View allAll Photos Tagged Capacity
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
TEIGN C Damen Stan 1405
IMO: - N/A
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
DAMEN YARD NUMBER: 503705
Avelingen-West 20
4202 MS Gorinchem
The Netherlands
Phone: +31 (0)183 63 99 11
info@damen.com
DELIVERY DATE August 2001
BASIC FUNCTIONS Towing, mooring, pushing and dredging operations
FLAG United Kingdom [GB]
OWNED Teignmouth Harbour Commission
CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch
DIMENSIONS
LENGTH 14.40 m
BEAM 4.73 m
DEPTH AT SIDES 205 m
DRAUGHT AFT 171 m
DISPLACEMENT 48 ton
TANK CAPACITIES
Fuel oil 6.9 m³
PERFORMANCES (TRIALS)
BOLLARD PULL AHEAD 8.0 ton
SPEED 9.8 knots
PROPULSION SYSTEM
MAIN ENGINE 2x Caterpillar 3406C TA/A
TOTAL POWER 477 bmW (640i hp) at 1800 rpm
GEARBOX 2x Twin Disc MG 5091/3.82:1
PROPELLERS Bronze fixed pitch propeller
KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings
ENGINE CONTROL Kobelt
STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator
AUXILIARY EQUIPMENT
BILGE PUMP Sterling SIH 20, 32 m/hr
BATTERY SETS 2x 24V, 200 Ah + change over facility
COOLING SYSTEM Closed cooling system
ALARM SYSTEM Engines, gearboxes and bilge alarms
FRESH WATER PRESSURE SET Speck 24V
DECK LAY-OUT
ANCHORS 2x 48 kg Pool (HHP)
CHAIN 70 m, Ø 13mm, shortlink U2
ANCHOR WINCH Hand-operated
TOWING HOOK Mampaey, 15.3 ton SWL
COUPLING WINCH
PUSHBOW Cylindrical nubber fender Ø 380 mm
ACCOMMODATION
The wheelhouse ceiling and sides are insulated with mineral wool and
panelled. The wheelhouse floor is covered with rubber/synthetic floor
covering, make Bolidt, color blue The wheelhouse has one
helmsman seat, a bench and table with chair Below deck two berths, a
kitchen unit and a toilet space are arranged.
NAUTICAL AND COMMUNICATION EQUIPMENT
SEARCHLIGHT Den Haan 170 W 24 V
VHF RADIO Sailor RT 2048 25 W
NAVIGATION Navigation lights incl towing and pilot lights
Teignmouth Harbour Commission
The Harbour Commission is a Trust Port created by Statute.
The principal Order is the Teignmouth Harbour Order 1924
as amended by the Teignmouth Harbour Revision Order 2003
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
As one of the Ebola epicentres, the district of Kailahun, in eastern Sierra Leone bordering Guinea, was put under quarantine at the beginning of August. ECHO expert Cyprien Fabre visited the distrtict which is home to the largest Ebola treatment and isolation centre ever erected. The 88 bed-facility set up by ECHO partner Médecins Sans Frontières (MSF) is full to capacity. In the same region, another ECHO partner, the Red Cross and its network of volunteers engage in another crucial task, namely social mobilisation, contact tracing and body management. 4 in 10 Ebola sufferers recover from the lethal disease and try to pick what's left of their lives in a region now cordoned off from the world. Photo credits: ©EC/ECHO/Cyprien Fabre
Speech being given by the District Fisheries Officer, Rangpur at a Farmers Coaching session in Pairaband, Mithapukur, Rangpur, Bangladesh.
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: CH220412058.arw
The seminar, Capacity Development: Building Institutions and Beyond, will explore the challenges and hard choices involved in developing institutional capacity. Strengthening state institutions, such as central banks and finance ministries, can contribute to economic stability and growth, but often requires a coherent change-management reform agenda and strong political leadership. What does “building institutions” really mean for those who implement changes on the ground? What can countries and development partners do to strengthen institutions? How can capacity development efforts become more conducive to sustainable development? These questions will be discussed during the Capacity Development session at the IMF headquarters during the 2019 IMF/World Bank Spring Meetings April 10, 2019 in Washington, DC. IMF Staff Photograph
half-empty ride....
Bus No: 776
Year released: 2002
Capacity: 53; 2x2 seating configuration
Route: Cubao/Pasay-San Carlos via Dau/SCTEX-Concepcion/Capas/Tarlac/Camiling/Bayambang/Malasiqui
Body: Five Star Bus Body (rebodied)
Previous Body: 2002 SR-EXFOH AC RE Series
Chassis: Nissan Diesel RB46S
Engine: Nissan Diesel PE6T
Fare: Airconditioned
Transmission System: M/T
Plate No.: AVV-900(Region I-Ilocos Region)
Taken on: July 23, 2013
Location: Siesta Bus Stop, Brgy. San Roque, Tarlac City, Tarlac
May 5, 2021 - New York City - Governor Andrew M. Cuomo, joined by New York Yankees President Randy Levine, New York Mets President Sandy Alderson, state budget director Robert Mujica, and state health commissioner Dr. Howard Zucker, announced in New York City that New York’s baseball stadiums will open with expanded capacity on May 19 as the state returns to largely reopened economic activity from coronavirus shutdowns, setting the tone for a return to normalcy spurred by vaccinations. In another sign of the state’s push toward a reactivated economy, tickets for Broadway are going on sale Wednesday for a full return to shows on Sept. 14. As for baseball fans, those who have gotten their shots for COVID-19 will be able to enjoy normal seating on May 19 and be accompanied by children under 16. The unvaccinated will have to sit 6-feet apart as the stadiums for both the New York Yankees and the New York Mets enforce 33% capacity limits. All will be expected to wear masks.
Those fans who have not gotten the shots will be offered the chance to get them at the stadiums, with free tickets thrown in for a future game as a bonus. The Governor said he will allocate a large number of the Johnson & Johnson “one-shot” vaccinations at each ball park. (Kevin P. Coughlin / Office of Governor Andrew M. Cuomo)
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.
FORT CARSON, Colo. – First Lieutenant Aaron Berg, battalion medical officer/executive officer, Headquarters and Headquarters Company, 1st Battalion, 68th Armor Regiment, 3rd Brigade Combat Team, 4th Infantry Division, takes the VO2 Max test at the Standardized Fort Carson Army Wellness Center, Jan. 11, 2013, in preparation for the VO2 Max competition in February. VO2 Max is the scientific term used for cardio respiratory fitness, and is the maximum capacity to transport and use oxygen in the body. “I’m in the competition to see where I rank amongst other Soldiers, and to challenge myself,” said Berg. “It gives your a baseline approach to see where you need to improve.”
(U.S. Army photo by Spc. Nathan Thome, 4th Inf. Div. PAO)
An international workshop on innovation management in research institutions. Held at icipe Duduville Campus, Kenya, 27th – 30th March 2017.
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
High capacity Desiro unit class 450/5 number 450551 forms the South West Trains 11.01 Hounslow to Waterloo via Brentford at Putney.
The railway through Putney was built in 1846 by the then Richmond Railway who constructed the six mile long line from Falcon Bridge Battersea, just East of present day Clapham Junction to Richmond. Of the original station buildings built by the Richmond Railway only the station at Barnes remains.
The iconic fighter of World War II, the P-51 Mustang, came about as a result of the desperate need of the British for fighters in 1939, as the war started. British industry was at capacity producing the Hurricane and Spitfire, and of the American fighters being produced or planned, the RAF only saw the P-40 Warhawk as being able to fight German Bf 109s. With Curtiss itself at maximum output building P-40s, the British approached North American, who had been trying to sell the RAF the B-25 Mitchell, with an offer to license-build P-40s. North American’s president, James Kindleberger, had a better idea: design and build an entirely new fighter based around the P-40’s Allison V-1710 engine. The RAF was willing to fund a prototype, as long as it also cost less than $40,000 and could be delivered by January 1941: the contract was signed in April 1940. North American flew the first NA-73 prototype in October, only 178 days later.
Given the short time North American had gone from a blank sheet of paper to a flyable aircraft, one might expect that the NA-73 fell short of the requirement. It actually improved upon it. The RAF had only desired four .30 caliber machine guns; the NA-73 had that plus four .50 caliber machine guns (two in the wings with the .30s and two in the cowl). Despite its thin, highly aerodynamic fuselage, it had a large fuel capacity that could make it an escort fighter as well as an interceptor. Moreover, it incorporated two radical design features: one was mounting the radiator below the fuselage; besides saving space, it also allowed the pilot to force hot air out of the radiator to give a boost in speed. Most radical was the use of a laminar-flow wing. Compressibility, where air going over a wing would reach supersonic speeds and cause the aircraft to accelerate out of control in a dive, was a minor problem in the P-40 and notorious on the P-38 Lightning. With a laminar-flow wing, airspeed over the wing never reached supersonic speeds, preventing compressibility without sacrificing maneuverability. The RAF eagerly accepted the design as the Mustang Mk.I and it entered production in mid-1941.
When the RAF began operating the Mustang in combat, however, they found that the fighter, while able to maneuver with even the Focke-Wulf 190 and with plenty of range, was sluggish and slow above 15,000 feet. This was due to the V-1710 engine, which had never been designed for high altitude performance. North American had experienced misgivings about the V-1710, but it had been part of the specification. Mustang Mk. Is still were useful in low-level roles, especially reconnaissance, and the USAAF took interest in it as a ground-attack aircraft, ordering 500 as the A-36A Apache.
In April 1942, a Rolls-Royce technician got a chance to fly a Mustang Mk.I, and was suitably impressed by its manueverability. He was interested in if a bigger engine could be used on the aircraft, and five Mustangs were turned over to Rolls-Royce to be equipped with a Merlin engine and a propeller adapted from the Spitfire IX. The test pilots were stunned by the increase in performance: above 15,000 feet, the Merlin-engined Mustang not only retained its agility and range, speed was increased to 433 mph and the ceiling to 40,000 feet. North American learned of the tests and embarked on a redesign, culminating in the P-51B: this had a strengthened fuselage and wider radiator for the more powerful Merlin; the armament was reduced to save weight to four (later six) .50 caliber machine guns in the wings. With drop tanks fitted under the wings, the P-51B was capable of flying anywhere in Europe. The Mustang had at last realized its full potential, and the USAAF, which had been taking catastrophic losses to bombers over Germany due to the lack of long-range fighters, now had one.
P-51Bs began reaching Europe in August 1943, and when they reached the 8th Air Force in numbers by late 1943, the situation in the air above Europe began to change. While P-51 pilots loved the responsiveness and speed of the Mustang, a few problems did crop up: the gunsight was difficult to use, the guns had a tendency to jam, the glycol cooling system for the engine was easy to hit and would doom the P-51 instantly, and the P-51B lacked vision to the rear. In response, North American designed the P-51D, which solved most of the problems: it had a cut-down rear fuselage and incorporated a bubble canopy, giving the P-51D the best visibility of any fighter of the war; the adoption of the K-14 gunsight was much easier to use and more accurate; the machine guns were set upright and spaced along the dihedral of the wing rather than along the path of flight, making them more accurate as well and mostly curing the jamming problem. Nothing could be done about the glycol system, and more P-51s would be lost to ground fire hitting the glycol tank than any other reason.
P-51s would bear much of the responsibility of sweeping the Luftwaffe from the air. It could outperform the Bf 109 in all respects and be even with a Fw 190 below 15,000 feet—above 20,000 feet, the Mustang had the advantage. Nearly 5000 German aircraft would be shot down by P-51s, the highest total claimed by any Allied fighter during World War II. Nearly a thousand more Japanese aircraft would be added to that total, as P-51Ds began reaching the Pacific in 1944 as escorts for B-29 bombers. It is generally considered by aviation historians as the finest fighter of World War II and by some to be the most pure fighter ever built.
Redesignated F-51 by the newly independent USAF in 1948, the Mustang’s combat duties were not yet over: though not really suited for the role, the availability of aircraft meant that the F-51 would be used as ground-attack fighters throughout the Korean War. The P-51 had been exported to 55 nations during and after the war, and it would see service in the Arab-Israeli conflicts, various brushfire wars in Central and South America, and in the Philippines. The last F-51 in US service (ironically, US Army service) did not leave until 1968, while the Dominican Republic operated P-51s as frontline fighters until 1984. Of 16,766 P-51s produced, over 250 survive to the present day, with nearly 140 flyable examples, making the P-51 the best preserved World War II-era aircraft.
Dad got this picture of "Petie 2nd" while at Tech School at Lackland AFB in 1976. Petie 2nd was the personal aircraft of then-Lieutenant Colonel John Meyer, one of the squadron commanders of the 352nd Fighter Group, the "Blue-Nosed Bastards of Bodney," referring to their wartime base at RAF Bodney, UK.
Meyer would score 24 kills during World War II and another two in Korea. His last victory in Petie was on New Year's Day 1945, when he shot down a German Focke-Wulf 190 before his landing gear was retracted; the Germans were attacking Meyer's forward base at Y-29 during Operation Bodenplatte. Meyer later became commander of Strategic Air Command before retiring in 1974; he had just passed away when this picture was taken.
This is not the real Petie 2nd, which was a P-51D, but a later model P-51H (note the thinner and taller tail and thicker rear fuselage), 44-64376. These colors are accurate and still new at the time; sadly, though the aircraft is still on display at Lackland and still named Petie 2nd, it has deteriorated and is no longer painted accurately.
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
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The 21 cm Kanone 39 (K 39) was a Czech-designed heavy gun used by the Germans in the Second World War. It was original designed by Škoda as a dual-purpose heavy field and coast defence gun in the late 1930s for Turkey with the designation of ‘K52’. Only two had been delivered before the rest of the production run was appropriated by the Heer upon the occupation of Czechoslovakia in March 1939.
Initially, the K 39 only saw limited use as a field cannon in Operation Barbarossa, the Siege of Odessa, Siege of Leningrad and the Siege of Sevastopol. During the war, nine of these guns were sold to Sweden, too.
With the ongoing (and worsening) war situation and the development of heavy tank chassis towards late 1944, the K 39 received new attention and was adapted by the Wehrmacht as a long-range mortar, primarily intended as a mobile coastal defense weapon for strategically important naval sites, and as a second line artillery support. There were several reasons that made the heavy weapon still attractive: Unlike the German practice of sliding block breeches that required a metallic cartridge case to seal the gun's chamber against combustion gases, Škoda had preferred to use an interrupted screw breech with a deBange obdurator to seal the chamber. This lowered the rate of fire to 3 rounds in 2 minutes but had the great economic advantage of allowing bagged propellant charges that didn't use scarce brass or steel cartridge cases, since these metals became more and more short in supply. This also meant that the propellant charge could be adjusted to the intended range, what also helped save material.
The other unusual feature of the gun was a monobloc auto-frettaged barrel, created from a single piece of steel that was radially expanded under hydraulic pressure. This had the advantage of placing the steel of the barrel under compression, which helped it resist the stresses of firing and was simpler and faster to build since the barrel didn't require assembly as with more traditional construction techniques.
Every shell used by the K 39 weighed 135 kilograms (298 lb). HE shells (the 21 cm Gr 40), anti-concrete shells (21 cm Gr 39 Be) and an armor-piercing, base-fuzed shell, the 21 cm Pzgr 39 were available. The K 39 used a bagged charge with a total weight of 55 kilograms (121 lb). The base charge (“Kleine Ladung”) weighed 21.5 kilograms (47 lb) and had an igniter stitched to its base. The two increments (“Vorkart”) were lightly stitched together and enclosed in another bag tied at the top and with another igniter stitched to the base. The medium charge (“Mittlere Ladung”) consisted of the base charge and increment 2 while the full charge (“Grosse Ladung”) consisted of the base charge and both increments. The increments were loaded before the base charge. This resulted in a muzzle velocity of 800–860 m/s (2,600–2,800 ft/s) and a maximum firing range of 33 km (36,000 yd).
Emplacing the K 39 on its original box trail carriage took six to eight hours, mainly to dig in and anchor the firing platform, and a significant entourage was necessary to operate it. To improve the weapon’s handling and mobility, and to protect the crew especially against aircraft attacks, the K 39 was in 1943 to be mounted on a self-propelled chassis. Initially, a standardized “Schwerer Waffenträger”, which would also be able to carry other large-caliber guns (like the 17 cm Kanone 18 in Mörserlafette), was favored. However, the vehicle’s functional specification included the ability to set the heavy weapon gun down on the ground, so that it could be operated separately, and this meant an open weapon platform as well as complex and heavy mechanisms to handle the separate heavy guns. The Schwere Waffenträger’s overall high weight suggested the use of existing standard heavy tank elements and running gear and drivetrain elements from the heavy Tiger II battle tank were integrated into the design. The development of this mobile platform had high priority, but the focus on more and new battle tanks kept the resources allocated to the Schwerer Waffenträger project low so that progress was slow. As it became clear that the Schwere Waffenträger SPG would not become operational before 1945 a simpler alternative was chosen: the modification of an existing heavy tank chassis. Another factor was the Heeresleitung’s wish to protect the weapon and its crew through a fully enclosed casemate, and the ability to set the weapon down was dropped, too, to simplify the construction.
Originally, the SdKfz. 184 (Porsche’s chassis design for the Tiger I battle tank, which was not accepted in this role but instead developed into the tank hunter SPG Elefant/Ferdinand with a modified combat compartment at the rear, was chosen. But since this type’s production ended prematurely and many technical problems occurred through its complex propulsion system, the chassis of the Sd.Kfz. 186, the heavy Jagdtiger SPG, was selected instead, as it was the only readily available chassis at the time in production that was capable of carrying the K 39’s size and weight and of accepting its massive recoil forces.
The Jagdtiger itself was based on the heavy Tiger II battle tank, but it was lengthened by 260 mm. Due to production problems with its main armament, many Jagdtiger hulls were left uncompleted, and to bring more of these heavy vehicles to the frontlines it was adapted to the Sd.Kfz. 187, the Jagdtiger Ausf. M with a modified internal layout (casemate and engine bay positions were switched to fit an 88 mm gun with an extra-long barrel), a stronger but still experimental X16 gasoline engine, and a simplified Porsche running gear.
Since it was readily available, this re-arranged Jagdtiger base was adopted for the so-called Sd.Kfz. 190 “Küstenbatterie K 39 (auf Jagdtiger (Ausf. M)” self-propelled gun (SPG), or “KüBa 39” for short. The casemate-style combat section at the rear offered sufficient space for both the huge weapon and its crew, and also prevented the long gun barrel from hanging over too far ahead of the tank, improving its handling. Space for ammunition was still limited, though: racks on the casemate’s side walls offered space for only four rounds, while fifteen gun charges were stored separately. Gun elevation was between +50° and –3°, azimuth adjustment was achieved through turning the whole vehicle around.
The Sd.Kfz. 190’s hull featured the Jagdtiger’s standard heavy armor, since the Sd.Kfz. 190 was converted from existing lower bodies, but the new battle compartment was only heavily armored at the front. This was intended as a protection against incoming RPGs or bombs dropped from Hawker Hurricane or Typhoon fighter bombers, and as a sufficient protection against frontal ground attacks – the vehicle was supposed to retreat backwards into a safe position, then turn and move away. Roof and side walls had furthermore to be thinner to reduce the vehicle’s overall weight and lower its center of gravity, but they still offered enough protection against 20mm projectiles. Nevertheless, the Sd.Kfz. 190 weighed 64 tonnes (71 short tons), almost as much as the original Jagdtiger SPG it was based upon. Since it was not intended to operate directly at the front lines, the Sd.Kfz. 190 retained the Jagdtiger’s original (but rather weak) Maybach HL230 P30 TRM petrol engine with 700hp and the Henschel suspension with internal torsion bars, what simplified the conversions with readily available material.
A pair of retractable supports at the rear of the vehicle could be lowered to stabilize the vehicle when firing and distribute the gun’s massive recoil into the ground. The tall casemate’s rear featured a large double swing door which were necessary to avoid crew injuries from the massive gun’s pressure when it was firing. The doors were also necessary to re-load the gun – a small crane was mounted above the doors on the roof of the casemate, and a hoist to move the heavy rounds around in the casemate was mounted on tracks under the combat compartment’s ceiling.
The KüBa 39 had a standard crew of six men. The crew in the hull retained their role and positions from the Tiger II, with the driver located in the front left and the radio operator in the front right. This radio operator also had control over the secondary armament, a defensive machine gun located in a mount in the front glacis plate. In the casemate were the remaining 4 crew, which consisted of a commander (front right), the gunner (front left), and two loaders in the rear, which were frequently augmented by a third loader to handle the heavy rounds with an internal hoist under the casemate’s roof. Due to the severe maintenance and logistics needs, the KüBa 39 never operated on its own. Typically, several dedicated vehicles accompanied the self-propelled gun carrier as a “battle group”, including at least one ammunition carrier like the Hummel Munitionsträger, a crew transporter like a Sd.Kfz. 251 for more helping hands outside of the vehicle and frequently a command/radio vehicle to coordinate and direct the fire onto targets far beyond visual range.
The KüBa 39 was quickly developed and fielded, but it came too late for the Allied invasion in 1944 where it could have been a valuable asset to repel Allied ships that operated close to the French coast or even in second line in the Channel. The first vehicles became operational only in early 1945, and production was limited and rather slow. The ever-worsening war situation put more and more emphasis on the production of battle tanks and tank hunters, so that the heavy artillery vehicle only received low priority. However, the few vehicles that were produced (numbers are uncertain, but not more than 30 were eventually completed and fielded), found a wide range of uses – including the defense of the Elbe mouth and the Hamburg port. Some were shipped to Norway for coastal defense purposes, and a handful was allocated to the defense of German submarine bases in France.
Towards the end of hostilities, the survivors were integrated into infantry groups and used for long-range fire support at both Western and Eastern front. No vehicle survived, since most Sd.Kfz. 190 were destroyed by their crews after breakdowns or when the heavy vehicle got stuck in difficult terrain – its weight made the KüBa 39 hard to recover.
Specifications:
Crew: Six - seven (commander, gunner, 2 -3× loader, radio operator, driver)
Weight: 64 tonnes (71 short tons)
Length: 7.27 metres (23 ft 8 in) (hull only)
9.72 metres (31 ft 10 in) overall in marching configuration
Width: 3.88 metres (12 ft 9 in)
Height 3.81 metres (12 1/2 ft)
Ground clearance: 495 to 510 mm (1 ft 7.5 in to 1 ft 8.1 in)
Suspension: Torsion bar
Fuel capacity: 720 litres (160 imp gal; 190 US gal)
Armor:
25 – 150 mm (1 – 5.9 in)
Performance:
Speed
- Maximum, road: 38 km/h (23.6 mph)
- Sustained, road: 32 km/h (20 mph)
- Cross country: 15 to 20 km/h (9.3 to 12.4 mph)
Operational range: 120 km (75 mi) on road
80 km (50 mi) off road
Power/weight: 10,93 PS/tonne (9,86 hp/ton)
Engine:
V-12 Maybach HL HL230 P30 TRM gasoline engine with 700 PS
Transmission:
ZF AK 7-200 with 7 forward 1 reverse gears
Armament:
1× 21 cm K 39/41 L45 heavy siege gun with 4 rounds and 15 separate charges
1× 7.92 mm Maschinengewehr 34 or 42 with 800 rounds in the front glacis plate
The kit and its assembly:
The project to put the massive (real) Czech 21 cm K39 gun on a German chassis had been on my agenda for a long time, but I have never been certain about the vehicle donor for this stunt. I initially favored a Modelcollect E-50/75 since it is available as an SPG version with a reversed engine/casemate layout. But this kit has two serious issues: it would IMHO be too late to be adapted for the pre-war weapon, and – worse - the kit has the flaw that the mould designers simply ignored the driver/radio operator in the hull’s front – the glacis plate immediately migrates into the engine deck and bay, so that there’s no internal space for the driver! Even if you’d assume that the driver would sit with the rest of the crew in the casemate behind the engine, there are no hatches, sights slits or mirrors? Well, it’s a fictional tank, but IMHO it has been poorly designed.
Correcting this might be possible, but then I could also convert something else, probably easier. This alternative became a serious option when I recently built my fictional Sd.Kfz. 187, a Jagdtiger with a reversed layout. This stunt turned out to be easier than expected, with good results, and since I had a second Jagdtiger kit left over from the Sd.Kfz. 187 project I simply used it for the KüBa 39 – also having the benefit of being rooted in an earlier time frame than the E-50/75, and therefore much more plausible.
The Trumpeter 1:72 Jagdtiger first lost its mid-positioned casemate. Internal stiffeners were glued into the hull and the engine deck was cut out and glued into the former casemate’s place, directly behind the driver section. The casemate for the 21 cm gun (a Revell field gun model of this weapon, highly detailed) was scratched, though, and designing it was a gradual step-by-step process. To offer more internal space, the engine deck was slightly shortened, what also changed the vehicle’s profile. From the Jagdtiger’s superstructure I just retained the roof. Things started with another donor piece, though, the massive gun mantlet from a Trumpeter 1:72 KV-2 tank. It was mated with the21 cm gun and the movable KV-2 mantlet mounted with styrene sheet spacer onto a scratched casemate front plate. More styrene sheet was used to create covers around the mantlet, and inside I glued an “arm” to the gun with lead bead ballast, so that the gun could be easier posed in raised position. The finished gun element was glued onto the hull, and the Tiger II roof positioned as far back as possible, what revealed a 3mm gap to the front plate – bridged by another styrene sheet filler, which was also used to raise the roof and add a kink to the roofline that would make the casemate look less boxy.
With the roofline defined I decided to extend the casemate backwards – after all, the original rear engine was gone and the vehicle would certainly need a spacious back door to enter and load it. Therefore, a back wall section was cut out and a casemate extension scratched from styrene sheet. When this was in place, the vertical casemate rear wall was added, and with the profile now fully defined the casemate side walls were created from 1.5 and 0.5 mm styrene sheet. The kink under the roofline was a self-imposed challenge, but I think that this extra effort was worthwhile because the casemate looks more organic than just a simple box design like the Ferdinand/Elefant’s superstructure?
Once the casemate was closed, surface details were added, including the doble door at the rear, the small crane on the roof, and the retractable supports (which came, IIRC, from a Modelcollect 1:72 T-72 kit). The rest of the original Jagdtiger kit was simply taken over OOB.
Painting and markings:
As a vehicle operated in the open field, I gave the KüBa 39 a classic, contemporary “Hinterhalt” paint scheme, in the sophisticated original style that was only applied to a few vehicles on factory level until the camouflage job was soon delegated to the frontline units. Painting started with a base coat of RAL 8000 (Grünbraun) as an overall primer, then 7028 Dunkelgelb (Tamiya TS-3) was sprayed onto the upper surfaces from a rattle can for a light shading effect. At this stage the markings/decals were already applied, so that the additional camouflage could be applied round them. They were puzzled together from the scrap box.
Then clusters/fields in Olivgrün (RAL 6003; Humbrol 86) and Rotbraun (RAL 8012, Humbrol 160) were added onto the sand tone base with circular templates/stencils made from densely foamed styrene that were glued onto the tip of toothpicks – the large casemate with its even surfaces lent itself for this elaborate “factory finish” scheme variant. The stamp method worked better than expected, and the result is very convincing. I just tried to concentrate the dark areas to the upper surfaces, so that the contrast against the ground when seen from above would be smaller than from a side view, which became more fragmented. The running gear remained uniform Dunkelgelb, as a counter-shading measure and to avoid wobbling patterns on camouflaged wheels that could attract attention while the vehicle would move.
After protecting the decals with a thin coat of varnish the model and the still separate wheels received a dark-brown washing with highly thinned acrylic paint and an overall dry-brushing treatment with light grey and beige. Additionally, water colors were used to simulate dust and light mud, and to set some rust traces on exposed areas.
Artist mineral pigments were dusted into the running gear and onto the tracks after their final assembly, and some mud crusts on the tail supports were created with a bit of matt acrylic varnish and more pigments.
A thorough conversion project, and the result is a really massive vehicle - its bulk is hard to convey, the Jagdtiger basis is already a massive vehicle, but this is "super-size", close to an E-100! However, you have to place something next to it to fathom the size of the 21 cm mortar and the huge casemate that covers it. But the conversion looks IMHO rather natural, esp. for a scratched work, and the Hinterhalt suits the bulky vehicle well, it really helps to break the outlines up.
El 20 de setembre de 2025 es va presentar el primer dels quatre nous trens Stadler de la família FLIRT de la sèrie 312 dels FGC per a la línia Lleida-Terrassa. Aquests trens es faran càrrec dels serveis de les línies RL3 i RL4 a partir de l'estiu de 2026. Les noves 312 (sèrie 431.2 per a la XFIG) tenen 3 cotxes, 6 portes per costat a nivell d'andana, 164 seients i una capacitat total per a 439 viatgers. Hi ha 2 espais per a PMR, espais per a bicicletes, WC accessible, sistemes d'informació al viatger i connexió USB a tots els seients. El nou tren té una velocitat màxima de 140 km/h.
El 20 de septiembre de 2025 se presentó el primero de los cuatro nuevos trenes Stadler de la familia FLIRT de la serie 312 de FGC para la línea Lleida-Terrassa. Estos trenes se harán cargo de los servicios de las líneas RL3 y RL4 a partir del verano de 2026. Las nuevas 312 (serie 431.2 para la RFIG) tienen 3 coches, 6 puertas por lado a nivel de andén, 164 asientos y una capacidad total para 439 viajeros. Hay 2 espacios para PMR, espacios para bicicletas, WC accesible, sistemas de información al viajero y conexión USB en todos los asientos. El nuevo tren tiene una velocidad máxima de 140 km/h.
On September 20, 2025, the first of the four new Stadler FLIRT family trains of the FGC 312 series for the Lleida–Terrassa line was presented. These trains will take over the services of lines RL3 and RL4 starting in the summer of 2026. The new 312 units (431.2 series for the RFIG) have 3 cars, 6 doors per side at platform level, 164 seats, and a total capacity for 439 passengers. There are 2 spaces for PRM, spaces for bicycles, an accessible restroom, passenger information systems, and USB connection at every seat. The new train has a maximum speed of 140 km/h.
Més info a: www.trenscat.com/rlleida/unitats312.html
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).
Hoses provide cooling for the Solid State Heat Capacity Laser being developed at Lawrence Livermore National Laboratory.
North Korean Mass games are performed in the May Day Stadium (the highest capacity seating stadium in the world) in Pyongyang, from the end of August to September/October. From 2002 to 2012 the show has been called "Arirang", from the title of a famous Korean folk song, but it basically represent the struggle of the DRPK from the rebellion against the Japanese until the present day. The show has grown in the years - the last add being a representation of Kim Jong Il death.
The last representation of "Arirang" has been performed on September 27th, 2012, after a decade of amazing success. From 2013, voices say that a brand new show will be performed.
From Wikipedia:
Mass Games can basically be described as a synchronized socialist-realist spectacular, featuring over 100,000 participants in a 90 minute display of gymnastics, dance, acrobatics, and dramatic performance, accompanied by music and other effects, all wrapped in a highly politicized package. Students practiced every day from January onwards. The 90 minute performance is held every evening at 8pm and features the "largest picture in the world", a giant mosaic of individual students each holding a book whose pages links with their neighbours’ to make up one gigantic scene. When the students turn the pages the scene or individual elements of the scene change, up to 170 pages make up one book.
DPRK mythology assigns a very important place to the birth of Kim Jong Il. It is said that it happened in a secret place hidden in the forests of Baekdu Mountain, in winter, during the fight period against the Japanese.
Residence of H. H. Loring, Attorney
Date: 1911
Source Type: Photograph
Publisher, Printer, Photographer: Joseph Decker
Postmark: Not Applicable
Collection: Steven R. Shook
Remark: Remark: H. H. Loring and his wife Emily resided at 305 Lafayette Street in Valparaiso, Porter County, Indiana. It is believed that this house still stands in 2021.
The following biography of Hannibal H. Loring is contained in Goodspeed Brothers' 1894 Pictorial and Biographical Record of La Porte, Porter, Lake and Starke Counties, Indiana."
PROF. HANNIBAL H. LORING. The pursuits of life are as varied as are the tastes and capacities of men, and it is an interesting and useful study to observe the degree of their assimilation. Among the prominent educators of Porter County, Indiana, is Prof. Loring, the popular and efficient Superintendent of Schools of Porter County. His is an old Colonial family of Scotch-Irish origin, and in tracing the genealogy we find that the first members to come to this country were three brothers, who settled in Massachusetts about the middle of the seventeenth century. Samuel Loring, grandfather of our subject, moved from Kentucky to Darke County, Ohio, between 1808 and 1812, and was among the first settlers of Greenville, that county. About 1828 he moved to St. Joseph County, Indiana, and there passed the closing scenes of his life. His son, John Loring, father of our subject, was born in the Blue Grass regions of Kentucky about 1804, and when about four years of age was taken by his parents to Ohio. Although the pioneer schools of that day afforded poor advantages for an education, he secured a better schooling than the ordinary, and when he became a man engaged in agricultural pursuits. He selected his wife in the person of Miss Elizabeth Wiley, of Indiana, a sister of the famous Christian minister, Thomas Wiley. Her parents were residing in Union City at the time of her marriage. To Mr. and Mrs. Loring were born the following children: William, Hudson J., Thomas, Martha and Cynthia. The father of these children moved to Indiana at an early day, and after the death of his wife he married Miss Nancy Kane, who bore him seven children: David J., Jennie, Mary, Charles J., Huldah, Samuel C., and Hannibal H. Mr. Loring became fairly well off and was highly esteemed by all acquainted with him. His death occurred at Monterey, Indiana, when sixty-eight years of age. Mrs. Loring was a woman of excellent traits of character, assisted largely in the education of her children, and kept them in the public schools until they began teaching and gained a desire for an education. The sons all became professional men, three of them physicians. Mrs. Loring is still living, and no woman is more beloved and respected by her children. Prof. Hannibal H. Loring, our subject, is a product of Indiana soil, born in Grant County, December 23, 1862. He attended the district school and worked on the farm until he was eighteen years of age, when he became a teacher in Marshall County, Indiana, teaching three terms, all in the winter season. In 1882 he became a resident of Porter County, and entered the Northern Indiana Normal School at Valparaiso, Indiana, graduating from the teachers' course one year later. He then taught school in this county, and for two years was principal of the graded school at Porter, Indiana. After this he was principal of the graded school at Hebron, this county, having three assistants. Here he was especially successful, and graded the school, establishing the high school. This school has improved and developed in every way, and is one of the most successful high schools in the county. Until 1889 Mr. Loring remained in this school, and during this time he studied at the Normal at Valparaiso with the exception of the last two years. In June, 1889, he was elected Superintendent of the Schools of Porter County for two years, and has since been twice re-elected, thus showing his popularity. He has given general satisfaction to the people of the county, and his methods are highly approved. He has directed especial attention to the grading of district schools with excellent success, so much so that ninety per cent of the schools in the county are now graded. He has also raised the standard of education in the county and the requirements and qualifications of teachers, gauging the ability of the teacher as he finds it. Prof. Loring has introduced into the county "The Indiana Teachers' Reading Circle," which has raised the standard of education and developed a higher and improved method of teaching. In 1891 Prof. Loring was examined by the State Board of Education, and received a life State license to teach in any school in the State. He has under his charge 98 school districts, 112 teachers, and makes it his business to keep them under close inspection. He is an efficient and popular official and a thorough educator in every sense of the term. On the 23d of August, 1892, he married Miss Emily Brummitt, daughter of William and Mary (Lucas) Brummitt, both of whom are of English origin. The Professor and wife have one daughter, Mildred. Fraternally, Prof. Loring is a Mason, a member of the Blue Lodge, Chapter, Commandery, and has filled the office of Worshipful Master. In politics he is a staunch Republican. The Professor is a gentleman of rare culture and attainments, and discharges his duties with highly commendable zeal and ability.
Sources:
Bumstead & Company. 1905. Bumstead's Valparaiso City and Porter County Business Directory, Including Rural Routes. Chicago, Illinois: Radtke Brothers. 421 p. [see p. 109]
Decker, Joseph. 1911. Souvenir Book of Valparaiso, Indiana. Valparaiso, Indiana: Valparaiso Printing Company. Unpaginated.
Goodspeed Brothers. 1894. Pictorial and Biographical Record of La Porte, Porter, Lake and Starke Counties, Indiana. Chicago, Illinois: Goodspeed Brothers. 569 p. [see pp. 156-158]
Copyright 2021. Some rights reserved. The associated text may not be reproduced or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without prior written permission of Steven R. Shook.
Photograph taken at 12:23pm on Saturday 6th April 2013 at an altitude of Two hundred and Four metres, along the top of the Cheddar Gorge, a limestone gorge in the Mendip Hills, near the village of Cheddar in Somerset, England.
Below is Cliff road which winds it's snake like way through the Gorge, past the Horshoe bend and into the delightful Village, and away in the distance Cheddar Reservoir, an artificial reservoir dating from the 1930s with a capacity of 135 million gallons supplied with water taken from the Cheddar Yeo river in Cheddar Gorge.
Nikon D800 14mm 1/125s f/13.0 iso100 Mirror Up
RAW (14-bit) Plastic wrap filter used in Adobe Photoshop Elements 8 software.
Samyang AE 14mm f/2.8 ED IF UMC. Nikon MB-D12 battery grip. Two Nikon EN-EL 15 batteries. Nikon DK-17M magnifying eyepiece. Nikon DK-19 soft rubber eyecup. Manfrotto 055XPROB tripod. Manfrotto 327RC2 Grip action ball head. Manfrotto quick release plate 200PL-14. Jessops Tripod bag. Optech Tripod Strap. My memory 32GB class 10 20MB/s SDHC. Lowepro Transporter camera strap. Lowepro Vertex 200 AW camera bag. Nikon GP-1 GPS unit. Nikon MC-DC2 remote shutter release.
LATITUDE: N 51d 17m 2.73s
LONGITUDE: W 2d 45m 35.27s
ALTITUDE: 204.0m
RAW FILE SIZE: 103.00MB
PROCESSED SIZE: 33.88MB
Château de Châteaubriant
The Château de Châteaubriant is a medieval castle strongly modified during the Renaissance, located in the commune of Châteaubriant in the Loire-Atlantique département of France.[1] The original castle was founded in the 11th century on the eastern border of Brittany and, such as the fortresses in Vitré, Fougères, Ancenis and Clisson, it was defending the duchy against Anjou and the Kingdom of France.
The castle was renovated several times during the Middle Ages and the town of Châteaubriant developed at its side. During the Mad War, the castle was seized by the French after a siege. The keep and the halls, partially destroyed, were renovated in the flamboyant style. Eventually, during the 16th century, the château obtained its definitive appearance when the new Renaissance palace was built against the medieval enceinte.
After the French Revolution, the château was sold and divided several times, and was finally transformed into an administrative centre, with the seat of the sous-préfecture, a court and a police station. All these offices closed down after 1970, and nowadays the château is partly opened to visitors.
The château is located between the Châteaubriant-Rennes railway on the east and the old town centre on the west. To the north, it is bordered by the river Chère which forms a natural moat, and on the south by a wide square, the place Charles-de-Gaulle.
The Chère is retained by a medieval dam and forms a pond, the étang de la Torche. The dam serves as a bridge and it was originally an access to the walled town. A stream, the Rollard, also formed a moat on the western side of the castle. It was covered over during the 19th century and now flows under the town centre.
The subsoil in Châteaubriant is made of sedimentary rocks (schist and sandstone) belonging to the Armorican massif. These rocks form folds and outcrops.[2] The château is built on a promontory which is steep on the north, where the Chère flows, but slopes in terraces towards the south.
The castle is first mentioned between 1030 and 1042 but it was founded earlier, at the beginning of the 11th century.[citation needed] It was first built by Brient, an envoy of the count of Rennes, to create an outpost in the Pays de la Mée. This region around Châteaubriant was then a buffer zone between the counties of Rennes, Nantes and Angers, but also a place for trading. The Béré fair was for example founded in 1049 in a suburb of the town. Brient is also responsible for the construction of the Béré church and priory, two major landmarks of medieval Châteaubriant.[3]
The first castle was a motte-and-bailey structure made of wood. It dominated the river Chère and the Rollard and had two concentric moats. One was dry, the other filled with water. It also had a big square keep, rebuilt in stone around 1100.[3] Two halls and a chapel were added during the 12th century, the latter being completed in the 13th century. In the same period, Châteaubriant emerged as a town on the banks of the Rollard. City walls were built between the 13th and the 15th centuries.[4]
The upper-ward gatehouse, the curtain wall and most of the towers were built during the 13th century. The gatehouse still includes its two towers which were originally 25 meters high. The halls and the keep were rebuilt in the 14th century, and the lower-bailey gatehouse was completed before 1400.[5]
The early House of Châteaubriant, whose founder was Brient, became extinct in 1383. The barony of Châteaubriant was then inherited by the House of Dinan, another Breton noble family. The Dinans found themselves without male offspring in 1444.[6] In 1486, the baroness of Châteaubriant, Françoise de Dinan, the last of her family, opposed Francis II of Brittany. She prepared the "Châteaubriant treaty" by which the barons of Brittany asked the King of France to settle a Breton internal dispute. The treaty, which betrayed the authority of Francis II, was one of the reasons for the Mad War and showed the weakness of the Duchy of Brittany as a political entity. Brittany and France went to war, Breton castles were taken one after the other by the French. Châteaubriant was besieged in 1488 and surrendered after one week.
At the end of the war, Françoise de Dinan had the castle restored and improved. As the old walls did not fit the new military exigences, a bastion was built. The keep and the halls, which also lost their defensive capacity, were opened by large windows. Inside, the baroness ordered new fireplaces in the Flamboyant style.[5]
The improvements on the keep and the halls were not sufficient for Françoise de Dinan who wanted a fashionable residence. She ordered a new palace, built in the lower bailey. This palace has been called Bâtiment des Gardes ("guards' building") since the French Revolution, because it was then used by the National Guard. The new residence was completed at the beginning of the 16th century, after the death of Françoise. At that time, Châteaubriant belonged to Jean de Laval, her grandson and a member of the House of Laval.[7]
However, Jean de Laval was not satisfied with the new palace, a stark building typical of the First Renaissance. He ordered a new wing, built around 1530 in an Italian style, and characteristic of the Second Renaissance. Jean de Laval is also responsible for the long gallery which forms an angle with the palace.[7]
Jean de Laval died heirless in 1543 and gave his possessions and titles to the Constable of France Anne de Montmorency, one of the most powerful Frenchmen of the time. The constable completed the works begun by Jean de Laval but established his residence at the Château d'Écouen, close to Paris.
Châteaubriant belonged to the House of Montmorency until 1632 when Henri II de Montmorency was dispossessed and beheaded for felony. The barony was given to the Princes of Condé who kept it until the French Revolution.
The Condés slightly improved the château, for example in redesigning some rooms, such as the Chambre dorée in the Jean de Laval wing, decorated after 1632.[7] However, the princes did not live in Châteaubriant, but at the Château de Chantilly and in their hôtel particulier in Paris. The distance of the Dukes of Montmorency and later the Princes of Condé permitted the town council to gain some independence, but the lords still maintained local officers in the château.[8]
The roof of the keep collapsed after a storm around 1720. The building was not restored afterwards and slowly fell into ruin.[9]
The prince Louis V de Bourbon-Condé was one of the first nobles to go into exile during the French Revolution. He left France for England in 1789. The National Guard of the town settled in the château, which was also used to house various storehouses and a police station. Several parts of the buildings and courtyards were sold or rented to locals and the moat was partially filled in.[10]
During the Bourbon Restoration, the estate was progressively returned to the Prince of Condé. However, he eventually decided to sell it. The town council, in need of buildings for its jail, court and services, wanted to buy the château, but the prince did not wish to deal with the administration, and the mayor bought the property personally. He left the lower bailey gatehouse to the département, which transformed it into a jail, and sold the rest to the town council.[10] The mayor, Martin Connesson, also kept a part of the estate and built a new house on it in 1822.
In 1839, the council considered pulling down the keep to use its stones to build a school and a bridge. This project met strong opposition and the château was included on the first list of monuments historiques in 1840.[9]
The town could not maintain the château in good repair and sold it to the Duke of Aumale in 1845.[10] The Duke settled in the house built by the mayor Martin Connesson and refurbished it.[11] Being a son of Louis-Philippe I, he followed his father to England after the Revolution of 1848 and sold the château to the Loire-Atlantique département in 1853.[9] The sous-préfecture moved there in 1854, and the 1822 house became the residence of the sous-préfet.[11] The police station, the court and the jail, which were relocated somewhere else after the Duke of Aumale acquired the estate, came back in 1855.[12][13]
In 1887, the département asked for the removal of the château from the monument historique list because it could not afford the repairs required by the authorities. However, several restoration campaigns were mounted after 1909, especially on the keep. The château was eventually reintegrated into the list in 1921.[9] In 1944, the southern end of the Renaissance palace was destroyed during an American bombing raid.[14]
Major restoration campaigns were carried out in the 1960s and after 2000.[9] Nonetheless, the château has never been fully opened to visitors, who can only access the wards and some rooms, such as the Chambre dorée and the Bâtiment des Gardes which hosts exhibitions. However, all the administration services progressively closed after 1970. For instance, the police station moved out in 1971, the public library followed in 2006, the sous-préfecture in 2012, and the court was closed in 2009. The house built by Martin Connesson remains the residence of the sous-préfet.
The castle is divided between an upper ward and a lower bailey. The bailey, on the south, is opened by a 14th-century gatehouse, the Pavillon des Champs, which is the main entrance for the whole castle. The upper ward is accessible from the bailey through a second gatehouse. It is located on the highest point, dominating the Chère, and it is bordered by the seigniorial buildings: the two halls and the chapel.
The keep is built on both the upper and lower ward and also dominates the Chère. It was built in stone around 1100 on the site of the primitive motte. Later rebuilt in the 14th century, it felt into ruins during the 18th century. It forms an irregular square, its walls are 18 m long and 3.5 m thick. Remains of machicolation are visible on the top.[3] The two halls form an angle with the keep. They were rebuilt in the 14th century and the opening of new windows after the Mad War did not alter their austere look. The small hall, partially destroyed, has a peculiar roof, similar to a flat onion dome, made around 1562. The result is somewhat clumsy and is only an experimental attempt.
Located close to the small hall, the chapel was built around 1142 and refurbished in the 13th century. Some hundred years later, it was divided in two and the western part was turned into the chaplain's house. The monument is romanesque but gothic windows were added in the 16th century.[3] The windows on the chaplain's house form a single bay culminating with a gothic dormer. Mural paintings and 15th-century floor tiles were discovered during archeological excavations.[5]
The gatehouse is partly ruined but it still has its two towers. It is built in sandstone with alternating lines of schist. Parts of the enceinte and the chemin de ronde are preserved.[3]
The Pavillon des Champs ("fields pavilion"), which opens the lower bailey, originally had a drawbridge. Its rear half was built in the 14th century and the front dates from the 16th century.[3]
The Renaissance residence is located in the lower ward. It consist of an alignment of buildings built on the enceinte, with a gallery forming an angle.
The Bâtiment des Gardes is the oldest Renaissance building and also the less decorated. It was built around 1500. Its slate roof is steep and as tall as the facade itself, which gives a massive look to the whole. The facade is opened by large regularly positioned windows on the first floor and small irregular doors and windows on the ground floor. The facade on the moat is framed by two medieval towers which were opened by new large windows.
The walls are very thick and inside, the rooms are usually big. On the ground floor, the Salle verte ("green room"), which is the main hall, is 30 meters long and 10 meters large. It is also 10 meters high and its monumental fireplace is two meters wide. The local blue schist was largely used as an ornamental material; it is particularly visible on ceilings, fireplaces and around the windows.[16]
The Jean de Laval wing was designed by Jean Delespine, a local architect, and built after 1532. At that time, French architecture had changed a lot: medieval features still in use at the beginning of the 16th century were totally rejected for Italian designs. Thus the Jean de Laval wing is fully different from the Bâtiment des Gardes. It is opened on the bailey by large windows bordered by tuff pilasters and small niches and it has Italian sculpted dormers. On the external facade, the architect reemployed the medieval walls and towers and opened them with large windows and dormers. Although very Italian in design, the building retained some French typical features, such as a steep slate roof and high chimneys. The design is also messy on several details, for example, the windows are not perfectly regular and some of them are too close to each other. Tuff, extremely common on the châteaux in the Loire Valley, because it is easily found there, had to be imported to Châteaubriant and was only used for ornamental purpose. Instead, the walls were built with local sandstone and the facade on the bailey was covered by a white coating. Local blue schist was also used for the niches and the chimneys alternate tuff and bricks.
A monumental staircase was built at the junction between the Jean de Laval wing and the Bâtiment des Gardes. It served as the main entrance and its first floor is opened by a loggia. The staircase was built with tuff and its vaults are decorated with little schist coffers.[16]
The Chambre dorée ("golden room"), the only room opened to visitors, is located on the first floor. It was decorated in the 1630s with red tapestry and baroque sculptures. The overmantel of the fireplace is particularly rich, with oil on canvas
The great gallery was originally closing the garden in front of the Jean de Laval wing and it was connecting it to the keep. Only one wing has been preserved, but several remains such as columns are still visible in the garden. The remaining part comprises two levels and the walls are made of red bricks whereas the decorative details are made of blue schist. The combination of these two materials is rare and creates a quaint look. The ground floor is a loggia opened by 21 arches with doric columns. The first floor is opened by large windows with small pediments. This floor is accessible through a stair located in an adjoining pavilion.[16]
Two legends are linked with the château. The first one involves Sybille, the wife of Geoffroy IV of Châteaubriant, who went on Crusade in 1252. He was jailed in Egypt in 1250 and the French army was destroyed there by the plague. The same year, the death of Geoffroy was announced in Châteaubriant, and Sybille started to mourn him. However, he would have come back several months later. Because of the shock, Sybille would have succumbed in his arms.[17]
The second legend involves Jean de Laval and his wife, Françoise de Foix. They were engaged in 1505 with the support of Anne de Bretagne, duchess of Brittany and Queen of France. After the death of Anne and her husband Louis XII of France, the new King, Francis I, asked Jean de Laval to come to his Court to help him settle the French annexation of Brittany. Françoise de Foix followed her husband and became the lady in waiting to the Queen Claude de France as well as the mistress of Francis I. Jean fought in the Italian Wars and became Governor of Brittany in 1531. Françoise de Foix was on her side rejected from the Court in 1525.[18]
She died on 16 October 1537, during the night, and assassination rumors quickly spread. According to them, Françoise would have been killed by her husband, jealous of her relationship with the King. According to some rumors, Jean de Laval would also have locked up his wife in a room, and later poisoned her or bled her to death. Since then, every 16 October at midnight, a ghost procession would walk in the château. The Chambre dorée has often been presented as the place where Françoise died, but its present layout dates from only the 17th century.[18]
IMF economists Lesley Fisher and Amanda Sayegh from FAD join Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, and Eria Hamandishe, Director, Department of Economic Affairs, Zimbabwe Ministry of Finance & Economic Development, at 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: CH220412031.arw
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 ).
Neurorehabilitation and functional capacity assessment with Fitmate PRO at National Institute of Neurology (Moscow, Russia). Source: www.formed.ru/
From left: Md. Mokarrom Hossain (Project Coordinator of CSISA, NJ and SHOUHARDO 2), Craig Meisner (Director - WorldFish South Asia), Mohammed Zakir Hossain (Project Manager, FtF Aquaculture), Dr. Stephen Hall (Director General - WorldFish) and Md. Zamal Uddin (Technical Specialist, FtF Aquaculture).
April 19, 2012 - Washington DC. World Bank / IMF Spring Meetings. A joint event of the World Bank Institute and the African Capacity Building Foundation. Co-hosts: Sanjay Pradhan, Vice President, World Bank Institute, and Frannie Léautier, Executive Secretary, African Capacity Building Foundation. Shown: Bineta Diop, Executive Director, Femmes Africa Solidarité. Photo: © World Bank
Photo ID 041912_Catalizing_Change_Africa_058_F
Standing neatly in line. These oldies are probably from somewhere in the '60's,they can still lift a nice 20 tons. A little while ago they got a new partner, the new Liebherr mobile harbor crane, with a 200ton lifting capacity.
Sharing success story of Rehena and Champa with Director General of WorldFish (wearing black jacket) during pond visit at Barisal Bangladesh.
IMF economists Tao Sun, Parma Bains, and and Akihiko Yoshida, Deputy Director General for International Bureau, Ministry of Finance of Japan, participate in a Capacity Development Talk moderated by Eva-Maria Graf titled Digital Money: Building Capacity for a Virtuous Circle at the International Monetary Fund.
IMF Photo/Cory Hancock
11 April 2022
Washington, DC, United States
Photo ref: CH220411015.arw
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2010-11-06 at 12.33.41 PM
Resources dedicated to capacity development in fragile states have risen substantially in recent years. This panel discussion will review country experiences in implementing capacity development in fragile states, and focus on its impact, successes and challenges, and ways to further strengthen delivery modalities.
2020 is a special year for China as it marks the deadline to achieve goals of building a moderately prosperous society in all respects, implementing the 13th five-year plan, and winning the decisive battle against poverty.
This launch event will discuss how China should continue to develop its agricultural industry in a global context to meet the goals above, and how China and the world should respond to challenges such as the COVID-19 pandemic and support the poor and vulnerable groups.
The China Agricultural Sector Development Report 2020 (CASDR) analyzes the domestic and foreign macroeconomic and agricultural industry conditions. The report reviews the important events in 2019, including the persistence of trade frictions between China and the United States, the spread of African swine fever, etc. Besides, the report assesses the competitiveness of China’s agricultural industry from the perspectives of total factor productivity, international trade and production cost. The report provides studies on the impact of COVID-19 on China’s agriculture and farmers’ income; research on the recovering of pig production capacity and its key influencing factors; and simulations of the impact of fall armyworm on China’s corn industry in 2020. Moreover, it summarizes the characteristics of 18 important agricultural product industries development in 2019 and prospecting trends in the next two years.
The IFPRI 2020 Global Food Policy Report (GFPR) highlights the central role that inclusive food systems play in meeting global goals to end poverty, hunger, and malnutrition, and offers recommendations for making food systems more inclusive for four marginalized groups – smallholders, women, youth, and conflict-affected people. The report also provides analysis on transforming national food system in several countries like Bangladesh and Ethiopia, and advice on development of food system in different regions worldwide. As for China, smallholders and other marginalized groups are affected by African swine fever, trade disputes between China and the United States, COVID-19 and other uncertainties. Their livelihoods, food security, and nutritional status require particular attention. GFPR calls for supporting the poor and the most vulnerable to build inclusive food systems
During the event, an overview of the GFPR's and CASDR's findings will be presented.
Opening Remarks
Host, Longjiang Yuan, Director, Institute of Agricultural Economics and Development (IAED)
Johan Swinnen, Director General, IFPRI
Huajun Tang, President, Chinese Academy of Agricultural Sciences (CAAS)
Reports Launch
China Agricultural Sector Development Report 2020 (CASDR)
Xurong Mei, Vice President, Chinese Academy of Agricultural Sciences (CAAS)
IFPRI 2020 Global Food Policy Report (GFPR)
Shenggen Fan, Chair Professor of China Agricultural University, former Director General of IFPRI
Comments and Advice on Reports
Host, Kevin Chen, Senior Research Fellow, IFPRI
Changyun Jiang, Deputy Director of the Institute of Industrial and Technical Economics, National Development and Reform Commission
Hongyu Zhang, Vice Dean of China Institute for Rural Studies, Tsinghua University
Xiaohua Chen, Member of the National Committee of CPPCC, former Vice-Minister of Agriculture and Rural Affairs, President of Chinese Association of Agricultural Economics
Xingqing Ye, Director General, Research Department of Rural Economy, Development Research Center of the State Council
Xiurong He, Professor of College of Economics and Management of China Agricultural University, Consultant of the State Council
www.ifpri.org/event/china-and-global-agricultural-policy-...
Lancia Aurelia B 52 Pinin Farina Cabriolet
first registration: 1951
cylinder: 6
cubic capacity: 1990 cc
power: 100 PS
The Lancia Aurelia designed by Vittorio Jano was launched in 1950 and production lasted until the summer of 1958.
Leipzig Opera , Augustusplatz, Leipzig
19 June 2010
About 18’000 units (Berlina, Coupé, Cabrio/Spider and Chassis in total) were produced.
The Aurelia used the first production V6 engine, a 60° design developed by Francesco de Virgilio, an all-alloy design with a single camshaft between the cylinder banks. A hemispherical combustion chamber and in-line valves were used. A single Solex or Weber carburettor were fitted, some uprated 1991 cc models were fitted with twin carburettors.
At the rear was an innovative combination transaxle with the gearbox, clutch, differential, and inboard-mounted drum brakes. The front suspension was a sliding pillar design, with rear semi-trailing arms replaced by a de Dion tube in the Fourth series.
The Aurelia was also one of the first cars to be fitted with radial tire.
(Sources: Wikipedia and Buckley, Martin & Rees, Chris (1998). World Encyclopedia of Cars. London: Anness Publishing.)
May 5, 2021 - New York City - Governor Andrew M. Cuomo, joined by New York Mets President Sandy Alderson, far left, and New York Yankees President Randy Levine, announces that New York’s baseball stadiums will open with expanded capacity on May 19 as the state returns to largely reopened economic activity from coronavirus shutdowns, setting the tone for a return to normalcy spurred by vaccinations. In another sign of the state’s push toward a reactivated economy, tickets for Broadway are going on sale Wednesday for a full return to shows on Sept. 14. As for baseball fans, those who have gotten their shots for COVID-19 will be able to enjoy normal seating on May 19 and be accompanied by children under 16. The unvaccinated will have to sit 6-feet apart as the stadiums for both the New York Yankees and the New York Mets enforce 33% capacity limits. All will be expected to wear masks.
Those fans who have not gotten the shots will be offered the chance to get them at the stadiums, with free tickets thrown in for a future game as a bonus. The Governor said he will allocate a large number of the Johnson & Johnson “one-shot” vaccinations at each ball park. (Kevin P. Coughlin / Office of Governor Andrew M. Cuomo)
025/365
The Arkansas was as full as I've seen it in quite some time. Wonder what the spillway at Keystone looks like right now?
IMF economists Lesley Fisher and Amanda Sayegh from FAD join Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, and Eria Hamandishe, Director, Department of Economic Affairs, Zimbabwe Ministry of Finance & Economic Development, at 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: CH220412042.arw
Resources dedicated to capacity development in fragile states have risen substantially in recent years. This panel discussion will review country experiences in implementing capacity development in fragile states, and focus on its impact, successes and challenges, and ways to further strengthen delivery modalities.