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with glasses - Copyright The Truth About Mortgage Feel free to use it on your site with citation to my blog.
Murray Rosenblatt was extremely proud of his wife Edith’s resourcefulness. With just a bit of leftover fabric from the new draperies, Edith managed to craft some stunning matching outfits for their yearly getaway to the Catskills.
Leader of the Conservative Party David Cameron during his statement about the result of the general election at the St Stephens Club, London, Friday May 7, 2010. Photo By Andrew Parsons
Rolled up jeans, striped tights, HIGH heels, and bad lighting.
By next week, everyone will be wearing it!
Yesterday 60 thousand people made a statement and took the street back. The Pride Parade was cancelled earlier this year. because of a shooting incedence outside a gaypub. Two people died.
Friday, 16 July 2021: we are under a Special Air Quality Statement alert today. Wildfire smoke is causing poor air quality and reducing visibility. I don't know if this is smoke from the over 1,000 BC (British Columbia) wildfires or a mix of that with smoke from the roughly 80 wildfires burning in Alberta at present. Also, a cold front will bring a threat for severe storms once again Friday (today), as another extreme heat event is already shaping up for next week. From the Weather Network.
(Thursday, 15 July 2021: our temperature is 27C (feels like 30C) at 1:00 pm. Sunrise is at 5:38 am, and sunset is at 9:44 pm. Lots more very hot weather ahead.)
The day before yesterday, 13 July 2021, I needed to escape the indoor heat of my home. I decided to do a similar drive to the one I made with my daughter on 17 June 2021. That drive felt so good, after keeping apart for the last year and a half because of COVID restrictions. The drive on 13 July was a shorter distance (391 km) than I had planned, as I kept stopping to photograph birds especially and ended up returning home before getting to my last two destinations.
It was a good day for birds. The very first bird I spotted was a beautiful Long-billed Curlew, Just a quick visit with it, as she must have had babies out in the field. Next, a Brewer's Blackbird on a high wire, and a little further, the first of many hawks seen this day. Most were Swainson's Hawks, but at least one was a Red-tailed Hawk. A wonderful family of an adult hawk with three youngsters has me puzzled, as they were very distant and I can't decide if they were Red-tailed or Ferruginous Hawks. A single hawk later in the day was a definite Ferruginous hawk, perched on a distant fence post way out in a field. Thanks to it being an extremely hazy day with awful heat distortion, I will eventually be posting a blurry photo, but they are such amazing hawks, that I want to post a photo for the record.
A few of the other birds that I was lucky enough to see include a second Long-billed Curlew at a different location. A couple of beautiful Horned Larks posed nicely on fence posts. Plenty of Vesper Sparrows to be seen. A few Canada Geese, and several duck species. Three Great Blue Herons were good to see. A couple of American Robins, always a welcome sighting, and a great 'broken-wing' display by a Killdeer added to the day. Surprisingly, I only caught a quick glimpse of one Western Meadowlark. Some of the ponds/wetlands have completely dried up, which is such a shame.
I have barely been out to see any wildflowers this year, as most of my activity has been by car. I did photograph a few on this trip. A couple of plants that I was happy to see were a small species of Sunflower, and a couple of plants of Milkweed.
No new barns or other old buildings, as I had driven these roads before. Still enjoyed photographing a few of them again, though.
By late afternoon, the light had become impossible for photography, still very hazy and under sun-blocking cloud. Probably just as well, as it really was time to start on the long journey home. No stopping anywhere en route, as I was already tired out. Felt good to reach home, after a 10-hour, great day.
As you come out of the subway (don't they have beautiful blue tiles?) you're confronted by this building. Built with the same effect in mind as the bank in Mary Poppins when the kid goes to deposit his tuppence?
The hands of a young boy, perhaps 15, sitting on a wall in The Peace Garden playing cards on Sunday afternoon. I was first attracted by the boldness & brilliance of his multiple bracelets then noticed the serenity he was carrying in his body language & beautiful face.As you can see here, he had a small tattoo on his right index finger, also another small one on the back of his neck & blond streaks in his hair. In this age of troubled urban youth it was a joy to observe his peaceful aura in this most appropriate setting.
Governor Tomblin applauds
BOMBARDIER aerospace EXPANSION
BRIDGEPORT, W.Va. (November 15, 2016) - Gov. Earl Ray Tomblin issued the following statement after an event he participated in with Bombardier Aerospace officials today, where it was announced that the aircraft manufacturer plans to expand its plant in West Virginia:
"From my first days as West Virginia's Governor, I've made it my priority to bring new investments and jobs to our state. Today's expansion announcement by Bombardier represents continued momentum toward a stronger, more diversified state economy. I thank and congratulate Bombardier, its leadership team and employees on this milestone. And I look forward to seeing the far-reaching impact of new jobs in North Central West Virginia."
Bombardier Press Release
Bombardier Plans Expansion of Maintenance Capacity at its Commercial Aircraft Service Centre in Bridgeport, West Virginia
Bridgeport, November 15, 2016 – Bombardier Commercial Aircraft and the State of West Virginia today announced plans to expand Bombardier’s aircraft service center in Bridgeport, West Virginia. The planned expansion is intended to enhance Bombardier’s capacity to provide heavy maintenance, component repair and overhaul support for its CRJ Series and Q Series aircraft. Ground breaking for the project is expected to take place in the spring of 2017.
“The fleet of Bombardier commercial aircraft in North America has grown to over 1,620 CRJ Series regional jets and Q Series turboprops – that’s an impressive fleet number that can only be supported by expanding Bombardier’s service centres,” said Todd Young, Vice President and General Manager, Customer Services, Bombardier Commercial Aircraft. “We’re excited with this growth plan for WVAC, as it confirms our commitment and ability to continue to deliver on the comprehensive service solutions that our customers have come to expect from us. In addition to serving our operators with improved turnaround times and enhanced service solutions, we are also pleased to be collaborating with the State of West Virginia on this project.”
“From my first days as West Virginia’s Governor, I’ve made it my priority to bring new investments and jobs to our state,” said Governor Earl Ray Tomblin. “Today’s expansion announcement by Bombardier represents continued momentum toward a stronger, more diversified state economy. I thank and congratulate Bombardier, its leadership team and employees on this milestone. And I look forward to seeing the far-reaching impact of new jobs in North Central West Virginia.”
The announcement was made at the facility and was attended by Governor Earl Ray Tomblin, other local government representatives and members of the Bridgeport business community. Alongside Todd Young, Bombardier Commercial Aircraft was represented by Stephen McCoy, General Manager, Commercial Aircraft Service Centres; and Chad Hill, Director of Operations, WVAC.
The existing 145,000 square-foot (13,470 square-metre) service centre, would double in size to approximately 300,000 square feet (27,870 square metres). Currently, the service centre has a capacity to operate at 500,000 man-hours a year; post expansion, its capacity could increase to one million man-hours per year to accommodate up to 20 maintenance lines at a time -- up from the nine lines operating today.
Following the expansion, WVAC will offer complete maintenance services including a sheet metal back shop with repair and fabrication capabilities; heat treat services; non-destructive testing; CNC
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machining and fabrication capabilities; tooling design and fabrication; composite repair and fabrication; welding services; interior refurbishment; wheel and tire overhaul; and paint services.
About Bombardier’s Commercial Aircraft Service Centres Over the last few years, Bombardier has secured several long-term heavy maintenance contracts –covering maintenance and repairs for commercial aircraft. Bombardier’s commercial aircraft service centres are designed to maximize quality and increase return-to-service speed within a competitive, predictable cost structure. The facilities are backed by Bombardier’s 24/7 technical help desks, in-service engineering teams and support staff deployed around the world.
In addition to the WVAC, Bombardier also operates commercial aircraft service centres in Tucson, Arizona and Macon, Georgia. Each of the three centres has received the FAA’s AMT Diamond Award of Excellence, the highest honour bestowed on an aviation maintenance employer, for many consecutive years (Bridgeport 18 years, Tucson nine years and Macon five years). The corporation also operates a US network of business aircraft service centres in Ft. Lauderdale, Florida; Dallas, Texas; Hartford, Connecticut; Wichita, Kansas; and Tucson, Arizona.
About Bombardier Bombardier is the world’s leading manufacturer of both planes and trains. Looking far ahead while delivering today, Bombardier is evolving mobility worldwide by answering the call for more efficient, sustainable and enjoyable transportation everywhere. Our vehicles, services and, most of all, our employees are what make us a global leader in transportation.
Bombardier is headquartered in Montréal, Canada. Our shares are traded on the Toronto Stock Exchange (BBD) and we are listed on the Dow Jones Sustainability North America Index. In the fiscal year ended December 31, 2015, we posted revenues of $18.2 billion.
Photos available for media use. All photos should be attributed “Photo courtesy of Office of the Governor.”
The Brisbane Courier
Friday 24 Dec 1928
The Clarence Corner
Sir - In your issue of Saturday, 8th, I read with interest a letter on the above subject, over the name of Magee and Co., and would like to refer to the statement that the name "Clarence Corner" was first suggested by the members of the Harris and Co.'s drapery business some 30 years ago.
I can look back over 50 years to that part of South Brisbane, when Cobb and Co.'s coaches passed by the old Clarence Hotel on their way to Southport. One driver, named Roderick, was a very popular coachman on this route, and while living at Pimpama at that period I passed the old Clarence Hotel in those coaches on several occasions. Again, less than 10 years later, our family resided at the corner of Merton-road and Peterson-street. I think I am correct in stating that at that time the name Clarence Corner was common among the residents thereabouts. The hotel was then leased by a Mr. King who had a fairly large family. Crump's butchers shop occupied the opposite corner, where the York Hotel now stands, and the Duke of Cornwall Hotel at the corner of Stanley and Allen streets was occupied by the Allen family.
Well do I remember the old line of buses to the outlying South Brisbane districts, run by such proprietors as Chalk, with buses to Kangaroo Point and East Brisbane; Kluver to Wolloongabba and Logan-raod; and Sodens to Boggo and Ipswich roads. The old familiar words of the drivers as they whipped up their pair of tired horses to the call of Stanley-street, Clarence, Woolloongabba, is yet clear to one's memory.
While on this subject reference may be made to the erection of the Boggo-road theatre now known as the Princess. It is just about 40 years since this theatre was erecte. The Ruthven Brothers who resided in the district, were the prime movers, and the architect was a Mr. Ibler. Quite a number of very fine concerts, theatrical performances, nigger minstrel entertainments, and balls were conducted in this building in the early years after its erection.
I am sir
J. R. Costello
South Brisbane, December 12
Queensland State Archives Item ID 436323, Photographic material
From 1897 to 1969, Brisbane's electric tram network funnelled people of all ages from one side of the city to the other.
Discover more video from Queensland State Archives
The more than 199km of track covered all four corners of Queensland's capital, and the remnants can still be spotted in certain suburbs to this day.
The Brisbane tramway network served the city of Brisbane, Australia, between 1885 and 1969. It ran on standard gauge track. The electric system was originally energised to 500 volts, and subsequently increased to 600 volts. All tramcars built in Brisbane up to 1938 had an open design. This proved so popular, especially on hot summer nights, that the trams were used as fundraisers and often chartered right up until the last service by social groups.
Most trams operated with a two-person crew – a driver (or motorman) and a conductor, who moved about the tram collecting fares and issuing tickets. The exceptions to this arrangement were on the Gardens line (Lower Edward Street) where the short duration of the trip meant it was more effective for passengers to simply drop their fare into a fare box as they entered the tram; and the "one man cars" which operated in the early 1930s.
The peak year for patronage was in 1944–45 when almost 160 million passengers were carried. The system route length reached its maximum extent of 109 kilometres (68 mi) in 1952. The total track length was 199 kilometres (124 mi), owing to many routes ending in single, rather than double, track. Single track segments of the track were protected by signalling which operated off the trolley wire. By 1959 more than 140 kilometres (87 mi) of track were laid in concrete, a method of track construction pioneered in Brisbane.
The last track opened was in O'Keefe Street Woolloongabba, in May 1961. However, this track was not used in normal passenger service and was merely used to reduce dead running from Logan Road back to Ipswich Road Depot.
Of the Australian capital cities which closed their networks between the 1950s and 1970s (only Melbourne and Adelaide retained trams, although Adelaide only had one line in operation), Brisbane was the last capital city to close its tram network. Despite the decision to shut down the network, the city's trams were held with great affection by locals. There have been ongoing proposals since the early 1990s to reinstate a functional tram network.
History
Brisbane expanded to become one of the most dispersed cities in the world by the 1870s. In the early years of Brisbane's settlement walking was the most convenient way to get around as most people choose to live close to their workplace. In 1875, the railway line to Ipswich opened up some areas in western and southern districts, however fares were expensive, as was owning a horse.
By 1885 an omnibus service reached almost every part of Brisbane. Omnibuses consisted of a strongly constructed wooden wagon with seating for males on the roof and a back-door entrance to the interior.
Metropolitan Tramway and Investment Company (1885–1896)
On 10 August 1885 the Metropolitan Tramway and Investment Company began official horse-drawn tramway services for the public. The 18 tramcars were built from highly polished cedar and mahogany in the United States by J G Brill and Company and John Stephenson Company. Fares were expensive, with the typical patron belonging to the middle class. Some even used the services to go home for lunch. Depression struck in 1893 and combined with 1893 Brisbane floods the horse-drawn tramway services saw large drops in patronage.
Brisbane Tramways Company Limited (1896–1922)
The first electric tramway ran along Stanley Street, in South Brisbane on 16 June 1897. Horse-drawn carriages were still being used in 1899. Up until the end of World War I, Brisbane's trams were the primary method used for travelling within the city.
Brisbane Tramways Trust (1922–1925)
Even during the Great Depression in the 1930s Brisbane's trams ran at a profit
Between 1923 and 1934 tram services in Brisbane were greatly expanded.
City of Brisbane (1925–1969)
See also: Trolleybuses in Brisbane
Brisbane's tramway system came under the control of the newly merged Brisbane City Council (BCC) in 1925. Through the 1940s and 1950s the tram system enjoyed strong political support within the council, which continued to expand the tram network and upgrade its fleet with some of the most advanced trams in Australia. Until 1934, the trams carried mail between the Brisbane General Post Office and suburban post office branches, and also acted as mobile postboxes.
Trolleybuses were introduced in 1951. The last tramway to open was in March 1961. Clem Jones became Lord Mayor of Brisbane the same year, and all new route construction was cancelled.
Decline of the electric street transport systems
By 1948 Brisbane's trams failed to return a profit as they could not compete with the more efficient bus services. Urban development, often well away from public transport, the rise of suburban shopping centres and the relative decline in the cost of motorcars meant that as elsewhere, Brisbane's public street transport system increasingly had to compete with the private motor car and patronage slowly declined from a post war peak of 148 million passenger journeys in 1946, to approximately 64 million passenger journeys in 1968.
Political support for the tram system waned in the 1960s, particularly so after the Paddington tram depot fire on 28 September 1962. 67 trams were destroyed, which represented 20% of the entire fleet. Brisbane's Lord Mayor Alderman Clem Jones was pro-freeway and private car. The Kalinga, Toowong, Rainworth and Bulimba ferry routes closed in December 1962.
The closure of the tram and trolleybus systems
In common with many other cities, Brisbane converted its remaining tram lines between 1968 and 1969 to all bus operation. The last trolley buses ran on 13 March 1969 and the final trams ran on 13 April 1969. The tramway closure was notable for the speed with which it was carried out. Over 300 replacement Leyland Panther buses were purchased, at the time the largest single bus purchase in the world. Most older, wooden trams were stripped of metal parts and then burnt at the City Council's yard at Cribb Street, Milton (adjacent to the tramway workshops). The bodies of later, all-metal cars were sold as sheds and playground equipment.
Types of trams
Unlike many other systems, Brisbane never adopted an alphabetical or numerical system for classifying its trams (cf Melbourne trams), preferring instead to use official descriptions, such as "standard centre aisle car", or "drop-centre saloon car".
Horse trams
single deck saloon
single deck cross bench
double deck - open top deck, lower saloon
Electric trams
Delivery of early combination cars was delayed and as a result the tramway company decided to convert many of the horse tram to electric operation, as a temporary expedient. Despite this, many of these converted cars remained in passenger service well into the 1930s.
California Combination car
The prototype Brisbane electric tram (No 1) was built at the Melbourne cable tram workshops from the body of a horse tram, and had 5 saloon windows instead of the usual 4 windows on the new-built Combination cars, with one fixed and one tip-over seat on each end platform.
Large Combination cars
These three trams were built in 1904 from three single deck horse trams, similar to the new-built California Combination trams but with 6 saloon windows as opposed to 4 on the new trams, and a single fixed cross-bench seat on each end platform instead of 2 tip-over seats each end. Withdrawn from service 1925 to 1930s.
Saloon cars
Each tram in this class was constructed by joining two single deck saloon horse trams together on a single motorised chassis. Their long, enclosed bodies gave rise to their nickname of "coffin cars". They were built in 1897, when delivery of new electric trams was delayed. 6 cars in this class. They were all withdrawn from service by 1930.
"Summer" cars
The 6 bench horse trams were motorised and later most were lengthened to accommodate 10 cross benches. One car was to remain in service until 1958 as an advertising car.
NEW-BUILT ELECTRIC TRAMS
California Combination
Officially referred to as "Standard Combination" trams, but more popularly referred to as "matchboxes". They had a central 4 window saloon with 2 tip-over cross-bench seats on each end platform. There were 62 trams in this class, built between 1897 and 1904, with the last one withdrawn from passenger service in 1952. Two, (nos 14 and 15), were converted into "scrubber" cars (track maintenance cars). Several were used as advertising cars, with 47 and 53 being used as one man cars on the Gardens shuttle route.
Nine Bench Cars
These 4 trams were constructed in 1897 and 1898 by the Brisbane Tramways Company. They were cross bench cars with no centre aisle. Two of the benches (those attached to the end bulkheads) were fixed and the other seven benches were tip-over. They could carry 45 seated passengers, plus standees. Two were withdrawn from service in 1938, the other two were probably withdrawn in 1943.
Brills
These 20 cars were officially "bogie open tip-over cross-bench cars". They were a standard design tram built by J G Brill and Company of Philadelphia, although two were built by the Brisbane Tramways Company, presumably under licence from the Brill Company. They each had 4 fixed back-to-back benches and 8 tip-over benches. The first 8 had clerestory roofs, the remainder had plain roofs. The first 8 were also fitted with couplings for trailers, but the trailers were eventually motorised (see "light twelve bench cars" below.) As these trams only had hand brakes, operating a coupled set was physically demanding on drivers. In later years these workhorses were very dilapidated and had diagonal cross bracing on each bulkhead to reduce body sway. One tram was involved in a bad accident in 1944 and was converted to centre aisle design (see Special Dreadnoughts). They were gradually withdrawn from service between 1937 and 1952.
Light Twelve Bench Cars
These eight cars were originally built as trailers between 1901 and 1903, but were motorised in 1912. They had 12 fixed back-to-back benches and could carry 66 passengers. They were all withdrawn from service between 1948 and 1951.
Standard Ten Bench Cars
There were 32 of these sturdy little single truck trams constructed in Brisbane. 28 were built by the Brisbane Tramways Company between 1907 and 1921 and a further 4 were built by the Brisbane Tramways Trust between 1923 and 1925. They had fixed, back-to-back bench seating carrying 50 seated passengers (plus standees). They were commonly called "toastracks" or "jumping jacks". In 1936 4 of these cars were converted to Baby Dreadnoughts (see below); another two were converted to this class in 1944. Apart from one car converted to an advertising car and another retained for historical purposes, they were all withdrawn from service between 1952 and 1955.
Dreadnoughts
Officially referred to as standard centre-aisle trams, 65 trams in this class built between 1908 and 1925. These trams could carry 90 passengers. The last 21, which were built for the Brisbane Tramways Trust between 1924 and 1925, had 12 windows, remainder built with 6 windows. Originally they were built with open end platforms, but these were enclosed in the 1930s. Some received "streamlining" with oval windows and skirting around their bogies. The attached picture illustrates the differences between various members of this class. The tram in the foreground is a 12 window Dreadnought (built by the Tramways Trust), still with seats on its end platforms and no streamlining. The tram ahead of it is an older, 6 window Dreadnought (built by the Tramways Company), but with its end seats removed and streamlining around its windows and skirting below the body of the tram.
"Special" Dreadnoughts
Each of these four cars was unique in their own way. Two were outwardly like the Dreadnoughts. Tram 100 was built in 1903 as the Tramway Company Manager's personal "Palace" car, fitted with carpets, plush seat covers and further interior decorations. Converted to regular passenger use in 1918 and was withdrawn from service in 1958. Tram 110 was built in 1906 as the prototype for the Dreadnoughts, but it had different trucks, which resulted in high steps. It was withdrawn from service in 1952. Tram 101 was built in 1899 originally with no solid roof, just a canvas awning suspended from a lightweight frame. It was withdrawn from service around 1935. Tram 104 was converted in 1943 from a Brill 12 bench car that had been badly damaged in an accident. In its converted form this tram had design features derived from the Four Motor, Dropcentre and Baby Dreadnought tram designs. It was withdrawn from service in 1958.
Stepless Car
Known as "big Lizzie", also sometimes referred to as a "New York type tram", tram 301 was intended to be the first of a fleet of inter-urban trams. It was built by J G Brill and Company in 1912 and imported in 1914. It was unusual for a Brill stepless car in that it was partially made of timber, rather than the normal all-metal construction. It was the first fully enclosed tram in Brisbane. Heavy and troubled by poor road clearance, it usually only saw service on the West End – Ascot line and was withdrawn from service in 1935.
"One man" trams
Between 1929 and 1930, 9 Dreadnoughts were converted to "one-man" operation, as a cost-saving measure. These trams were operated with drivers only and without conductors. They were only used on the Rainworth and Red Hill routes. Passengers were required to enter the tram from the front entrance and pay the driver as they entered. For this reason these trams had a distinctive colour scheme which included red and white diamonds on their front aprons. In May 1934 one man operation was abandoned and these trams were repainted in normal colours.
Two combination trams were also converted to one man operation for use on the Gardens route. The first tram was converted in 1925, the second in 1930.
"Baby" Dreadnoughts
Sometimes called "small centre-aisle" or "single truck saloon" cars, the 6 trams in this class were built primarily for the hilly Spring Hill route. They were built in two batches: the first four in 1936 were converted from 10 bench trams, the last two were built in 1943 using truck from 10 bench trams, making the last two trams in this class the last single truck cars built in Australia. These trams were fitted with special sanders allowing sand to be dropped not only in front, but also behind, their wheels, in case the trams slipped backwards on the steep section of the Spring Hill line. They were withdrawn from service in 1958–1959, one car was preserved.
Dropcentres
The most numerous of Brisbane's trams, there were 191 trams of this class built between 1925 and 1938. Officially called "bogie drop centre combination cars", (usually shortened to "dropcentre" or "droppie") these trams' distinctive drop centre compartment was open to the elements, with only canvas blinds to provide protection for passengers in cold or wet weather. Although designed to be operated using airbrakes, most cars in this class were instead built with rheostatic brakes and hand brakes. However, the last 17 cars (Nos 370–386) were built with airbrakes. Subsequently, many of the older cars in this class were retrofitted with airbrakes and had their rheostatic braking systems removed. Early cars were built with open ends (meaning the drivers were unprotected from the elements) but later cars were built with enclosed ends (or "vestibules"). The ends of all the earlier cars of this class were enclosed by 1934. These trams were last used in regular service in December 1968.
Four Motor (FM) trams
Officially referred to as "drop centre saloon cars", or "four motor cars", they were popularly referred to as "400s", "FM's" or "silver bullets". They were the first class of trams built in Brisbane with airbrakes. 155 were constructed by the Brisbane City Council between 1938 and 1964, with a maximum carrying capacity of 110 passengers. Trams 400–472 were built with wide centre doors, 407 was altered to narrow centre doors and renumbered 473 (and the tram to be numbered 473 entered service as 407), trams 474–554 built with narrow centre doors. Through the 28 years during which they were built, many innovations were introduced, such as fluorescent lighting, helical gears, resilient wheels, remote controlled controllers and streamlined construction techniques. Early versions had canvas blinds in the doorways, while later versions had sliding doors.
The last 8 trams were built from components salvaged from the Paddington tram depot fire and were painted light blue with phoenix emblems below the motorman's windows, to symbolise that the trams had risen from the ashes of the fire.
Source: Wikipedia
cute & little blog | spring colors | teal plaid shirt, pink pencil skirt, crystal statement necklace outfit
"CHOOSE LIFE was Katharine Hamnett's first slogan campaign in 1983, inspired by the central tenet of Buddhism. To choose life is to do no harm – to live a good, meaningful life and change the world for the better. Life is only to be found on this planet, and is under threat. Save it."
katharinehamnett.com/gbp/choose-life-white-khl-t#:~:text=....
It has been reproduced here 3 decade's later (with exclamation mark) in the form of a large decal by Dave M and is fixed to timber board screening on Wargrave Road. ☮ ❤
A refreshingly frank statement on the official plaque.
Patuxai (Lao: ປະຕູໄຊ, literally meaning Victory Gate or Gate of Triumph, formerly the Anousavary or Anosavari Monument, known by the French as Monument Aux Morts) is a war monument in the centre of Vientiane, Laos, which was built between 1957 and 1968. The Patuxai is dedicated to those who fought in the struggle for independence from France. In romanising the name from the Laotian language, it is variously transliterated as Patuxai, Patuxay, Patousai and Patusai. It is also called Patuxai Arch or the Arc de Triomphe of Vientiane as it resembles the Arc de Triomphe in Paris. However, it is typically Laotian in design, decorated with mythological creatures such as the kinnari (half-female, half-bird).
Source: Wikipedia
Mission Statement: To provide a museum to collect, display, preserve, and tell the story of wind power from its origination through the American Windmill to the present day.
The Kendallville Windmill Museum and Historical Society was incorporated in 1992 under the auspices of the Kendallville Local Development Corporation to create a tourist attraction for the area. The Board decided on the name "Mid-America Windmill Museum".
The museum is governed by a 21 member board of directors. The board members are elected by the dues paying members of the Kendallville Windmill Museum & Historical Society, and the officers are elected by the directors. The board of directors and volunteers restore and maintain the windmills, the buildings, the grounds, staff the gift shop, and serve as museum guides.
There are a total of fifty-two windmills that have been restored and are on exhibit in the museum barn or outside on the museum grounds. A highlight of the museum is a replica of the Robertson Post windmill, a single stone grist mill with a 52 foot diameter wind wheel. The original Robertson was shipped from England and erected on the James River near Jamestown, VA. in the 1620's.
If you want to know more about the Carl Zeiss Jena „Dokumar“ lenses, I highly suggest looking up Marco Cavina‘s excellent article on „special and interesting lenses produced by Carl Zeiss“ which is a very interesting read in general and features a lot of details on it‘s original use and technical specifications!
To make it short they are high resolution reproduction lenses with a fixed aperture. The image shows the „Dokumar 38 mm F 5.6“ (there‘s also a F 8 version) and the „Dokumar 47 mm F 5.6“. There are other focal lenghts/apertures as well but the range is quite limited as far as I‘m aware. They are not easy to mount because of their long protruding rear element and the non-standard threads (yet, where there‘s a will, there‘s a way!) but their image quality is excellent and their F 5.6 aperture kind of a sweet spot for close-up photography. They aren’t particularly big lenses and while the 47 mm version is quite heavy, the 38 mm F 5.6 is a nice compact and lightweight lens and therefor an interesting choice as a bellows lens.
Shot with a „KOMZ 100 mm F 5.6" lens on Canon EOS R5
. . . but which one shall I choose? (This keeps popping up in my Facebook feed. Such great, sartorial taste, eh?)
We went to the 4th Avenue Street Fair. It is a big event for Tucson held twice a year. The streets are filled with booths and all traffic and electric street cars are diverted around the blocks of activity.
It is a great place for “people watching” too. Along the sidewalks there are people singing for tips and some people just making a statement as they walk down the street.
☆ Comments and Favorites are always appreciated. Enjoy
the photo but please do not copy or download © images.
Thank you!
Monuments in discussion. Here the Neptun fountain made by a nazi sculptureror, veiled by a print of the jewish artist Maria Luiko, killed in Kauna.
Aktion: Denkmäler in der Diskussion. Hier der Neptun Brunnen eines Nazi Bildhauers, verhüllt mit einem Druck der jüdischen Künstlerin Maria Luiko, ermordet in Kauna.
Decoration item. Candles in a wired basket (cage) that comes to you in 3 metallic colours (Black, Gold and Platinum White).
marketplace.secondlife.com/p/STATEMENTT-ID-Candles-in-a-c...
To the viewer, a statement of fact: I can not keep up. And it is downright silly that I have been beating myself up over it, not to mention a little vain of me to think that anyone really cares. After much thought, I have come to the conclusion that I owe it to myself, as well as to you, to no longer even maintain the pretense of trying to keep up. It is a "real life" necessity... I need to spend less time on Flickr. At best, commenting will be hit and miss. I sincerely hope that you won't take it personally. In the approximate two years that I've been on Flickr, I've grown quite fond of some of you. Just know that even though I might not be on your stream very often, you will always be in my heart.
~Written by littlefeather100, but it reflects exactly how I feel too and I know a lot of you feel the same way.
© All Rights Reserved - No Usage Allowed in Any Form Without the Written Consent of Connie Lemperle/ lemperleconnie or the Cincinnati Zoo & Botanical Garden
Link to Cincinnati Zoo..............Malayan Tiger ---- female named Hutan
One of six living subspecies of tiger, the Malayan tiger wears the characteristic striping pattern of black stripes on orange and white that provides excellent camouflage in the forest. Using its quiet stalking ability, a tiger will ambush large prey, often pouncing on it from the rear. Other than females with their young, tigers are solitary and come together only to mate. Each tiger defends its own territory from others of the same gender. Territories must be large to provide enough prey for a tiger to eat. As more and more forests disappear, tigers struggle to maintain a territory with sufficient prey.
A tiger may travel up to 20 miles a night in search of prey.
Unlike most cats, tigers seem to enjoy swimming and soaking in water.
A tiger’s roar can be heard up to two miles away.
One out of every 10,000 tigers will lack the orange coloring. These white tigers are not albinos; they simply express a recessive gene.
Fact File
Length: 7.6 to 9.3 ft
Weight: 220 to 400 lbs
Lifespan: 15 yrs in wild
Habitat: Forest
Prey: Deer, wild pigs, and cattle
Status: Species at Risk (IUCN—Endangered)
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I'm back from the zoo and once again on the tired side. I think some dinner is in order to perk me up so my nice hubby is in the kitchen cooking up a storm. Lucky me! Once I'm done enjoying dinner I hope to see some of your beautiful photos for awhile. Than I have to do some physical therapy on my foot and leg. That sure takes up some of my time. I hope everyone has had a great start to the week so far. Happy Monday!
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