Joe Fafard’s sculpture photographed during Spring in Quebec City.
Nature comes back to life with the arrival of Spring. This is a good season for black and white photography. In the case of the photo above, the melting white snow uncovers a dark colored ground. The almost black main subject also stands out against a fairly light horizon, so this can only help the photographic composition.
I imagined the effect of the photo when transformed into black and white, with this continuous alternation of light and dark from the foreground to the horizon.
The horse, now free of snow, is galloping past the trees. The multiple trunks seem intertwined with the horse and give the illusion of a ghostly apparition. To avoid too much confusion, however, I had to make sure that the horse’s head and tail were clearly visible. A vertical shot was better because of all the branches that fill the first third of the picture and seem to be part of the horse.
The great economic crisis of 1929 affected many wealthy families in Quebec City. A decade later, at the time of the Second World War, it was again possible to get rich thanks to the ammunition industry.
The black and white photo above shows the old cartridge factory still standing in Quebec City. In the foreground, an advertisement reminds us that “a picture is worth a thousand words…”. A happy coincidence!
Our transatlantic flight, by Sir John Alcock and Sir Arthur Whitten Brown
Newfoundland
Before 1949, Newfoundland was called Dominion of Newfoundland and was part of the British Commonwealth . In 1949, it became a Canadian province.
The first non-stop flight eastward across the Atlantic.
The book « Our transatlantic flight » tells the story of the historic flight that was made in 1919, just after the First World War, from Newfoundland to Ireland. There was a 10,000 £ prize offered by Lord Northcliffe from Great Britain for whoever would succeed on the first non-stop flight eastward across the Atlantic.
A triumph for British aviation
Sir John Alcock and Sir Arthur Whitten Brown , respectively pilot and navigator, wrote the story of their successful flight in this book which was published in 1969. The followings are pilot quotes from the book : « For the first time in the history of aviation the Atlantic had been crossed in direct, non-stop flight in the record time of 15 hours, 57 minutes. » (p.13) « The flight was a triumph for British aviation; the pilot and navigator were both British, the aircraft was a Vickers-Vimy and the twin engines were made by Rolls-Royce. » (p.13)
Sir John Alcock and Sir Arthur Whitten Brown
As with all great human achievements, a very good flight planning and some luck was needed to make this flight a success. If there was an engine failure during the flight, even if the planning was excellent, there was only one outcome : downward.
In order to make the flight, Alcock and Brown boarded a ship from England bound to Halifax. They then headed to Port aux Basques and finally arrived in St.John’s. There, they joined a small group of British aviators who had arrived a few days before and who were also preparing for the competition. « The evenings were mostly spent in playing cards with the other competitors at the Cochrane Hotel, or in visits to the neighbouring film theatres. St.John’s itself showed us every kindness. » (p.60)
Maritime transport was used to carry the Vickers-Vimy biplane to Newfoundland on May 4th. It was assembled in Newfoundland. « The reporters representing the Daily Mail, the New York Times, and the New York World were often of assistance when extra manpower was required. » (p.61).
While the aircraft was being built, there were more and more visiters coming to the site. Brown says : « Although we remained unworried so long as the crowd contented itself with just watching, we had to guard against petty damage. The testing of the fabric’s firmness with the point of an umbrella was a favourite pastime of the spectators […]. » (p.61)
The Vickers-Vimy is being reassembled at Quidi Vidi in Newfoundland.
It was difficult to find a field that could be improvised into an aerodrome : « Newfoundland is a hospitable place, but its best friends cannot claim that it is ideal for aviation. The whole of the island has no ground that might be made into a first-class aerodrome. The district around St.John’s is especially difficult. Some of the country is wooded, but for the most part it shows a rolling, switchback surface, across which aeroplanes cannot taxi with any degree of smoothness. The soil is soft and dotted with boulders, as only a light layer covers the rock stratum. Another handicap is the prevalence of thick fogs, which roll westward from the sea. » (p.59)
They flight tested the airplane on June 9th at Quidi Vidi. During the short flight, the crew could see icebergs near the coast. They did a second trial on June 12th and found that the transmitter constantly caused problems. But, at least, the engines seemed to be reliable…
The departure
The two men left Newfoundland on June 14th 1919. In order to fight the cold air in flight, they wore electrically heated clothing. A battery located between two seats provided for the necessary energy.
The Vickers-Vimy departs from Newfoundland in 1919
The short take-off was very difficult due to the wind and the rough surface of the aerodrome. Brown writes : « Several times I held my breath, from fear that our under-carriage would hit a roof or a tree-top. I am convinced that only Alcock’s clever piloting saved us from such an early disaster. » (p.73)
It took them 8 minutes to reach 1000 ft. Barely one hour after departure and once over the ocean, the generator broke and the flight crew was cut off from all means of communication.
As the airplane consumed petrol, the centre of gravity changed and since there was no trim on the machine, the pilot had to exert a permanent backward pressure on the joystick.
Flying in clouds, fog and turbulence.
During the flight with much clouds and fog, Brown, having almost no navigation aid, had real problems to estimate the aircraft’s position and limit the flying errors. He had to wait for a higher altitude and for the night to come to improve his calculations : « I waited impatiently for the first sight of the moon, the Pole Star and other old friends of every navigator. » (p.84). The fog and clouds were so thick that at times they « cut off from view parts of the Vickers-Vimy. » (p.95)
Without proper instruments to fly in clouds, they were relying on a « revolution-counter » to establish the climbing or the falling rate. That is pretty scary. « A sudden increase in revolutions would indicate that the plane was diving; a sudden loss of revs would show that she was climbing dangerously steeply. » (p.176)
But that was not enough. They also had to deal with turbulence that rocked the plane while they could not see anything outside. They became desoriented : « The airspeed indicator failed to register, and bad bumps prevented me from holding to our course. From side to side rocked the machine, and it was hard to know in what position we really were. A spin was the inevitable result. From an altitude of 4,000 feet we twirled rapidly downward.[…]. « Apart from the changing levels marked by aneroid, only the fact that our bodies were pressed tightly against the seats indicated that we were falling. How and at what angle we were falling, we knew not. Alcock tried to centralise the controls, but failed because we had lost all sense of what was central. I searched in every direction for an external sign, and saw nothing but opaque nebulousness. » (p.88)
« It was a tense moment for us, and when at last we emerged from the fog we were close down over the water at an extremely dangerous angle. The white-capped waves were rolling along too close to be comfortable, but a quick glimpse of the horizon enabled me to regain control of the machine. » (p.40).
De-icing a gauge installed outside of the cockpit.
Snow and sleet were falling. They didn’t realize how lucky they were to continue flying in such a weather. Nowadays, there are many ways to dislodge ice from a wing while the aircraft is in flight. Here is what Brown says about their situation : « […] The top sides of the plane were covered completely by a crusting of frozen sleet. The sleet imbedded itself in the hinges of the ailerons and jammed them, so that for about an hour the machine had scarcely any lateral control. Fortunately, the Vickers-Vimy possesses plenty of inherent lateral stability; and, as the rudder controls were never clogged by sleet, we were able to hold to the right direction. » (p.95)
After twelve hours of flying, the glass of a gauge outside the cockpit became obscured by clotted snow. Brown had to deal with it, while Alcock was flying. « The only way to reach it was by climbing out of the cockpit and kneeling on top of the fuselage, while holding a strut for the maintenance of balance. […] The violent rush of air, which tended to push me backward, was another discomfort. […] Until the storm ended, a repetition of this performance, at fairly frequent intervals, continued to be necessary. » (p.94)
In order to save themselves, they executed a descent from 11,000 to 1000 feet and in the warmer air the ailerons started to operate again. As they continued their descent below 1000 feet over the ocean, they were still surrounded by fog. They had to do some serious low altitude flying : « Alcock was feeling his way downward gently and alertly, not knowing whether the cloud extended to the ocean, nor at what moment the machine’s undercarriage might touch the waves. He had loosened his safety belt, and was ready to abandon ship if we hit the water […]. » (p.96)
The arrival.
They saw Ireland at 8.15 am on June 15th and crossed the coast ten minutes later. They did not expect a very challenging landing as the field looked solid enough to support an aircraft. They landed at 8 :40 am at Clifden on top of what happened to be a bog; the aircraft rolled on its nose and suffered serious material damages. The first non-stop transatlantic flight ended in a crash. Both both crewmen were alive and well, although they were dealing with fatigue…
The transatlantic flight ends up in Ireland in a soft field
Initially, nobody in Ireland believed that the plane arrived from North America. But when they saw mail-bags from Newfoundland, there were « cheers and painful hand-shakes » (p.102).
First page of the Sunday Evening Telegraph in 1919.
They were cheered by the crowds in Ireland and England and received their prize from Winston Churchill.
John Alcock chaired by the crowd
Winston Churchill is presenting the Daily Mail Check to the two pilots.
Their record stood unchallenged for eight years until Lindbergh’s flight in 1927.
The future of transatlantic flight.
Towards the end of the book, the authors risk a prediction on the future of transatlantic flight. But aviation made such a progress in a very short time that, inevitably, their thoughts on the subject was obsolete in a matter of a few years. Here are some examples :
« Nothwithstanding that the first two flights across the Atlantic were made respectively by a flying boat and an aeroplane, it is evident that the future of transatlantic flight belongs to the airship. » (p.121)
« […] The heavy type of aeroplane necessary to carry an economical load for long distances would not be capable of much more than 85 to 90 miles an hour. The difference between this and the present airship speed of 60 miles an hour would be reduced by the fact that an aeroplane must land at intermediate stations for fuel replenishment. » (p.123)
« It is undesirable to fly at great heights owing to the low temperature; but with suitable provision for heating there is no reason why flying at 10,000 feet should not be common. » (p.136)
The Air Age.
There is a short section in the book on the « Air Age ». I chose two small excerpts on Germany and Canada :
On Germany’s excellent Zeppelins : « The new type of Zeppelin – the Bodensee – is so efficient that no weather conditions, except a strong cross-hangar wind, prevents it from making its daily flight of 390 miles between Friedrichshafen and Staalsen, thirteen miles from Berlin. » (p.140)
On Canada’s use of aeroplanes : « Canada has found a highly successful use for aeroplanes in prospecting the Labrador timber country. A group of machines returned from an exploration with valuable photographs and maps of hundreds of thousands of pound’s worth of forest land. Aerial fire patrols, also, are sent out over forests.» (p.142) and « Already, the Canadian Northwest Mounted Police [today the RCMP] have captured criminals by means of aeroplane patrols. » (p.146)
Conclusion
The Manchester Guardian stated, on June 16th 1919 : « […] As far as can be foreseen, the future of air transport over the Atlantic is not for the aeroplane. It may be used many times for personal feats of daring. But to make the aeroplane safe enough for business use on such sea routes we should have to have all the cyclones of the Atlantic marked on the chart, and their progress marked in from hour to hour. »(p.169)
Title : Our Transatlantic Flight
Authors : Sir John Alcock and Sir Arthur Whitten Brown
February 7th 2020 snowstorm at Place d’Youville in Quebe City.
The photo above shows Place d’Youville, in Quebec City, during the February 7, 2020 snowstorm.
The original color photo practically showed only a general white veil. The processing in black and white photo helps to accentuate the effects of blowing snow in this winter scene. Transformation into black and white is a very useful photography technique when it comes to highlighting elements that are difficult to detect.
The subsequent enhancement using an image processing software also helped to highlight otherwise secondary elements.
Between the snow bank in the foreground and the buildings on the right, the cars are moving slowly along what is still visible of this entrance to Old Quebec.
The St. Louis street and the La Bûche restaurant in Old Quebec.
The scene
above shows St-Louis street partially obstructed by snow. On this Friday
evening, the Quebec carnival has just started. However, not everyone is
celebrating. The driver of the snow blower in the background is immobilized.
The trucks in which he would normally blow snow have been delayed.
In the foreground, the restaurant La Bûche. I’ve been there a few times since it opened. Always the same excellent recipes, impeccable service and an extra kilo after the meal. A very good restaurant in Quebec, near the Chateau Frontenac. And for those interested, what is happening in the kitchen is visible to some of the customers. (No I am not paid for this advertisement!)
A cyclist in a snowstorm in Old Quebec on February 7th 2020.
For the bravest, winter cycling is an alternative way to travel in extreme weather. The reduced visibility forces the cyclist above to use the sidewalk for his own protection. However, beware of walking down sidewalks at the corner of streets where ice sometimes accumulates. Having often been in Old Quebec to do night and day photography, I witnessed spectacular pirouettes that would make the elastic acrobats of Cirque du Soleil jealous.
The photos were taken with a Canon 5DSr full-frame camera.
A narrow street in Old Quebec during a winter storm in 2020
The few Christmas decorations still remaining in Old Quebec enhance the winter scenery during a snowstorm on February 7 2020. The presence of several interesting elements add to the photographic composition: the color of the lights in the fir tree and its reflection on the snow, the yellowish lights , the pedestrians walking in the snow covered alley, the smoke escaping from one side of the building and the « blue hour », a period that lasts a few minutes before darkness when one can still see the color of the sky.
Winter storm in Quebec in 2020
The black and white photo above has received infrared treatment. This way, the characters passing in front of the car’s headlights are clearly visible, while also making it possible to distinguish the surrounding objects. Night photography with moving characters and such dramatic light contrastsrequires a higher ISO if you do not want to leave out objects that would be of interest in the photographic composition.
Despite an adjusted ISO, the car’s headlights made it harder for the camera’s sensor to correctly read the average brightness of the scene. Without digital image processing, the surrounding buildings would all be extremely dark. Using infrared solved part of the problem.
A winter photography project can consist of planning a photo session during a huge winter storm. The next few articles related to photography will concern the snowstorm that took place on February 7, 2020 in Quebec.
The photo above was taken near Côte de la Fabrique, in Old Quebec, after the storm which left 35 centimeters of snow. I chose a black and white photo because the colors added nothing significant, even going so far as to distract the viewer.
The technique of black and white photography works very well here at showing the contrasts between light and dark. The pedestrian and the vehicle headlights emerge much better and the blowing effect near the buildings is more visible.
Delayed snow removal in Old Quebec.
Interestingly, the rise and fall of tides in the St. Lawrence Seaway impacts snow removal in upper town of Old Quebec.
If the storm occurs during high tides, there may be an overflow of the St. Lawrence Seaway on certain sections of the highway in the lower town. The trucks responsible for collecting snow then have to make a long detour which brings them back to areas already affected by automobile congestion and where speed limits are considerably lower.
While the snowblower is on site and ready to clear the streets of Old Quebec, trucks are caught in traffic, thus slowing the snow removal process. (To be continued).
Kids playing in Dublin in an area where skeletons decorate the walls .
This scene interested me because of the contrast it showed between kids who are laughing and having fun and the presence of a building with multiple skeletons printed on the wall. We are near Temple Bar, an area known for its nightlife and everything associated with it.
The picture above was taken in 2015 in Cambridge, England. The stark contrasts between the sky and the street combined with the repetitive architectural patterns allowed for an interesting transformation of a color photo into a black and white photo.
Short of talented musicians, this military band finally decided to use an extra-terrestrial in its orchestra, hoping he would get by undetected. He is nonetheless betrayed by his eyes and teeth.
For other street photography pictures posted on my site, click on the following link:
Here are a few recent photos taken during the month of May 2016 using a Canon 5DSR camera equipped with a Canon 70-200 f2.8L IS II USM telephoto lens. I was on île d’Orléans for the photo session, near the Horatio Walker promenade in Sainte-Pétronille.
The vessel Shelduck (Monrovia) in front of Quebec City in 2016. The photo was taken with a Canon 5DSR
The picture above shows the vessel Shelduck flying the Liberian flag. It just crossed the narrow channel between île d’Orléans and Levis. This ship, built in 2012, is a bulk carrier. In the background it is possible to see Quebec City, with the Château Frontenac and the Hotel Le Concorde Quebec.
The photo below shows the Silver Carla (Majuro), a tanker used to carry oil and chemical products. It is moored at the Quebec harbour installations. The ship was built in 2014 and sails using the Marshall Islands flag of convenience.
The vessel Silver Carla (Majuro) and some of the Quebec harbour installations in May 2016
In the picture below, the tanker Cap Jean, property of Euronav, is approaching île d’Orléans. This tanker was initially supposed to be named St. Jean but the name’s religious connotation could have caused problems in some parts of world. The name Cap Jean was thus chosen.
The vessel Cap Jean, property of Euronav, in front of Quebec City in 2016
The photo below, also taken from île d’Orléans, offers an interesting view of Quebec City just before nightime. The Hotel Le Concorde Quebec’s new lighting system is visible in the distance. In the foreground, you can see the ship Laurentia Desgagnés.
The vessel Laurentia Desgagnés moored in front of Quebec City during a May 2016 evening.
Below, the ship Nilufer Sultan is heading towards Quebec harbour. Built in 2008, this oil tanker also uses the Marshall Islands flag of convenience.
The vessel Nilufer Sultan in front of Quebec City in 2016. Also visible are the Château Frontenac and the Hôtel Le Concorde Quebec.
The photo below shows the tanker Sloman Herakles, normally based in St. John’s, Canada. It sails under the Antigua and Barbuda flag and is heading to Sarnia, Ontario.
The vessel Sloman Herakles (St. John’s) in front of Quebec City in 2016
The two photos below show the container ship Toronto Express, property of the Hapag Lloyd Company. I chose to transform the first picture in black and white since the ship did not contrast enough with the background in the colored picture. It is actually slightly inclined since it is turning towards the right while approaching île d’Orléans. On the next picture, we can see in the background the smoking chimney of the Papiers White Birch Company, formerly called Daïshowa and later Stadacona.
Black and white photo of Hapag Lloyd’s Toronto Express in front of the Quebec harbour installations in May 2016
The Vessel Hapag Lloyd Toronto Express near the Quebec City Harbour in 2016. Photo taken with a Canon 5DSR full-frame camera
Below is the chemical tanker Mayaro (Japan) arriving near Quebec City in May 2016.
The vessel Mayaro (Tokyo) and Quebec Château Frontenac in the background. The picture was taken in 2016 with a Canon 5DSR
Taking pictures in the evening
Trying to take pictures of moving ships in the evening, using the smallest possible ISO, forces a photographer to use a tripod, a remote trigger and the camera’s mirror lock-up function to reduce vibrations. Ideally, it is best to find a spot where the tripod will be protected from the wind while ensuring that the camera’s strap is not moving at all. There is no need to use a polarizing filter at this time of the day: that would only be detrimental to the photo.
The Canon 5DSR DSLR full frame camera allows the photographer to take a picture in two steps, reducing even more the possibility of secondary vibrations. First, the mirror is lifted up. Then, two seconds later, the photo is finally taken. For a sharper image, it is best to use the Liveview function with a 16X enlargement and do a manual focus adjustment.
Risks associated with photography!
On île d’Orléans, many visitors use the surroundings banks to let their dog roam freely. This can cause a problem as the animal sometimes perceives the photographer and his photographic equipment as a potential threat to a master that it must protect… You will have been advised!
For other ship photos posted on my website, click on the following link:
