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Bus No: 3097
Year released: 1995
Capacity: 53; 2x2 seating configuration
Route: Manila/Avenida-Alaminos via Dau/SCTEX Concepcion/Capas/Tarlac/Camiling/Bayambang/Basista/Urbiztondo/Mangatarem/Socony
Body: Nissan Diesel Philippines Corp.
Chassis: Nissan Diesel JA430SAN
Engine: Nissan Diesel PE6T
Fare: Airconditioned
Aircon System: Denso Overhead a/c
Transmission System: M/T
Plate No.: CVK-962
Taken on: January 19, 2011
Location: Romulo Highway, Brgy. Malacampa, Camiling, Tarlac
I've found Brewers fans to be fiercely loyal (probably the highest percentage of licensed-goods wearers in MLB) and extremely cordial. It might have been something due today with my Brewers cap from a long-ago giveaway.
www.intersectionconsulting.comOne of the biggest challenges organizations face when it comes to social media is “social capacity” – the degree to which they can effectively engage in social media discovery, strategy, implementation and management.
In order to build out programs in a financially efficient manner, some businesses adopt an “off the corner of the desk” approach – where existing employees take on social media responsibilities in addition to their regular job tasks. As social media takes root, some level of success is attained and value becomes established, another challenge begins to presents itself – deciding whether it’s time to assign a dedicated social media leader to guide strategy. When does the opportunity cost of a “desk corner” mind set begin to outweigh the cost of restructuring your social program?
Director General of Revenue of Somalia Jafar Mohamed Ahmed, Director General of Somalia National Bureau of Statistics Sharmarke Farah, Senior Economist Vincent de Paul Koukpaizan, and Deputy Division Chief of the IMF Statistics Department Zaijin Zhan participate in a Capacity Development Talk titled Building Capacity in Fragile States moderated by Noha El-Gebaly at the International Monetary Fund.
IMF Photo/Cory Hancock
12 April 2022
Washington, DC, United States
Photo ref: CH220412066.arw
Training course participant receives her course certificate from John Coyne.
National Data Center Capacity Building training course - 7 to 22 May 2012 at the headquarters of the CTBTO, Vienna, Austria
Registration CRW761C
Make DAIMLER
Model HEARSE
Date of first registration 15 April 1965
Cylinder capacity 4561cc - PETROL
Vehicle status Not taxed - Tax due 30 April 1980
Vehicle colour BLACK
Loaded trains from Derrylea, head to the level crossing near Derryounce, north of Portarlington.
The usual pair of heavy trains, running more or less together, and rendering mutual assistance, if necessary.
September, 2010
Global population vs. scientific estimates of how many people the earth can support, 1650 - 2050.
Our infographics can be syndicated with permission.
Real Club Deportivo de La Coruña
www.deportivo-la-coruna.com/page.php
english
Official Name: Estadio Municipal de Riazor
c/ Manuel Murguía (no number) 15011 A Coruña
Telephone: 981 271 214
Stadium's vicinity map
Capacity: 34,600 seats
Inaugurated: 28 October, 1944
Pitch size: 105 x 68 metres
Services: changing room, sauna, clinic, recuperation room, antidoping control room, Deportienda (shopping center).
Radio cabins: 16
Journalists desks: 48, with TV-camera spots.
Press room: 70 professionals, 7 protagonists, simultaneous traduction, telephone lines, access to the internet and TV-camera spots.
VIP terraces: 40 for 10 guests each. With their own shop, bar and restaurant service and TVs.
The Riazor - Then and now
When Deportivo La Coruña was founded in 1906 they started playing on a field called Corral de la Gaiteira and in the local bull ring. In May 1909 the team moved to the place where the current stadium stands today. It used to be part of the gardens of the Catholic Church School called Las Esclavas (the slaves).
Now this school stands in front of the actual stadium, on the rocks of the beach. The local Government created the new pitch and it was nicknamed the Riazor, after the nearby Riazor Beach. The name stuck but since then the stadium has been remodeled four times:
1909: Viejo Riazor (Old Riazor)
Nowadays the stadium built at the Las Esclavas location is called Viejo Riazor. It was inaugurated on 16 May, 1909 with a match between Deportivo and Fortuna de Vigo. Five years later new goals were added together with small terraces. The stadium was also fenced up so people would have to pay to see the match.
In this first Riazor, Deportivo played against the charismatic Uruguayan national team, knocked Real Madrid out of the Copa del Rey and obtained their first promotion to the Primera División. Some important players of Deportivo's history played in this era like Chacho, Ramón González, Juan Acuña and Luis Otero. Deportivo played in this Old Riazor until 1944.
1944: Riazor
In 1944 the largest football stadium in the history of the Galician region was built. This Riazor had a capacity of 40,000 to 45,000 spectators.
The first match in the new stadium was played on 29 October, 1944 and priest Ricardo Domínguez Dopazo blessed the place in the morning. The Mayor back then was Vázquez-Peña and the president of Deportivo at that time was Ruenes. Some supporters thought the new stadium contained a mistake as the terraces were very far away from the pitch and there was a rumour that the pitch was possessed by the devil. That year Deportivo went down to the Segunda División...
The stadium had cost 5 million pesetas to construct. The promoter of it was former Mayor José Pérez, materializing the ideas of Ramon del Llano. The design of the stadium and the project's sheets were made by municipal architect Santiago Rey Pedreira and Angel Llopiz. The stadium covered an area of 39.325 m2 and the pitch 7.770 m2 (105x74 meters) was one of the biggest in Spain.
Behind the stadium, over the standing Fondo terrace, a great tower of 45 meters was built. Next to it some training pitches, popularly called picadero were constructed. The front of it was surrounded by arches and columns. There was also a training pitch (80x65 meters), demolished in 1968 to make way for the Municipal Pavilion of Sports.
The official capacity of the stadium back then was 37,000. However in some matches there were sold about 60,000 tickets! The biggest terrace was the one in front of the covered stands. This one wasn't covered and was called Preferencia.
The inauguration match in 1944 was played against Valencia and it was dedicated to Virgilio López Rincón, the only survivor from the first team of the 1906 Deportivo. The first eleven Deportivo players that played that day were: Acuña, Portugués, Guimerans, Bienzobas, Lezama, Caballero, Molaza, Marquinez, Pedrito and Paquirri. Deportivo lost 2-3 and the first goal of the history in the stadium was scored by Valencia player Hernández in front of 18,000 spectators.
After 1944, a few great Deportivo players performed in this stadium like Luis Suárez, Amancio and Veloso. The only final of the Copa del Rey played in the city was in this stadium as in 1947 as Real Madrid beat Espanyol 2-0 in front of 30,000 spectators. In the same year the first edition of the Trofeo Teresa Herrera was celebrated, which was won by Athletic de Bilbao as they beat Brazilian Vasco de Gama 3-2.
1982: remodelling for World Cup tournament
At the start of the 1980s the stadium was remodelled again due to the World Cup taking place in Spain in 1982. The organization wanted to change it radically: a reduction of capacity but an increase of comfort. Instead of cemented seats, they wanted to install plastic seats with a back. The remodelled Riazor was inaugurated with the World Cup being played in June 1982. It was officially inaugurated on 15 June, 1982 with the match Peru - Cameroon that ended 0-0.
So, this remodelling became a total renovation. They had to demolish the great terrace of the Preferencia Superior because it was built with poor material. They only conserved parts from the Old Riazor like the big Marathon tower and some walls. The stadium became more comfort but actually got worse: the losing of 10,000 seats didn't make sense.
This time the remodelling was promoted by Angel Ron, La Coruña's delegate of the World Cup. The total inversion was 501.469.000 pesetas, of which 402.239.000 (80%) came from the City Hall and only 99.230.000 (20%) from the World Cup organization. Those years the relationship between the City Government and the club were very good.
In 1983, Mayor Francisco Vázquez and Deportivo president Corzo Sierra signed a deal that allowed Deportivo to use the stadium whenever they wanted. This pact will stand for 50 years, until 2033, with the only annual cost for Deportivo being a symbolic 1 peseta. This contract is very important for Deportivo because it guarantees the club a place to call 'home' in the city for the next 50 years. It also links the club with the local Government, so as to preserve good relations.
The great remodelling and the contract were the first lines of a new chapter in the stadium's history. Riazor had to be prepared for the year 2000, especially the changing and press room. After this, it needed some important changes in the terraces concerning the telecommunications aspect. They also had to demolish some athletic runways - the best in Spain at that time - leaving behind only six of them. The first Deportivo player scoring in the new stadium was Jose Luis against Alavés.
1990s: final improvements
As indicated, that the stadium had lost some of its initial capacity during the remodelling process. But the excellent results of the team in the 1990s in both domestic and European competitions made it being too small and in need for new changes.
In 1995 the idea to close the stadium and to construct a new terrace behind the Sports Pavilion was considered. In this case it would an "U" shape. The new project included a big red top to cover the whole stadium and the local government would pay for it.
In the end the athletic runways were completely suppressed and this led to a big polemic because those were the only runways in the city. Most part of Riazor got covered with plastic seats and the marathon terrace was also modified, bringing it closer to the pitch. The metallic fences were kept intact, although they were very uncomfortable when watching the match from the 10 first rows. The big nets behind both goals were also not very popular, but they remained unchanged.
The stadium capacity was increased to 34,600 places, all seated. The current Riazor was inaugurated in February, 1998 with the match between Deportivo and Real Madrid (2-2). Some radical spectators were unhappy about the plastic seats, as they didn't want to sit down. Around 100 seats were stolen or thrown on the pitch during that match and 84 more against Alavés three days later. The official inauguration took place during the summer of 1998, with a match for the Teresa Herrera tournament starring Real Madrid and Lazio Roma. The first goal was scored by Morientes and the match was dedicated to Deportivo ex-players Rodrigo Vizoso, Acuña and Pedrito, members of the Deportivo squad that played the inaugural match after the 1944 remodelling.
After these stadium improvements, some more slight remodellings have been made. A new system for TV transmissions, the UCO, was installed. And in 2000, just before Deportivo's first Champions League match, some of the other sections, like the press room, were also improved. In the summer of 2001, the new VIP terraces were built and they are among the best in Europe as there is an exterior section with deluxe seats and the interior has TV's, Mini bar, etc. The VIP terraces have individual exits to the stadium and an independent luxury shop. In the summer of 2002, two big TFT displays were added to the stadium (10x10 meters), right above the goals. Replays and music videos can now be played.
Ukrainian Soldier's mount a simulated mortar during training, August 3, 2016 at the International Peacekeeping and Security Center as part of the Joint Multination Training Group-Ukraine. U.S. Army Soldiers are instructing Ukrainian Soldiers on how to properly mount mortars to help build the capability and security of Ukraine's Ground Forces. The JMTG-U effort will help Ukraine build a sustainable training capacity to protect its territorial sovereignty. (Photo by Staff Sgt. Elizabeth Tarr)
IMF's DMD Carla Grasso introduced the speakers - Allison Holland, Gilbert Kalyandu, and Ashraf Khan as they discussed Capacity Development - Building Capacity in a Fragile State - Lessons Learned from Somalia at the IMF Headquarters during the 2019 IMF/World Bank Annual Meetings, October 16, 2019 in Washington, DC. IMF Photograph/Joshua Roberts
A side loading container truck manufactured by Fiat in 1977 for capacities of 50 tons, This machine could handle 20,30 and 40ft containers
Chassis n° 854375
Les Grandes Marques du Monde au Grand Palais
Bonhams
Estimated : € 600.000 - 800.000
Sold for € 174.800
Parijs - Paris
Frankrijk - France
February 2018
•- Premier German marque
•- ne of only a handful of surviving Sportcabriolets
- Fully restored by Horch Classic 2012-2017
- Getrag five-speed gearbox
•Spectacular condition
Part of the Auto Union since 1932, Horch produced a veritable plethora of model variations in the 1930s, ringing the changes on engine capacity, wheelbase, and styles of coachwork, but all were aimed squarely at the prestige end of the market where Horch was the only serious domestic rival to Mercedes-Benz. Introduced for the 1936 season, the 4.9-litre Type 853 was powered by a Fritz Fiedler-designed, SOHC, ten-bearing straight eight mounted in a solidly built chassis boasting a four-speed overdrive gearbox and servo-assisted hydraulic brakes. A stylish 'Sportcabriolet', the 853/853a was produced up to the outbreak of war, by which time a mere 950 of these exclusive cars had been built.
This particular car was in a derelict state when discovered ; sadly, all wooden parts of the original factory body were either rotten or missing, while the outer body panels, more than half of which had disappeared, were very rusty. The surviving body parts, together with the engine, gearbox, rear axle, front axle, etc were then dismantled and checked for usability. Carried out by Horch Classic, the restoration commenced in 2012 and was finished in 2017.
The chassis was cleaned, measured, and tested to assess its material strength and corrosion damage, with any areas found below the required standard replaced for reasons of safety. After the body restoration was completed, the chassis was primed and painted in multiple coats for rust protection.
The wooden body frame was constructed anew from ash using drawings and patterns taken from the surviving original parts. As the outer body panels were in poor condition, the body likewise was completely reconstructed. This was done using laser measuring; the body parts were then nailed in place as was usual in period.
Fortunately, the original hood frame was still present and in good condition, and could be fitted to the newly constructed body. Then a new hood was painstakingly fabricated and fitted to the frame.
All mechanical parts such as engine, front and rear axle, differential, gearbox, and steering were dismantled and measured, and any damaged parts repaired or renewed. The windscreen and side-window glass was replaced with laminated glass for safety reasons, and a new wiring loom fabricated using period-correct fabric-insulated cables.
The original engine was subjected to a comprehensive overhaul: the crankshaft was balanced together with the flywheel and vibration damper, while to reduce smoke emissions, special valve guides and seals were used together with special pistons and piston rings. After the overhaul, the engine was bench-tested and adjusted.
A five-speed Getrag gearbox was chosen (later Horch 853 models were available with an optional overdrive) and this modern all-synchromesh transmission makes the car much more pleasurable to drive, as does the special ZF power-assisted steering (easily removable). All fuel lines are copper, and all brake lines made from Kunifer (copper-nickel alloy). The exhaust system is made from stainless steel.
The car was professionally painted in black and then finished with a clear topcoat. A silver coachline was hand-painted on the sides, matching the colour of the interior. The latter was trimmed with new high quality silver leather to the original patterns, and piped in black to match the exterior colour. The dashboard and additional interior woodwork was painstakingly constructed, clad with wood veneer with inserts, then lacquered and polished to a mirror finish. A black woollen carpet, silver-piped to match the upholstery, completes the interior. As one would expect of a car restored by Horch Classic, the quality of the workmanship throughout is outstanding and worthy of the closest inspection.
Berlin, 14 May 2011
Alfa Romeo GT 1300 Junior
cylinder: 4
cubic capacity: 1290 cc
power: 88 PS
The Alfa Romeo 105/115 series Coupés were a range of cars manufactured from 1963 until 1977.
They were the successors to the celebrated Giulietta Sprint coupé and used a shortened floorpan from the Giulia Berlina car.
These appealing cars were made in a wide variety of models over a period of 13 years, so they provide a lot of material for study by Alfa Romeo enthusiasts.
The basic body shape shared by all models was designed by Giorgetto Giugiaro for Bertone. It was one of his first major projects for Bertone, and borrowed heavily from his earlier design for the Alfa Romeo 2000 Sprint/2600 Sprint. The balance of glass and metal, the influence of the shape of the front and rear glass on the shape of the cabin, and the flat grille with incorporated headlamps were groundbreaking styling features for the era.
All models feature the four cylinder, all-light-alloy Alfa Romeo Twin Cam engine in various cubic capacities from 1290 cc to 1962 cc. All versions of this engine fitted to the 105 series coupes featured twin carburettors. Competition models featured cylinder heads with twin spark plugs. Common to all models was also a 5-speed manual transmission and disc brakes on all four wheels. The rear suspension uses a beam axle with coil springs. Air conditioning and a limited slip rear differential were optional on the later models. The 105 series coupés featured the GT (Gran Turismo) model description, which was common to all models in one form or another.
The various different models in this range can be considered in two broad categories:
On one hand were the various Gran Turismos and Gran Turismo Veloces. These were meant to be the most sporting cars in the Alfa Romeo range and sold very well to enthusiastic motorists around the world. The first model available was the Giulia Sprint GT (1963) which evolved into the Giulia Sprint GT Veloce (1965), the 1750 GTV (1968) and the 2000 GTV (1972–1976), with engines increasing in cubic capacity from 1570 cc (Giulia Sprint GT/GTV) through 1779 cc (1750 GTV) to 1962 cc (2000 GTV).
On the other hand was the GT Junior range, which featured engines with smaller cubic capacities. GT Juniors sold in great numbers to people who wanted a sporting, stylish car that handled well, but either did not require the maximum in engine power, or could not afford the taxation on larger engine capacities in some markets - most notably, Alfa Romeo's home Italian market.
Junior models began with the first GT 1300 Junior in 1966. The GT 1300 Junior continued until 1976 with the 1290 cc engine and various modifications incorporating features from the evolution of the GT's and GTV's. From 1972 a GT 1600 Junior model was also available, with the 1570 cc engine.
Both categories were used to derive GTA ("Allegerita") models, which were specifically intended for competition homologation in their respective engine size classes. The GTA's featured extensive modifications for racing, so they were priced much higher than the standard models and sold in much smaller numbers. Practically all GTA's made were used in competition, where they had a long and successful history in various classes and category. These models included the Giulia Sprint GTA and GTA 1300 Junior.
The 2000 GTV (Tipo: 105.21) was introduced in 1971 together with the 2000 Berlina sedan and 2000 Spider “Fastback” (Series 2). The 2000 range was the replacement for the 1750 range. Once again the engine was rationalized throughout the range. The engine displacement was increased to 1962 cc with a change of the bore and stroke to 84 mm × 88.5 mm. Oil and radiator capacities remained unchanged. The engine produced 132 PS (97 kW; 130 hp) at 5500 rpm.The interior trim was also changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars.
Externally the 2000 GTV is most easily distinguished by the following features:
Grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline; Smaller hubcaps with exposed wheel nuts; Optional aluminum alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the "turbina" design first seen on the alloy wheels of the Alfa Romeo Montreal. "Turbina" refers to the wheel's resemblance to a jet engine inlet; The larger rear light clusters first fitted to United States market 1750 GTV's were standard for all markets on the 2000 GTV.
The 2000 GTV is most easily distinguished by its different grille. From 1974 on, this became standard on the GT 1300 Junior and GT 1600 Junior as well when the 105 Series coupe models were rationalized and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models.37,459 2000 GTVs were made before production ended. (© en.wikipedia.org/wiki/Alfa_Romeo_105/115_Series_Coup%C3%A9s )
Berlin, 14 May 2011
Alfa Romeo GT 1300 Junior
cylinder: 4
cubic capacity: 1290 cc
power: 88 PS
The Alfa Romeo 105/115 series Coupés were a range of cars manufactured from 1963 until 1977.
They were the successors to the celebrated Giulietta Sprint coupé and used a shortened floorpan from the Giulia Berlina car.
These appealing cars were made in a wide variety of models over a period of 13 years, so they provide a lot of material for study by Alfa Romeo enthusiasts.
The basic body shape shared by all models was designed by Giorgetto Giugiaro for Bertone. It was one of his first major projects for Bertone, and borrowed heavily from his earlier design for the Alfa Romeo 2000 Sprint/2600 Sprint. The balance of glass and metal, the influence of the shape of the front and rear glass on the shape of the cabin, and the flat grille with incorporated headlamps were groundbreaking styling features for the era.
All models feature the four cylinder, all-light-alloy Alfa Romeo Twin Cam engine in various cubic capacities from 1290 cc to 1962 cc. All versions of this engine fitted to the 105 series coupes featured twin carburettors. Competition models featured cylinder heads with twin spark plugs. Common to all models was also a 5-speed manual transmission and disc brakes on all four wheels. The rear suspension uses a beam axle with coil springs. Air conditioning and a limited slip rear differential were optional on the later models. The 105 series coupés featured the GT (Gran Turismo) model description, which was common to all models in one form or another.
The various different models in this range can be considered in two broad categories:
On one hand were the various Gran Turismos and Gran Turismo Veloces. These were meant to be the most sporting cars in the Alfa Romeo range and sold very well to enthusiastic motorists around the world. The first model available was the Giulia Sprint GT (1963) which evolved into the Giulia Sprint GT Veloce (1965), the 1750 GTV (1968) and the 2000 GTV (1972–1976), with engines increasing in cubic capacity from 1570 cc (Giulia Sprint GT/GTV) through 1779 cc (1750 GTV) to 1962 cc (2000 GTV).
On the other hand was the GT Junior range, which featured engines with smaller cubic capacities. GT Juniors sold in great numbers to people who wanted a sporting, stylish car that handled well, but either did not require the maximum in engine power, or could not afford the taxation on larger engine capacities in some markets - most notably, Alfa Romeo's home Italian market.
Junior models began with the first GT 1300 Junior in 1966. The GT 1300 Junior continued until 1976 with the 1290 cc engine and various modifications incorporating features from the evolution of the GT's and GTV's. From 1972 a GT 1600 Junior model was also available, with the 1570 cc engine.
Both categories were used to derive GTA ("Allegerita") models, which were specifically intended for competition homologation in their respective engine size classes. The GTA's featured extensive modifications for racing, so they were priced much higher than the standard models and sold in much smaller numbers. Practically all GTA's made were used in competition, where they had a long and successful history in various classes and category. These models included the Giulia Sprint GTA and GTA 1300 Junior.
The 2000 GTV (Tipo: 105.21) was introduced in 1971 together with the 2000 Berlina sedan and 2000 Spider “Fastback” (Series 2). The 2000 range was the replacement for the 1750 range. Once again the engine was rationalized throughout the range. The engine displacement was increased to 1962 cc with a change of the bore and stroke to 84 mm × 88.5 mm. Oil and radiator capacities remained unchanged. The engine produced 132 PS (97 kW; 130 hp) at 5500 rpm.The interior trim was also changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars.
Externally the 2000 GTV is most easily distinguished by the following features:
Grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline; Smaller hubcaps with exposed wheel nuts; Optional aluminum alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the "turbina" design first seen on the alloy wheels of the Alfa Romeo Montreal. "Turbina" refers to the wheel's resemblance to a jet engine inlet; The larger rear light clusters first fitted to United States market 1750 GTV's were standard for all markets on the 2000 GTV.
The 2000 GTV is most easily distinguished by its different grille. From 1974 on, this became standard on the GT 1300 Junior and GT 1600 Junior as well when the 105 Series coupe models were rationalized and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models.37,459 2000 GTVs were made before production ended. (© en.wikipedia.org/wiki/Alfa_Romeo_105/115_Series_Coup%C3%A9s )
Hamburg, March 2011
(spring test-drive Berlin - Hamburg, no problems)
Alfa Romeo GT 1300 Junior
year of production: 1971
first registration in Germany: 1975
cylinder: 4
cubic capacity: 1290 cc
power: 88 PS
The Alfa Romeo 105/115 series Coupés were a range of cars manufactured from 1963 until 1977.
They were the successors to the celebrated Giulietta Sprint coupé and used a shortened floorpan from the Giulia Berlina car.
These appealing cars were made in a wide variety of models over a period of 13 years, so they provide a lot of material for study by Alfa Romeo enthusiasts.
The basic body shape shared by all models was designed by Giorgetto Giugiaro for Bertone. It was one of his first major projects for Bertone, and borrowed heavily from his earlier design for the Alfa Romeo 2000 Sprint/2600 Sprint. The balance of glass and metal, the influence of the shape of the front and rear glass on the shape of the cabin, and the flat grille with incorporated headlamps were groundbreaking styling features for the era.
All models feature the four cylinder, all-light-alloy Alfa Romeo Twin Cam engine in various cubic capacities from 1290 cc to 1962 cc. All versions of this engine fitted to the 105 series coupes featured twin carburettors. Competition models featured cylinder heads with twin spark plugs. Common to all models was also a 5-speed manual transmission and disc brakes on all four wheels. The rear suspension uses a beam axle with coil springs. Air conditioning and a limited slip rear differential were optional on the later models. The 105 series coupés featured the GT (Gran Turismo) model description, which was common to all models in one form or another.
The various different models in this range can be considered in two broad categories:
On one hand were the various Gran Turismos and Gran Turismo Veloces. These were meant to be the most sporting cars in the Alfa Romeo range and sold very well to enthusiastic motorists around the world. The first model available was the Giulia Sprint GT (1963) which evolved into the Giulia Sprint GT Veloce (1965), the 1750 GTV (1968) and the 2000 GTV (1972–1976), with engines increasing in cubic capacity from 1570 cc (Giulia Sprint GT/GTV) through 1779 cc (1750 GTV) to 1962 cc (2000 GTV).
On the other hand was the GT Junior range, which featured engines with smaller cubic capacities. GT Juniors sold in great numbers to people who wanted a sporting, stylish car that handled well, but either did not require the maximum in engine power, or could not afford the taxation on larger engine capacities in some markets - most notably, Alfa Romeo's home Italian market.
Junior models began with the first GT 1300 Junior in 1966. The GT 1300 Junior continued until 1976 with the 1290 cc engine and various modifications incorporating features from the evolution of the GT's and GTV's. From 1972 a GT 1600 Junior model was also available, with the 1570 cc engine.
Both categories were used to derive GTA ("Allegerita") models, which were specifically intended for competition homologation in their respective engine size classes. The GTA's featured extensive modifications for racing, so they were priced much higher than the standard models and sold in much smaller numbers. Practically all GTA's made were used in competition, where they had a long and successful history in various classes and category. These models included the Giulia Sprint GTA and GTA 1300 Junior.
The 2000 GTV (Tipo: 105.21) was introduced in 1971 together with the 2000 Berlina sedan and 2000 Spider “Fastback” (Series 2). The 2000 range was the replacement for the 1750 range. Once again the engine was rationalized throughout the range. The engine displacement was increased to 1962 cc with a change of the bore and stroke to 84 mm × 88.5 mm. Oil and radiator capacities remained unchanged. The engine produced 132 PS (97 kW; 130 hp) at 5500 rpm.The interior trim was also changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars.
Externally the 2000 GTV is most easily distinguished by the following features:
Grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline; Smaller hubcaps with exposed wheel nuts; Optional aluminum alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the "turbina" design first seen on the alloy wheels of the Alfa Romeo Montreal. "Turbina" refers to the wheel's resemblance to a jet engine inlet; The larger rear light clusters first fitted to United States market 1750 GTV's were standard for all markets on the 2000 GTV.
The 2000 GTV is most easily distinguished by its different grille. From 1974 on, this became standard on the GT 1300 Junior and GT 1600 Junior as well when the 105 Series coupe models were rationalized and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models.37,459 2000 GTVs were made before production ended. (© en.wikipedia.org/wiki/Alfa_Romeo_105/115_Series_Coup%C3%A9s ).
just on time...
Bus No: 789
Year released: 2001
Capacity: 53; 2x2 seating configuration
Route: Pasay/Cubao-San Carlos via Marquee Mall/SCTEX-Concepcion/Capas/Tarlac/Camiling/Bayambang/Malasiqui
Body: Five Star Bus Body (rebodied)
Previous Body: 2001 SR-EXFOH AC RE Series
Chassis: Nissan Diesel RB46S
Engine: Nissan Diesel PE6T
Fare: Airconditioned
Transmission System: M/T
Plate No.: TWC-511 (NCR- National Capital Region)
Taken on: July 3, 2013
Location: Romulo Highway., Brgy. Malacampa, Camiling, Tarlac
Note: Any individual or representative of this subjected bus who wants to use this picture for commercial or personal purposes, pls coordinate me by sending a private message in my FB Account:
www.facebook.com/profile.php?id=100004753955265&ref=t...
Thank you and have a good day.....
Image Description: World's largest wine vat, nearly 500,000 gallons capacity, lies beneath a cement top (underground), Italian Swiss Colony Vineyards, Asti, California.
Original Collection: Food Science and Technology Dept. Photographic Collection
Item Number: P142:569
You can find this image by searching for the item number by clicking here.
Want more? You can find more digital resources online.
We're happy for you to share this digital image within the spirit of The Commons; however, certain restrictions on high quality reproductions of the original physical version may apply. To read more about what “no known restrictions” means, please visit the Special Collections & Archives website, or contact staff at the OSU Special Collections & Archives Research Center for details.
Speech being given by the District Fisheries Officer, Rangpur at a Farmers Coaching session in Pairaband, Mithapukur, Rangpur, Bangladesh.
Former steel plant built in 1963. This factory produced mainly steel coils. With a capacity of 3,5 million tons of steel per year with its continuous casting process, the factory was supplied with liquid cast iron by torpedo cars arriving directly from blast furnaces. Although closed, the site remains intact with all its machineries, converters, overhead cranes and other steel ladles. Here are some pictures of my visit in this monster of steel of colossal dimensions.
Ancienne aciérie construite en 1963 et produisant principalement du coil d'acier (tôles en bobine). Disposant d'une capacité de 3,5 million de tonnes d'acier par an en coulée continue, l'usine était fournie en fonte liquide par des wagons-torpilles arrivant directement depuis des hauts-fourneaux. Aujourd'hui désaffecté, le site demeure intact avec l'ensemble de ses machineries, convertisseurs, ponts roulants et autres poches d'acier. Visite et photos de ce monstre d'acier aux proportions colossales.
CTBTO colleague Martin Kalinowski adressing the training course.
National Data Center Capacity Building training course - 7 to 22 May 2012 at the headquarters of the CTBTO, Vienna, Austria
Last of large capacity processing vessels installed in major SRS cleanup facility under construction.
The Salt Waste Processing Facility (SWPF) heralded 100% successful completion of a major construction milestone following installation of the remaining four large-capacity tanks integral to the facility’s future processing of 34 million gallons of highly radioactive salt waste currently stored in 47 underground tanks at the Savannah River Site (SRS).
Once operational, the one-of-a-kind SWPF will provide the critical treatment capability needed to fulfill the Department of Energy’s (DOE) cleanup mission to safely disposition Cold War legacy waste and support DOE’s risk reduction priority to empty and close nuclear waste tanks.
These last-arriving over-sized vessels, ranging in volume capacity of roughly 38,000 – 44,000 gallons, join the initial six tanks placed at SWPF last month.
Installation of the ten tanks allows for measurable progression of SWPF construction with piping and facility floors now on tap for completion, along with placement of the facility’s roof.
Manufactured by Precision Custom Components of York, PA, the vessels were all shipped by barge to Hardeeville, SC, and transported via double-drop, wide-load tractor trailers to SRS.
Parsons Government Services of Pasadena, California, is DOE’s prime contractor for designing, building, starting up and operating the SWPF for one year.
Full facility operations are currently scheduled for late 2015.
French 100-years old cycling recordman Robert Marchand testing his functional capacity with a cardiopulmonary exercise test performed with COSMED Quark CPET and stress ECG. To know more check: www.facebook.com/UniteDeBiologieIntegrativeDesAdaptations...
or www.billat.net/ — at Université d'Evry Val d'Essonne.
FAO is working to strengthen the organizational capacities of youth organizations and individual capacities of youth agri-entrepreneurs to engage in responsible investment in agriculture and food systems. This includes the development and application of capacity assessment tools, such as the one that has been applied in four workshops with a total of over 100 participants from Côte d’Ivoire, Guinea, Malawi, Mali, Mauritania, Mozambique, Namibia, Senegal, South Africa and Uganda. This tools guides stakeholders through a set of questions to assess the existing and needed capacities for youth to implement and benefit from investments.
The marina is home to the Royal Gibraltar Yacht Club. Two luxury motor-yachts are seen here alongside the marina on 21/09/2019. The smaller one nearest the camera is FAM. This luxury yacht was built by Australian YB and delivered in 1991. Her top speed is sixteen knots with a cruising speed of twelve knots powered by two MTU 12V4000M70 diesel engines. She can accommodate up to twelve people with twelve crew members. She had refits in 2003, 2007, 2010 and 2016. The larger one to the right is Prince Abdulaziz. I thought the name was familiar prior to uploading this photo as I had the good fortune to work on her for around four weeks when fitting out at Vosper Ship Repairers, Southampton, in 1984. Prince Abdulaziz is one of the royal yachts of the Saudi royal family and is among the largest motor yachts in the world. With a length of 147 metres at delivery, the yacht was the longest and tallest in the world. It retained this status for 22 years when it was overtaken by Dubai in 2006. Designed by Maierform and built in 1984 by Helsingør Værft, Helsingor, Denmark, with fitting out at the aforementioned Vosper Ship Repairers, Southampton, England, the first owner was the late King Fahd of Saudi Arabia. She is powered by two 5,816 kw Pielstick diesel generator sets with a cruising speed set at 18 knots but it can be raised to 22 knots. At full capacity, the yacht requires a 60-65 man crew and can also hold up to 64 guests. The interior designer was David Nightingale Hicks. She was previously named Abdul Aziz.
This photo was taken from P&O Cruises Azura, while on a 14-night Western Mediterranean Cruise from the Mayflower Terminal; Southampton - Cádiz - Barcelona - Livorno - Civitavecchia - Cartagena - Gibraltar - Southampton. Next stop, Southampton, on 24/08/2019. As a footnote, the Mayflower Terminal is not far from where the Prince Abdulaziz was fitted out.
Azura was built in 2010 by Fincantieri, Monfalcone, Italy. Laid down in October 2008, launched in June 2009 and Christened on 10th. April 2010 with her maiden voyage on the 12th. Part of the Grand Class of cruise ships, the earlier and similar Ventura being her sister ship. Registered in Hamilton, Bermuda, she has a GTW of 115,055, has nineteen decks of which fourteen are passenger accessible giving a maximum passenger capacity of 3,096 and 1,226 crew. Powered by six Wartsilla diesels capable of 22 knots. © Peter Steel 2019.
Here is another view of my capacity test. The R282 is a sharp curve only 282mm in radius (11"), but I started and ended each curve with a wider radius to keep my long passenger cars and big steam engines on the track. This single track reversing loop is right at 2 feet wide and 4 1/2 feet long, and it can hold a train over 6 feet long (10 passenger cars or 18 freight cars plus three diesel units. It is the smallest permissible loop for the length of cars I run.
Reversing loops are not supposed be realistic. They are "hidden trackage" for turning trains around so the observer doesn't see the same train only running in one direction. Therefore, the track radius can be much sharper as long as the train stays on track. I set up and tested single, double, and triple track reversing loops last week. Not all of my equipment runs this well on my smallest loop, so those trains will have to use the outer, wider loops I tested.
My regular mainline radius uses R718 for an easement to start the curve and R481 (19") for most of the curve. That gives me an effective radius of 21.5" that looks so much better.
Loco: 66777
Units: 319366 (near) & 319373
Location: Huyton
Trains: 1F05 12:03 Blackpool North to Liverpool Lime Street (near), 6M36 09:54 Drax Aes to Liverpool Biomass Terminal , & 2F34 13:02 Liverpool Lime Street to Warrington Bank Quay
International Data Centre Director Lassina Zerbo (centre-left) hands Rafael Jose Fugarazzo Velazquez from Paraguay his certificate upon successful completion of the course. They are flanked by CTBTO staff Martin Kalinowski (left) and Misrak Fisseha.
For more on the course see the highlight: www.ctbto.org/press-centre/highlights/2013/capacity-build...
IMF economists Lesley Fisher and Amanda Sayegh from FAD join with Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, participate in a Capacity Development Talk titled Building Capacity on Managing Fiscal Risks: A New Fiscal Risk Toolkit at the International Monetary Fund.
IMF Photo/Cory Hancock
12 April 2022
Washington, DC, United States
Photo ref: CH220412056.arw
Assessment with K4b2 (www.cosmed.com/k4b2) of physiological capacities of elite athletes & respiratory limitations to exercise performance. In the photo, an example of the use of a portable metabolic assessment apparatus to measure exhaled gases. Note the global positioning unit taped to the kayak and the heart rate monitor on the left quadriceps. See the scientific study here: www.sciencedirect.com/science/article/pii/S1526054209000384
4 New Flyer 60-ft hybrids fill the southbound platform of Pioneer Square station in the Downtown Seattle Transit Tunnel. The platform is long enough to accommodate a 4-car Link light rail train (800 passengers) or 6 of these buses (600 passengers-ish).
Stephen Kevin "Steve" Bannon (born November 27, 1953) is an American former banker and filmmaker, who is currently serving as assistant to the President and White House chief strategist in the Trump administration. In this capacity, since January 28, 2017, he has been a regular attendee to the Principals Committee of the National Security Council.
Prior to assuming the White House position, Bannon was the chief executive officer of Trump's 2016 presidential campaign.
Before his political career, Bannon served as executive chair of Breitbart News, a far-right[i] news, opinion, and commentary website which Bannon described in 2016 as "the platform for the alt-right".[I] Bannon took leave of absence from Breitbart in order to work for the campaign. After the election, he announced that he would resign from Breitbart.
The Conservative Political Action Conference (CPAC; /ˈsiːpæk/ see-pak) is an annual political conference attended by conservative activists and elected officials from across the United States. CPAC is hosted by the American Conservative Union (ACU).[1] More than 100 other organizations contribute in various ways.
In 2011, ACU took CPAC on the road with its first Regional CPAC in Orlando, Florida. Since then ACU has hosted regional CPACs in Chicago, Denver, St. Louis, and San Diego. Political front runners take the stage at this convention.
Speakers have included Donald Trump,[2]Ronald Reagan,[3][4][5] George W. Bush,[6] Dick Cheney,[7] Pat Buchanan,[8] Karl Rove, Newt Gingrich,[6] Sarah Palin, Ron Paul,[9] Mitt Romney,[6] Tony Snow,[6] Glenn Beck,[10] Rush Limbaugh,[11] Ann Coulter,[7] Allen West,[12] Michele Bachmann,[13] Laura Ingraham, Sean Hannity, Gary Johnson, Mike Pence, Jeanine Pirro, Betsy DeVos, Lou Dobbs, and other conservative public figures.
Passenger Capacity: 74 Coach Range: 1,610 miles (2,591 km)
Length: 107 ft, 9 in (32.9 m) Typical Cruise Speed: 414 mph (667 km/h)
Wingspan: 93 ft, 3 in (28.4 m) Max. Cruising Altitude: 25,000 ft. (7,620 m)
Bombardier's Q Series is a family of turboprop passenger aircraft outstanding by its durability and low noise emissions. These aircraft are also known as de Havilland Dash 8, Dash 8 designation also refers to Q100 model. They operate on regional routes and is enabled for operation at extreme climates such as arctic, tropic or desert. Originally, Dash 8 was the name assigned to this aircraft but in the 1990s Bombardier changed to Q Series to remark it was a quiet aircraft. As of 2005, more than 650 of these aircraft have been sold logging more than 13 million flight hours so far.
Bombardier has developed a family of turboprop aircraft varying the seating capacity from 37- to 70-seat which share a common crew training. Bombardier introduced a new Noise and Vibration Suppression (NVS) system in the Q Series aircraft for enhanced cabin comfort. The NVS system also lowered the noise emissions to unprecedented levels which were deemed as unattainable in the previous generations of turboprop aircraft.
The latest addition to the Q Series, the Q400, represents the aircraft with the greater seating capacity, higher cruise speed of 360 knots, longer fuselage and longer range. Bombardier Q400 can accommodate from 68 to 78 passengers while flying on regional routes. It was specifically targeted at low fare and regional carriers which require an aircraft with lower seat per mile cost. Q400 complements jets flying on routes previously out of reach for turboprop-powered airplanes.
The Q400 turboprop aircraft is powered by two Pratt & Whitney Canada PW150A rated at impressive 5,071 shaft horsepower each. The propulsion system includes two high efficiency Dowty Aerospace all-composite, six-bladed propellers. The engines are the key of the Q400 awesome performance compared with other Q Series aircraft and the majority of existing turboprop aircraft. Q400 is available in three models with different maximum gross weight and payload capacity.
On 14 January 1997, Tyrolean Airways of Innsbruck, Austria announced an order for four Dash 8 Series 400 (Q400) plus further four on option. The agreement was valued at $83 million and deliveries were set to begin in 1999 and continue through 2001. On 25 March 1997, Austrian carrier Rheintalflug Seewald Geselleschaft mbH placed a firm order for one Q400 and secured an option for one additional aircraft. Aircraft delivery was planned for 2000.
On 27 August 1997, Swedish carrier SAS Commuter placed an order for 15 Q400s and took options on another 18 aircraft. The firm order aircraft were valued at $350 million and aircraft deliveries were expected to commence in 1999. On 9 February 1998, Tyrolean Airways placed an order for two Q300 and one Q400 turboprop aircraft. On 8 March 1999, Augsburg Airways placed an order for three Q400s plus two options. The firm order aircraft were valued at $65 million. On 17 March 1999, British carrier Jersey European Airways placed an order valued at $250 million for 3 Q200, 4 Q300, 4 Q400 and 4 CRJ200 airplanes.
On 16 April 1999, Chinese carrier Changan Airlines signed an agreement on three Q400s valued at $60 million. On 14 June 1999, US carrier Horizon Air placed an order worth $321 million for 15 Q400 airplanes. Aircraft deliveries were slated between 2000 and 2001. On 29 June 2001, Wideroe Flyveselskap signed a contract for three Q400 aircraft to be delivered between 2001 and 2002. On 29 August 2001, Japan Air Commuter ordered five Q400 airplanes and took one additional aircraft on option. The firm order aircraft were valued at $105 million and the first one was planned for delivery in the second quarter of 2002.
On 19 December 2001, Hydro-Québec placed an order for two Q400 airplanes. On 8 October 2002, ANA placed an order for four Q400 airplanes with deliveries expected from 2003 through 2004. On 23 April 2003, FlyBE, formerly British European, placed an order valued at $362 million for 17 Q400s plus further 20 options. If all options executed, the total contract value would be $818 million. On 12 November 2003, Horizon Air placed an order for two Q400 turboprop airliners to be delivered in 2004.
On 5 December 2003, Austrian Airlines ordered two Q400 turboprop airliners valued at $42.2 million and to be delivered during 2005. On 13 January 2005, Qantas Airways placed a firm order for seven Q400s with aircraft deliveries beginning in 2006. The contract was valued at $168 million. On 27 January 2005, UK-based carrier FlyBE purchased 20 Q400 turboprop airliners valued at $485 million. On 8 June 2005, Republic of Korea Jeju Air placed an order for five Q400s and options on three additional aircraft. The firm order aircraft were valued at $120 million.
US carrier Horizon Air signed a purchase order with Bombardier for 12 Q400 turboprop airplanes valued at $294 million at list prices October 19, 2005. The airplanes were scheduled to be delivered to Horizon Air commencing in the fourth quarter of 2006.
On January 30, 2006 Bombardier announced that South African Express Airways was signing for two Q400 74-seat turboprop aircraft valued at $48.5 million.
On February 1st, 2006 REGCO Holdings Inc. announced a contract for the purchase of 10 70-seat Q400 turboprop aircraft from Bombardier with 10 more as option. The 10 firm order airplanes were valued at $250 million, or $500 million if all contract options are exercised.
On February 2, 2006 Japan Air Commuter executed a Q400 aircraft option from a previous contract with Bombardier Aerospace. On May 12, 2006, Japan Air Commuter ordered its eleventh Q400 high-speed turboprop airliner.
On June 20, 2006, Luxemburg-based Luxair placed an order with Bombardier Aerospace for three Q400 high-speed turboprops and took options on three additional aircraft. The firm order airplanes were valued at $75.5 million.
On 31 July 2006, Algiers-based Tassili Airlines signed a contract with Bombardier Aerospace for four Q400 turboprop airliners. These aircraft were valued at $103 million at list prices with deliveries beginning in the third quarter of 2007.
On 6 September 2006, Denver-based Frontier Airlines placed an order for 10 Bombardier Q400 turboprop airliners and took options on 10 additional aircraft. The firm order Q400s were valued at $256.8 million or $520.3 million if Frontier exercises the 10 aircraft options.
September 9, 2020--New York City-- Governor Andrew M. Cuomo holds a daily COVID-19 coronavirus briefing Wednesday September 9, 2020 in New York City. Governor Cuomo today announced that restaurants in New York City can reopen their doors and welcome patrons back to their dining rooms on Sept. 30. Capacity will be limited to 25%, tables must be placed six feet apart and temperature checks of all patrons will be mandatory. There will be no walk-up bar service, customers will be required to leave contact information and eateries must be closed by midnight, the governor said during a press briefing in Manhattan. (Kevin P. Coughlin / Office of Governor Andrew M. Cuomo)
French 100-years old cycling recordman Robert Marchand testing his functional capacity with a cardiopulmonary exercise test performed with COSMED Quark CPET and stress ECG. To know more check: www.facebook.com/UniteDeBiologieIntegrativeDesAdaptations...
or www.billat.net/ — at Université d'Evry Val d'Essonne.
St. Josaphat Roman Catholic Church is a Roman Catholic church located at 715 East Canfield Street in Detroit, Michigan.
In 1889, the Polish community of St. Albertus Roman Catholic Church was outgrowing the capacity of the church, and the parish of St. Josaphat was started on June first[3] to serve the burgeoning community.[4]The church is named after St. Josaphat Kuntsevych, a Greek Catholic priest, who became archbishop of Polotsk, Poland (now Belarus) in 1617.[5] He was martyred in 1623 and canonized in 1867, thus it is likely that this parish, founded only 22 years later, was among the first to bear his name.
The church was located on Canfield not far west of the Sweetest Heart Of Mary Roman Catholic Church. It is possible that the choice of location was intended to compete with Sweetest Heart, which was at the time a Polish Catholic church unsanctioned by the diocese. On February 2, 1890, parishioners dedicated the first building of St. Josaphat, a combination church and school.[3] However, in the next decade, the church grew to over 1,000 families under the leadership of Father Razadkowski.[5] In response, Razadkowski raised funds to build the current church. The structure opened in 1901, along with a rectory and janitor's home. A school was built in the 1920s.
By 1960, the Polish community that had once attended the church had scattered to the suburbs. The school was closed and demolished, and St. Josaphat struggled with dwindling membership and the upkeep of the aging church. However, the parish began a building rehabilitation program, and it continues to serve the Polish community.[4]
In 2004, St. Josaphat became the home for the Archdiocese of Detroit's first regular celebrations of the Tridentine Latin Mass since the liturgical reforms following the Second Vatican Council. Attendance at weekend Masses has significantly increased as people from all over southeastern Michigan travel to St. Josaphat for this liturgy. St. Josaphat has also developed a choir and music program to accompany the Tridentine Mass. Since Pope Benedict XVI in 2007 widened permission for the 1962 form to be used as an extraordinary form of the Roman Rite, St. Josaphat has added weekday and Holy Day Masses and special events for its Latin Mass Community.