

Frame:*black mountain cycles* mod zero

Headset:*cane creek* 110

Wheel:*shimano*105 hb-r7070 x *velocity* blunt ss

Tire:*panaracer* fire pro

Handle:*whisky* no.7 6f aluminum drop

Stem:*thomson* elite x4

Bartape:*fizik* terra tacky

Saddle:*selle italia* flite 1990

Seatpost:*thomson* elite setback

It seems like we had a setback in our quest in making great glass negatives. The positive thing is that we think we have a better idea about what’s going wrong. First off we mixed up some info in our first batch of plates, where our initial gelatine sub-layer actually worked. The latest plates had a varnish sub-layer, and they seemed to work well as well. The problem appears to be that we used photoflo in the emulsion. The use of windex after the caustic soda bath might have contributed to the emulsion slipping as well.

Ludford Bridge and The Charlton Arms at Ludlow, Shropshire.

 

The Battle of Ludford Bridge was a largely bloodless battle fought in the early years of the Wars of the Roses. It took place on 12 October 1459, and resulted in a setback for the Yorkists. Although this seemed to be a triumph for the rival Lancastrians at the time, they had thrown away their advantage within six months.

 

Richard retreated towards Ludlow, before making a stand at a fortified position near Ludford, Shropshire on 12 October. His troops excavated a defensive ditch in a field on the opposite side of the River Teme from Ludlow, near the bridge which gave the battle its name. They also constructed barricades of carts in which cannon were emplaced. However, morale was low, not least because the royal standard could be seen flying in the Lancastrian army, and it was known that King Henry himself was present, in full armour. For much of his reign, Henry had been regarded as an ineffectual ruler, and he had even lapsed into madness for periods of several months at a time. Richard of York and his supporters had maintained that they were opposed only to Henry's "evil counsellors". Now they realised that their army would probably refuse to fight against Henry himself.[6]

 

Among the troops brought by Warwick from Calais were 600 men led by Andrew Trollope, an experienced soldier. During the night, Trollope and his men and others from the Yorkist forces defected to the Lancastrians.[7] Giving the impression of returning to Ludlow for the night, York, Salisbury and Warwick abandoned their armies and fled.[8] York, with his second son Edmund, Earl of Rutland, fled into Wales, and from there to Ireland. Salisbury, Warwick and York's eldest son Edward, Earl of March went to the West Country where a supporter, Sir John Dynham, loaned them a boat which took them to Calais, where the garrison still supported Warwick.[9]

 

At dawn on 13 October, the leaderless Yorkist troops knelt in submission before Henry, and were pardoned. York had abandoned not only his troops but also his wife Cecily Neville, Duchess of York, his two younger sons George and Richard and his youngest daughter Margaret, who were found standing at the Ludlow Market Cross when the Lancastrians arrived. They were placed in the care of the Duchess's sister Anne, wife of Humphrey Stafford, 1st Duke of Buckingham, one of Margaret's supporters. The Lancastrian troops proceeded to plunder Ludlow, becoming drunk on looted wine and committing many outrages.[

 

en.wikipedia.org/wiki/Battle_of_Ludford_Bridge

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.

On the road to becoming my true self, I will (and have) come across bumps in the road along the way.

 

Whether it's a temporary setback such as travel distance or in the community, I often overcome and find solutions to the problems that I face, day in, day out.

 

But sometimes, those problems can become a big issue.

 

As the Beast from the Disney classic, Beauty and the Beast, once said:

 

"The day, my life, ended."

 

A while ago, I was in the Beast's shoes, going through and processing a devastating, life alterating event which hit me for six.

 

A five year, drug filled, neighbourhood war in my part of town (and my unit complex) was all but too much for me in all aspects.

 

So, I had to ask for help from a local charity for assistance, which, although I was at my lowest point, had an op shop and this sparkly dress just happened to be half price....

*RITCHEY* ascent

Frame :*RITCHEY* ascent

Headset :*RITCHEY* wcs

Stem :*PAUL* boxcar stem

Wheels :*VELOCITY* blunt ss × *CHRISKING* R45 disc hub

Tire :*WTB* nano

Brake Lever :*PAUL* love lever compact

RD :*SRAM* force1

Crankset :*SRAM* force1 × *AARN*

Handlebar :*NITTO* b809 ssb

Brake :*AVID* bb7 S

Saddle :*SELLE ITALIA* flite1990

Seat Post :*THOMSON* elite setback

Grip :*RITCHEY*

Rack :*SURLY * 8-pack front rack

On the road to becoming my true self, I will (and have) come across bumps in the road along the way.

 

Whether it's a temporary setback such as travel distance or in the community, I often overcome and find solutions to the problems that I face, day in, day out.

 

But sometimes, those problems can become a big issue.

 

As the Beast from the Disney classic, Beauty and the Beast, once said:

 

"The day, my life, ended."

 

A while ago, I was in the Beast's shoes, going through and processing a devastating, life alterating event which hit me for six.

 

A five year, drug filled, neighbourhood war in my part of town (and my unit complex) was all but too much for me in all aspects.

 

So, I had to ask for help from a local charity for assistance, which, although I was at my lowest point, had an op shop and this sparkly dress just happened to be half price....