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Use the brains, not a drug. Surrealism Nellie Vin © Photography.
Overmedicated nation USA -36 million people or more are on drugs.
The number one goal of drug makers in dispatching sales
representatives to meet with doctors face-to-face to increase sales by convincing doctors to prescribe drugs off-label for unapproved uses and by saying whatever it takes to achieve that goal.
Big Pharma pays for thousands of speeches by doctors each year because companies can not legally promote off-label uses. So, in other words, the law allows drug makers to hire doctors to do the dirty work that would be illegal for the company itself.
Psychiatry treats people as if they are broken mechanical devices that can be tinkered with by a person who knows much less about the brain than the average mechanic knows about your car.
Use the brains, not the drugs. Surrealism/ Nellie Vin.
Anti-drug poster. Read the labels, ask questions about side effects, and don't consume everything they give you!
Get intelligent and literate it's your life in your hands.
Nellie Vin © Photography.
Poster.
Used only Once
Excellent Condition
Taken off our back deck in Zirconia, North Carolina
Thanks so much for looking.
Comments are so appreciated.
Using track rights on the BN through Galesburg Illinois SP 7273 leads ROCHB off the Quincy Main towards the Mendota Sub in the Summer of 1994. Copyright © Revenge Photography. All Rights Reserved.
Using our sunroom as a different vantage point to do a little bird watching, these two Mourning Doves caught my eye, silhouetted together in the tree tops.
Using Specially integrated steam technology, Solix has created its first ever steam powered Semi- Automatic Sniper Rifle. It is entirely shell-less making it super light weight. It has built in shifting weights that while barely weighing the gun down, they minimize recoil and enhance accuracy ten fold. It also has a thin coat of Cyteks-4 for endurance and to prevent rusting.
It also comes with an 18 round mag, and can be extended to 20, 22, and 30 rounds.
A view of railway marshalling yards in the East False Creek Flats near downtown Vancouver.
Besides railroad use the area has educational venues, office space, restaurants, a craft brewery, art galleries, car dealerships, storage lockers, Sky-train tracks and the Rocky Mountaineer Rail-tours terminal (top left corner).
False Creek Flats is the heart of Vancouver as it is here where the transcontinental railway finally found its terminus.
FLATS HISTORY
An area long identified by transportation and commerce, the present day False Creek Flats was a muddy tidal flat on the eastern end of False Creek until the early 20th century.
A rich variation of natural features, combined with various streams cutting down the southern boundary of the area, the flats provided diverse and abundant resources for the First Nations people of the area, including some of the largest salmon and trout runs in Vancouver.
As the industrial activity of Vancouver’s resource economy filled in the downtown peninsula and the shores of False Creek, the City sought to accommodate further economic expansion and additional rail terminals.
In 1913, at the urging of a number of rail companies, the City took a plebiscite to the people of Vancouver requesting support to fill the eastern end of False Creek.
Following a favourable vote, the filing in of the Flats began in 1915 utilizing a variety of materials from nearby districts including land fill from development projects, scrap lumber and bricks from surrounding mills, general industrial waste and fill removed from the Grandview Cut that brought the railway tracks down from Grandview district.
By 1917, the Flats were completely filed in and by 1919 both the Great Northern Railway (GNR) and Canadian Northern Railway (later to merge with others to become the federally owned Canadian National) had established their new western terminals in the False Creek Flats laying the foundation for the area’s industrial future.
The area’s post-fill history is intrinsically tied to that of the railway, ensuring the area to be well served by rail (including the British Columbia Electric Railway, Canadian National Railway, Great Northern Railway and later, SkyTrain and Rockymountaineer Passenger service.
As the importance of passenger and freight rail declined, cars and trucks became the more ubiquitous transportation modes in the city, converting the once rail-dominated composition of the Eastern Core into a mix of railway and roadway-based facilities.
The present landscape features an eclectic mix of residential, commercial and industrial zones; educational and institutional facilities; warehouses and artist spaces.
Despite the area’s newfound diversity, rail and transit remain as the literal and gurative centre of the area.
The False Creek Flats currently has four main rail yards, three of which are primarily used for goods movement for the Port of Vancouver operations on the south shore of Burrard Inlet.
The rail yards include;
CN Main Yard
This yard has traditionally been used as a support yard for container traffic. Rocky Mountaineer Tours also uses Main Yard for arrival and departure from its station.
BNSF Yard
This yard generally supports barge operations at Burrard inlet (top right in the photo).
Glen Yard
This is a smaller yard used primarily for staging grain and container cars. This one is to the top left out of the photo.
VIA Rail and Amtrak use the main station off Main Street for passenger arrival and departures (off to the left of this shot).
Computers and electronic technology are in the classrooms for good. Many schools have 1 to 1 initiatives that put a computing device into the hands of each student. This graphic is a challenge for teachers to move beyond the obvious and traditional uses of computers (browsing, clicking, chatting, and gaming) to inventing, designing, creating, building, sharing. Inspired by a Mitch Resnick Lifelong Kindergarten video. www.youtube.com/watch?v=z7rlLml5ReQ
We don't just browse, click, chat, game, we invent, we design, we create, we build, we share.
Edited with Topaz Sharpen and DeNoise. Use the link below and save 15%. I HIGHLY recommend these products for noise reduction and sharpening! Important: please click through the link below to purchase and then when it’s time to check out at the coupon code add the code below and it will take 15% off.
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Edited using Topaz Denoise. Use the link below and save 15%. I HIGHLY recommend this product for noise reduction!
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I took a gamble and used a couple vacation days and headed to Pennsylvania solo to try something that's long been on my bucket list. The Port Road branch down the Susquehanna River from near Harrisburg, PA to Perryville, MD and the chance to shoot real freight trains under the wire on the Northeast Corridor.
While most of the Amtrak Northeast Corridor is bereft of heavy duty thru freight trains the sixty or so mile stretch between Wilmington, Delaware and Baltimore, Maryland is the exception. Conrail gave up on electrified freight operations in 1981 and even then already had plans to reroute traffic off the NEC. For one, Amtrak and the assorted commuter operators were increasing frequencies and long relatively slow freights use up valuable capacity. Two, Amtrak trackage use fees made other routing options more economic. Three, Conrail had other routes that allowed it to bypass the NEC for through traffic destined to connections to the south. Four, the tragic Chase, MD wreck in 1987 between light Conrail power and the Colonial that killed 16 only led to more clamor to eliminate freight traffic as soon as possible. The southern anchor for all corridor freight traffic was Potomac Yard in Alexandria, VA and by 1991 it was closed and thru freights under the wires were but a memory....except this stretch.
With the Baltimore and Wilmington areas both major sources of traffic Conrail and successor Norfolk Southern had no other way to access those markets except via the Amtrak mainline. So traffic for those points from east, west, and north tunnel into the Harrisburg area via NS' former Pennsy and Reading mainlines and then run east (compass south) down river along the east bank of the Susquehanna to Perryville where a wye connection allows Wilmington bound trains to turn north and Baltimore bound trains to turn south under the wires. At the present the route toward Baltimore is the busier of the two with intermodal, manifest, and autos moving daily (though the modern PSR driven NS seems content to often run a one-train-does-it-all monster) along with unit coal trains for export destined to the Consol terminal on Baltimore harbor. Right now the export business is booming and it seems there is at least a couple coal trains most days and some days up to five. The route to the north from Perryville sees a pair of daily trains to and from Edgemoor Yard as well as occasional unit grain trains for the Delmarva Penninsula and and occasional ethanol and crude oil trains to the Delaware City refinery complex. A few years ago the latter were much more frequent than they are now, but such are the changing fortunes of the Port Road.
In the modern era, though, even this remaining traffic I just described was almost 100% nocturnal due to the volume of passenger traffic during daylight hours and Amtrak's inability or unwillingness to provide windows for freight traffic. But the reduced frequencies they have been running due to pandemic induced ridership drops has opened up space for freight traffic to run in daylight hours. And over the last few months the once exceedingly rare daylight freight has become much more common. But this is expected to end soon once Amtrak returns to their planned full schedule thanks to stimulus funding they received and increasing demand as the economy opens.
So I knew if I didn't at least try now I would come to regret it later. I gave myself three days and despite a slow start my gamble ultimately paid off an I achieved all my goals and more! But it wasn't looking good initially as Thursday morning I headed trackside with no reports of sightings or anything called. So I swung by Safe Harbor just to see it the went to the are of the three tunnels clustered near the state line. While driving to that area I got a message from a friend that a northbound was lined up and I realized I'd missed him while driving up and around. As it turns out that would be the only daylight train on the Port Road for 11 hrs or so and I'd missed it!
So after striking out miserably I headed down to Maryland to look for NS local H04 based out of Bayview Yard in Baltimore that works north along the corridor serving a few customers. I drove over an hour to the MARC station at Martin Airport only to miss them by seconds! But then I heard the radio chatter that CTEC-2 was putting them in the siding at Edgewood for two before they could continue north to clear up on the Channel Lumber track to go work Clorox. This delay gave me just enough time to drive the almost 30 min back north because even though it's only 9 rail miles it's substantially longer driving miles and there is a lot of traffic. I arrived just moments before they got the light out of the siding. So finally, at 3PM after 7 hrs trackside I finally photographed something! It was an inauspicious start to the trip but it would all look up from here!
Anyway, here is NS train H04 with three units bracketing 16 cars (2 on the north end account one was dead) crossing over out of the siding at CP WOOD MP 75.3 on Amtrak's former Pennsylvania Railroad northeast corridor mainline. This view is from the northbound MARC commuter rail platform. Just out of sight to the left is the surviving former PRR Edgewood Tower dating from the 1938 when the PRR built out the freight electrification, though this section had been electrified in 1935. The tower controlled the CTC interlocking here and the next two south at Magnolia and Gunpowder remotely, and it remained in service at least through the late 1980s by Amtrak.
To read more about the Port Road and a little history of Pennsy electrification check out this link to the only prior time I'd visited a bit of the Port Road: flic.kr/p/2hYYUSg
Edgewood, Maryland
Thursday April 1, 2021
Danbo trying to keep up with my photography skills (like I have any).
263/365
Sorry this was uploaded late, I had to get up early to go on this college fieldtrip to UC Davis & UC Berkley. Was kinda fun. :D
Used my MagMod "Grid" flash modifier. It focuses the flash to the center so it is more of a spotlight.
I rarely use flash for my pictures but this one is almost impossible without it, I just use a body camera flash for this one, too dark actually, the boat is their house, they live there, cooking, eating, sleeping, almost everything, they are Malaysian people without identity, I mean form of Identification like identity card, they live on the sea, they don't have permanent address. Hopefully something can be done to improve their lives...
These are from my own personal collection. They are free to use in your Art only, not for Sale on a Collage Sheet or a CD.
The de Havilland DH.98 Mosquito was a British multi-role combat aircraft with a two-man crew that served during and after the Second World War. It was one of few operational front-line aircraft of the era constructed almost entirely of wood and was nicknamed "The Wooden Wonder". The Mosquito was also known affectionately as the "Mossie" to its crews. Originally conceived as an unarmed fast bomber, the Mosquito was adapted to roles including low to medium-altitude daytime tactical bomber, high-altitude night bomber, pathfinder, day or night fighter, fighter-bomber, intruder, maritime strike aircraft, and fast photo-reconnaissance aircraft. It was also used by the British Overseas Airways Corporation (BOAC) as a fast transport to carry small high-value cargoes to, and from, neutral countries, through enemy-controlled airspace.
When the Mosquito began production in 1941, it was one of the fastest operational aircraft in the world. Entering widespread service in 1942, the Mosquito was a high-speed, high-altitude photo-reconnaissance aircraft, continuing in this role throughout the war. From mid-1942 to mid-1943 Mosquito bombers flew high-speed, medium or low-altitude missions against factories, railways and other pinpoint targets in Germany and German-occupied Europe. From late 1943, Mosquito bombers were formed into the Light Night Strike Force and used as pathfinders for RAF Bomber Command's heavy-bomber raids. They were also used as "nuisance" bombers, often dropping Blockbuster bombs - 4,000 lb (1,812 kg) "cookies" - in high-altitude, high-speed raids that German night fighters were almost powerless to intercept.
As a night fighter, from mid-1942, the Mosquito intercepted Luftwaffe raids on the United Kingdom, notably defeating Operation Steinbock in 1944. Starting in July 1942, Mosquito night-fighter units raided Luftwaffe airfields. As part of 100 Group, it was a night fighter and intruder supporting RAF Bomber Command's heavy bombers and reduced bomber losses during 1944 and 1945. As a fighter-bomber in the Second Tactical Air Force, the Mosquito took part in "special raids", such as the attack on Amiens Prison in early 1944, and in precision attacks against Gestapo or German intelligence and security forces. Second Tactical Air Force Mosquitos supported the British Army during the 1944 Normandy Campaign. From 1943 Mosquitos with RAF Coastal Command strike squadrons attacked Kriegsmarine U-boats (particularly in the 1943 Bay of Biscay, where significant numbers were sunk or damaged) and intercepting transport ship concentrations.
The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European theatre, and the Mediterranean and Italian theatres. The Mosquito was also used by the RAF in the South East Asian theatre, and by the Royal Australian Air Force (RAAF) based in the Halmaheras and Borneo during the Pacific War.
By the early-mid-1930s, de Havilland had a reputation for innovative high-speed aircraft with the DH.88 Comet racer. The later DH.91 Albatross airliner pioneered the composite wood construction that the Mosquito used. The 22-passenger Albatross could cruise at 210 miles per hour (340 km/h) at 11,000 feet (3,400 m), better than the 100 miles per hour (160 km/h) Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but simplified production and reduced construction time.
Air Ministry bomber requirements and concepts:
On 8 September 1936, the British Air Ministry issued Specification P.13/36 which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 pounds (1,400 kg) for 3,000 miles (4,800 km) with a maximum speed of 275 miles per hour (443 km/h) at 15,000 feet (4,600 m); a maximum bomb load of 8,000 pounds (3,600 kg) which could be carried over shorter ranges was also specified. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to the production of the Avro Manchester and Handley Page Halifax.
In May 1937, as a comparison to P.13/36, George Volkert, the chief designer of Handley Page, put forward the concept of a fast unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean medium bomber to carry 3,000 pounds (1,400 kg) of bombs at a cruising speed of 300 miles per hour (480 km/h). There was support in the RAF and Air Ministry; Captain R N Liptrot, Research Director Aircraft 3 (RDA3), appraised Volkert's design, calculating that its top speed would exceed the new Supermarine Spitfire. There were, however, counter-arguments that, although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non-strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and the Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than sometimes acknowledged though it was unlikely that the Air Ministry envisaged it not using light alloy components.
Project Mosquito:
Once design of the DH.98 had started, de Havilland built mock-ups, the most detailed at Salisbury Hall, in the hangar where E0234 was being built. Initially, this was designed with the crew enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111H), but this was quickly altered to a more solid nose with a more conventional canopy.
The construction of the prototype began in March 1940, but work was cancelled again after the Battle of Dunkirk, when Lord Beaverbrook, as Minister of Aircraft Production, decided there was no production capacity for aircraft like the DH.98, which was not expected to be in service until early 1941. Although Lord Beaverbrook told Air Vice-Marshal Freeman that work on the project had better stop, he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production was to focus on five existing types, namely the Supermarine Spitfire, Hawker Hurricane, Vickers Wellington, Armstrong-Whitworth Whitley and the Bristol Blenheim. Work on the DH.98 prototype stopped, and it seemed that the project would be shut down when the design team were denied the materials with which to build their prototype.
The Mosquito was only reinstated as a priority in July 1940, after de Havilland's General Manager L.C.L Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941, and this, only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Oxford trainers and repairing Hurricanes as well as the licence manufacture of Merlin engines. In promising Beaverbrook 50 Mosquitoes by the end of 1941, de Havilland was taking a gamble, because it was unlikely that 50 Mosquitos could be built in such a limited time; as it transpired only 20 Mosquitos were built in 1941, but the other 30 were delivered by mid-March 1942.
During the Battle of Britain, nearly a third of de Havilland's factory time was lost because the workers took cover in the factory's bomb shelters. Nevertheless, work on the prototype went quickly, such that E0234 was rolled out on 19 November 1940.
In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. It was still uncertain whether the fighter version should have dual or single controls, or should carry a turret, so three prototypes were eventually built: W4052, W4053 and W4073. The latter, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays as half-built wing components had to be strengthened for the expected higher combat load requirements. The nose sections also had to be altered, omitting the clear perspex bomb-aimer's position, to solid noses designed to house four .303 machine guns and their ammunition.
Overview:
The Mosquito was a fast, twin-engined aircraft with shoulder-mounted wings. The most-produced variant, designated the FB Mk VI (Fighter-bomber Mark 6), was powered by two Merlin Mk 23 or Mk 25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk VI was four Browning .303 machine guns and four 20 mm Hispano cannon while the offensive load consisted of up to 2,000 pounds (910 kg) of bombs, or eight RP-3 unguided rockets.
Construction:
The oval-section fuselage was a frameless monocoque shell built in two halves being formed to shape by band clamps over a mahogany or concrete mould, each holding one half of the fuselage, split vertically. The shell halves were made of sheets of Ecuadorean balsawood sandwiched between sheets of Canadian birch, but in areas needing extra strength— such as along cut-outs— stronger woods replaced the balsa filler; the overall thickness of the birch and balsa sandwich skin was only 7⁄16 inch (11 mm). This sandwich skin was so stiff that no internal reinforcement was necessary from the wing's rear spar to the tail bearing bulkhead. The join was along the vertical centre line. This split construction greatly aided the assembly of the internal equipment as it allowed the technicians easy access to the fuselage interior. While the glue in the plywood skin dried, carpenters cut a sawtooth joint into the edges of the fuselage shells, while other workers installed the controls and cabling on the inside wall. When the glue completely dried, the two halves were glued and screwed together. The fuselage was strengthened internally by seven bulkheads made up of two plywood skins parted by spruce blocks, which formed the basis on each half for the outer shell. Each bulkhead was a repeat of the spruce design for the fuselage halves; a balsa sheet sandwich between two plywood sheets/skins. Bulkhead number seven carried the fittings and loads for the tailplane and rudder, The type of glue originally used was Casein, which was later replaced by "Aerolite", a synthetic urea-formaldehyde, which was more durable. Many other types of screws and flanges (made of various woods) also held the structure together.
The fuselage construction joints were made from balsa wood and plywood strips with the spruce multi-ply being connected by a balsa V joint, along with the interior frame. The spruce would be reinforced by plywood strips at the point where the two halves joined to form the V-joint. Located on top of the joint the plywood formed the outer skin. During the joining of the two halves ("boxing up"), two laminated wooden clamps would be used in the after portion of the fuselage to act as support. A covering of doped Madapolam (a fine plain woven cotton) fabric was stretched tightly over the shell and a coat of silver dope was applied, after which the exterior camouflage was applied. The fuselage had a large ventral section cut-out, which was braced during construction, to allow it to be lowered onto the wing centre-section. Once the wing was secured the lower panels were replaced, and the bomb bay or armament doors fitted.
The all-wood wing was built as a one-piece structure and was not divided into separate construction sections. It was made up of two main spars, spruce and plywood compression ribs, stringers, and a plywood covering. The outer plywood skin was covered and doped like the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving the cabin heater. The wing contained metal framed and skinned ailerons, but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although, for strength, the engine mounts were all metal as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control surface mounting brackets, and the wing-to-fuselage junction. The outer leading wing edge had to be brought 22 inches (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder and elevator, were aluminium framed and fabric covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg).
In November 1944, several crashes occurred in the Far East. At first, it was thought these were as a result of wing structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to "lift" from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating that "the accidents were not caused by the deterioration of the glue but by shrinkage of the airframe during the wet monsoon season". However a later inquiry by Cabot & Myers definitely attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford which found faults in six different Marks of Mosquito (all built at de Havilland's Hatfield and Leavesden plants) which showed similar defects, and none of the aircraft had been exposed to monsoon conditions or termite attack; thus it was concluded that there were construction defects found at the two plants. It was found that the "Standard of glueing...left much to be desired”. Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in the Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem, a sheet of plywood was set along the span of the wing to seal the entire length of the skin joint along the main spar.
Information regarding the de Havilland DH98 Mosquito has been taken from excerpts contained on Wikipedia
Aston Martin Ulster Roadster (1936)
In 1927 Aston Martin was taken over by race driver A. C. Bertelli. He designed a 1.5-litre, SOHC engine which would eventually power the LeMans-racing Ulster. Thoughout the years the engine was devloped to include dry sump lubrication.
The Aston Martin Ulster stands as one of the most respected pre-war racecars. It was largely based on the Mark II which came before it.
The Ulster had a breif two year race program. During this time they dominated the British Tourist Trophy at Goodwood. In 1934, Ulsters took first, second and third place. The best LeMans result was achieved in 1935. Chassis LM20 raced to third overall which put it first in the 1101 to 1500cc class.
After the race efforts, Aston Martin readied a production version of the LeMans cars. Twenty-One of these cars were built of which all are accounted for today.
Aston Martin Ulster information used from:
www.supercars.net/cars/2084.html
In the 1980's a small number (7) replicas of the Aston Martin Ulster Roadster were manufactured as a kit car:
Fergus Mosquito (Aston Martin Ulster replica)
Kop Hill Climb - 25th September 2011
Fergus Mosquito - an Aston Martin Ulster replica.
Only seven were made in Kingsbridge, Devon, in the 1980s, using donor Morris Marina B-series engines and other parts.
UIJ233 is the best of the 7 replicas.
These two models, the de Havilland DH98 Mosquito aircraft and the Aston Martin Ulster Roadster of 1936 have been created in Lego miniland scale for Flickr LUGNuts' 79th Build Challenge, - 'LUGNuts goes Wingnuts" - featuring automotive vehicles named after, inspired by or related to aircraft.
Using call-sign 'Fear 31', US Air Force 5th BW Boeing B-52H Stratofortress 61-0018 'Night Train' slides by Shoreham at 20,000 feet whilst on a coastal round-robin of the Southern UK
276A1522
Uses: Anything relating to insurance.
Free Creative Commons Finance Images... I created these images in my studio and have made them all available for personal or commercial use. Hope you like them and find them useful.
To see more of our CC by 2.0 finance images click here... see profile for attribution.
I wonder if people just get used to giant wind turbines everywhere they look. I don't think the cows mind.
The skin used is a BRABOS stuff available in MANCAVE event until July 17th:
Thank you so much Belchior Golotsutskov for your support!!!
Made for LeLUTKA Kris Head 4.0 EvoX
This shape fits the bodies:
- [LEGACY] Meshbody (m) Athletic Edition (1.6)
- -Belleza- Mesh Body Jake
- [ INITHIUM ] KARIO
- [Signature] Davis - Mesh Body - v1.2
This shape has limited quantity, only 03 items available
COMPLETE STYLECARD INCLUDED
If you have any doubt feel free to question me in world!
At this location there used to be quite a magnificent waterfall, there were pools in the water where you could swim but that ability to use this natural feature has gone forever as the is now a Hydro Electric Scheme complete with turbine where it used to be.
I am all for green energy but not green energy at the expense of our ntural landscape, this should never have been allowed to go ahead.
Using my 4x5 close to "El valle de Irati". This was taken at 8:30 or so, the sun was just starting to come out.
I used to go to the Magic Circle when I was a child as a school friend's father (Francis White) was president. I haven't been since but my son was there yesterday & took this for me.
Used my 14mm lens to try having the side of the frame really close to an object, which I find interesting.
This is still an old & really atmospheric part of the East End of London.
Nikon F4. AF Nikkor 14mm F2.8D lens. Kodak Ektar 100 35mm C41 film.
Canon EOS 7D
Used
Refurbished* General überholt by Geissler, Gönningen
CANON CPS MITGLIEDSCHAFT
Garantie - Fachwerkstatt:
Canon Sony Panasonic Metz Tamron Samsung etc.
Firma Herbert Geissler GmbH
Lichtensteinstraße 75
72770 Reutlingen
Tel.: 07072 / 9297-0
Heute beschäftigt die Herbert Geissler GmbH über 90 Mitarbeiter und ist Vertragswerkstatt für namhafte Foto-, Video- und HiFi-Hersteller.
Wir stellen unsere Qualifikation zur Verfügung, damit Ihre Foto-, Video- und Hifi-Geräte schnellstens repariert werden.
www.geissler-service.de/startseite.html
*
Refurbishing bezeichnet die qualitätsgesicherte Überholung und Instandsetzung von Produkten zum Zweck der Wiederverwendung und -vermarktung.
Camera Finder / All / Canon / EOS 7D/
EF-S18-135mm f/3.5-5.6 IS
-
Hier 3.5x Zoom
von 7 5x Zoomobjektiv
VERY First portrait shot with this new gear in my Portfolio
========================================
Lens Model - EF-S18-135mm f/3.5-5.6 IS
The Semi Professional DSLR
Camera Type - semi profesional Digital SLR
B-Segment
When owning a semi professional DSLR camera, you can start to think about taking better photos.
Artist changed now too:
Artist - Thomas Welker
to Erwin Effinger
Scene Capture Type - Standard
C-Auto
presets
Exposure Bias - -1/3 EV
Metering Mode - Multi-segment
The 7D is lacking slightly in image quality when compared to the 5D Mark III range
(understandable since the 5D’s have larger, full frame sensors)
but the features of the 7D are incredible!
7D nach 2012
-
Free Update Increases Buffer Capacity to 25 RAW Images, Adds In-Camera RAW Processing and Many Other New Features
LAKE SUCCESS, N.Y., June 28, 2012 - Canon U.S.A., Inc., a leader in digital imaging solutions, announced a firmware update for the EOS 7D Digital SLR camera that adds new functionality to improve its performance for serious photographers and semi-professional users.
The update, free to all EOS 7D owners, gives the camera more advanced shooting options, including an increase in the maximum number of burst images taken in the RAW file format (from 15i frames to 25ii frames) as well as the ability to process RAW image files directly in the camera and the option to set a maximum ISO setting in ISO Auto mode.
The firmware also adds the ability to adjust up to 64 audio levels manually prior to recording video, supports custom file naming, and allows for compatibility with Canon’s newly introduced, optional GPS Receiver GP-E2.
My Gramma used to buy things...a lot of things. She loved dolls. She had two Strawberry Shortcake Dolls still in their boxes on her huge doll shelf when she died in 1994. On Wednesday my mother mailed them to me. Helena is absolutely in love with these dolls...but I'm afraid of letting her play with them alone. I already gave her my Pee Wee Herman doll. He was in the box all these years too. But even though I gave him to her she managed to find the empty box in the closet and destroy it. But life is for living and dolls are for playing and loving. I think Helena and I have a new hobby. p.s. the dolls still smell...it really brings back memories.
Using the Dragoon core legs and torso mount, this heavy, short-to-mid-range beast is heavily armored and hits like a space freighter, but is effectively blind without sensory instruments and it moves slowly.
Real bumblebee wings. No harm was done to any bumblebee to obtain these wings!! The poor thing died of natural causes, right beside me, while I was sitting on a bench beside the road. I've also got a pair of house fly wings and a ladybug's wing.
My photostream on black or on white.
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in a row
bookshelf in the Auberge du Vieux village, built by a Sorbonne professor; I wonder if these were part of his personal collection. Some have the price on the spine, an interesting range. I presume the 100frs is 100 old francs, pre-1960 when the two zeros were removed.
你 躺在柔软的床上 仰望夜空
每次发现 都发现是一场梦境
你的余温留在此地 飘着柔香
我的手指从你发间划过
安静的看着你 感受着你留在我嘴边的甜蜜
那一丝温柔只有你体验的到...
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Use Canon Eos 5D
ISO 50
Use software LR 3.2 and PS cs5
Photographer: Jovi
Retouching: Jovi
布光系统（lighting system）
U2-2004灯光组+430EX+2组长亮灯
U2 light system and use one canon 430EX and double LED lights
if you wanna see big pic you can check this link:
Normally used on Manchester Victoria to Blackpool North services, one of the three-Car Newton Heath allocated Class 104 sets complete with its white bodyside stripe, was working the Kirkham to Blackpool South shuttle service on September 19th 1979. M53474 arrives from Kirkham along a route that was still double track into the magnificent station at St-Annes-On-The-Sea.
In less enlightened times, the fine station that should have been a show piece for the town, was destroyed in an orgy of official vandalism in the 1980's.
A less than perfect shot taken a very overcast day, apologies for the quality.