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3000 capacity crowed at Blackpool Empress Ballroom for the first gig of the newly reformed Macc Lads..it was a top night of fun music & banter
extra for Panagbenga.....
Bus No: 7015
Year released: 2011
Capacity: 49; 2x2 seating configuration
Route: Cubao-Baguio via Dau/SCTEX-Luisita/Tarlac/Paniqui/Carmen/Urdaneta/Sison/Rosario
Body: Almazora Motors Corp.
Model: 2011 AMC Tourist Star RE Deluxe AC Series
Engine: MAN 18-350 HOCL
Fare: Airconditioned
Transmission System: M/T
Plate No.: CXP-715(Region III-Central Luzon)
Taken on: February 24, 2012
Location: Siesta Bus Stop, Brgy. San Roque, Tarlac City, Tarlac
Yup, I can't think of any clever/cute titles for my photos. Haha. Have a "magical" 3 day weekend! LOL.
Some quick Manta facts:
Capacity: 1500 riders per hour
Length: 3359'
Height: 140'
Drop: 113'
Inversions: 4
Speed: 56 mph
Duration: 2:35
Vehicle wing span: 12 feet
Length of train: 72 feet, 2 inches
Weight per train: 33,100 pounds when empty
Wiring per train: 2,524 feet
The marine life — More than 3,000 animals live in Manta’s state-of-the-art aquatic habitats, creating mesmerizing face-to-fin encounters with hundreds of rays, thousands of exotic fish and even a giant Pacific octopus.
Rays — Three hundred rays can be found in Manta’s huge all-around-you aquarium, adding to the sense of total immersion in an underwater world. While there are over 400 species of rays found throughout the world, eight species are showcased at Manta. They include cownose, spotted eagle, roughtail, southern, shark ray, giant guitarfish, white blotched river ray and ocellate river rays.
Did you know?
- The trains on flying coasters are the most complicated and technically advanced trains of any type of roller coaster.
- Manta’s trains are very efficient and built to extremely high standards. In fact, if Manta’s track were flat with no loops, twists, turns or brakes -- a single train would probably coast for nearly two miles after its initial 113-foot drop.
CENTRAL LIBRARY BAHAWALPUR,
Central Library Bahawalpur is a historical and very prestigious institution of the area. Its building is a fine model of classical Italian style of architecture. Foundation stone of its building was laid on 8th March 1924 by Sir Rufus Daniel lsaacs, the then Viceroy & Governor General of India on the auspicious occasion of coronation of Amir of Bahawalpur Nawab Sir Sadiq Muhammad Khan Abbasi the 5th. Since then the Library has passed through various stages of growth and expansion. Now it has expanded from single block to three separate blocks. Each block is serving a separate section of readers.
It is the 2nd biggest public library of the province. It possesses, besides vast collection of old newspapers since 1947 and even later than it, more than lac books and a fair number of manuscripts. It is also a depository of historical documents of the defunct Bahawalpur State. Number of its regular members is more than 12000. It also caters to the reading needs of students of lslamia University, Bahawalpur, Quaid-e-Azam Medical College Bahawalpur and of other educational institutions of the Division. Library maintains separate sections for children, ladies, special persons and research scholars doing research in Bahawalpur Khawaja Fareed and other scientific and general topics. All and sundry who come to Bahawalpur visit this library. More than 300/350 readers daily visit the library in various capacities. Library also organizes seminars, workshops, book fairs and book exhibition throughout the year. Library has a special role in promoting mass education by arranging literacy walks, debates and other such educational activities. People of the area has always appreciated its positive role in imparting educational, information and recreational services to them.
The Alhambra is a theatre situated on the West End promenade in the English seaside resort of Morecambe, Lancashire. Opened in 1901 as the Alhambra Palace, it took its name, though not its style, from the famous Moorish original in Granada, Spain. The building was in continuous use, with a range of entertainment and social uses, until 1970 when a fire gutted the interior. Following extensive refurbishment the theatre reopened in 1973 as The Inn on the Bay before renaming itself The Carleton Club, becoming a major events venue and one of the great Northern soul dance clubs. After closing in 2016, it reopened it the same year as a multi-purpose venue with capacity up to 1,100. The theatre was the location where Laurence Olivier shot his iconic 1960 film version of John Osborne’s The Entertainer.
History
The Alhambra is the most significant surviving example of Morecambe's West End heritage. Though diminished after the fire of 1970 by the loss of its elaborate Dutch gable and distinctive sun-burner turret, the edifice still dominates and enhances an elegant Victorian curve of promenade. It was built on the site of the old West End Market, which was demolished for this purpose, and the ground floor of the new building was designed as a replacement covered market space. Only the original market sign survived, moved to back of the building above the new market’s rear entrance. Although postcards with exterior views of the Alhambra Palace are plentiful, there are very few images of its interior. Fortunately, the national press published detailed descriptions at the time.
From conception and design to financing and management the Alhambra Palace, which opened on April 4, 1901, was entirely a local effort, conceived by developers John Gardner and John Scott and young architect Herbert Howarth, all of whom lived near by. John Edmondson was the experienced local building contractor who also installed the electric lighting in the theatre. He was also responsible for most of Morecambe’s great buildings, including the surviving 1900 Park Hotel up Regent Road from the Alhambra.
For the first few years of their existence, Gardner managed the Alhambra and the Park Hotel, both integral to the partners’ redevelopment of the West End's 1877 Summer Gardens whose 30 acres, including a massive pavilion, had proved unprofitable and located too far from the sea. They built the Park Hotel, Regent Park and surrounding houses on that site and linked them with the then ultra-modern Alhambra Palace on its prime seafront location
Theatre for the West End
Topping a special variety bill, Chung Ling Soo, destined to be hailed as one of the world's greatest magicians, topped the Alhambra opening night after the 1901 opening ceremony. Opposite the Alhambra stood the West End Pier with a theatre at the end. However this burnt down in 1917 and the pier itself was demolished in 1978 after extensive storm damage. For most of the 20th century the theatre featured refreshment bars and a popular restaurant. In addition, the Alhambra managers spotlit what was in vogue – variety, films and summer shows – without losing its reputation as a home for amateur, social and community needs.
The ground floor of the theatre was designed to be used for retail purposes and when it first opened comprised a market, shops, restaurant and photographer. By 1910 the venue was also licensed as a cinema and regularly screened films in between live theatre and variety revues. In the 1920s it became the Astoria Super Cinema but continued to host other events. It closed as a cinema during World War II when it was requisitioned for use in the war effort, and reopened in 1946.
The venue was closed in 1970, when a projector caught fire in the upper tiers and the entire wood structure of the interior collapsed, although the flames did not spread to the large space of fly tower. The walls and main structure were unaffected by the internal damage, and so, after basic remodelling inside (the suspended ceilings still conceal a cavernous balcony and roof space above), it reopened as the Carleton Club, a huge 'black box' with multi-bars suited to dance and social events. Various restaurants also occupied the front part of the original theatre floor, where ceiling to floor bay windows directly look out on Morecambe Bay.
The club's fortunes faded at exactly the same time that Morecambe's West End became a particular area of major social deprivation as a result of the whole resort's economy collapsing in the 1980s and 1990s. Along with other large buildings in the town such as the iconic Midland Hotel and top leisure park Frontierland at the edge of the West End, the Carleton/Alhambra fell into disuse with only a handful of events put on per year and it finally closed in 2016.
The Alhambra today
The same year the building was rescued by local developer Ian Bond who reopened it as an entertainment, conference and community-purpose venue. He also brought new tenants to the shops at street level (the central market space was already occupied by the region's largest angling store Gerry's Fishing). The venue is currently run by volunteers who are part of the wave of local networks focused on turning around the town's fortunes since the 2000s. In 2019 the charitable company Morecambe Alhambra Theatre Trust was created to formally run the venue along with the established Friends of the Alhambra.
Renaming itself the Alhambra once more, the theatre has designed its multi-community purpose to complement the other nearby renovations or developments along the seafront: the Midland Hotel, the new Promenade wave deflection wall (2019), the similarly renovated Morecambe Winter Gardens theatre, and the planned £80 million Eden Project North by the Midland.
Since 2016, a growing number of cultural events central to the North West of England have found a base at the Alhambra, including Morecambe Punk Festival, steam punk festival A Splendid Day Out and goth club nights Corrosion. The Other National Theatre and the UK Centre of the International Theatre Institute are based at the Alhambra. Morecambe Fringe launched there in 2017 and Hawkwind’s space rock festival Hawkeaster took over the entire venue in 2018 [Wikipedia]
Operator | Saulog Transit, Inc.
Fleet Number | 717192
Area of Operation | Provincial Operation
Seating Configuration | 2x2
Seating Capacity | 49+1
Coachbuilder | Del Monte Motor Works, Inc.
Model | Del Monte DM16 Series 2
Chassis | Volvo B7R
Engine | Volvo D7E
Supension Type | Air Suspension
Shot Location | Munoz, Q.C
Due to an increased need for capacity due to Covid, the shorter D1 between Trowbridge and Bath has been modified to a D1x, operating on a more direct route away from the low bridges and bringing double decks to the area. Formerly an Aberdeen Platinum bus, and now in unbranded Bath City blue, here 37642 pauses at the town bridge en-route for Trowbridge.
For my summer snaps to Bradford-on-Avon, as well as Bristol, Weston, Wells and Bath, please visit: southernenglandbus.smugmug.com/LATEST
Brunsbüttel 2025.05.24
IMO:9822451
MMSI:563071100
Callsign:9V6119
Width:46.0 m
Length:294.0 m
Deadweight:92728 tons
Gross tonnage:110532 tons
Liquid Capacity:170000.0 m³
Year of build:2018
AIS type:Tankship
Ship type:Fsru Tanker
Flag:Singapore
Builder:
Hyundai Heavy Industries Co., Ltd.
Owner:
HOEGH LNG GANNET PTE LTD
IN THIS IMAGE THE WALL:
the abandoned hippodrome stables
FOR THE HIPPODROME:
www.ippodromitrenno.it/sansirogaloppo/?lang=en
The Stadio Giuseppe Meazza
commonly known as San Siro, is a football stadium in the San Siro district of Milan, Italy, which is the home of A.C. Milan and Inter Milan. It has a seating capacity of 80,018, making it one of the largest stadia in Europe, and the largest in Italy.
On 3 March 1980, the stadium was named in honour of Giuseppe Meazza, the two-time World Cup winner (1934, 1938) who played for Inter Milan and briefly for Milan in the 1920s, 1930s and 1940s.
The San Siro is a UEFA category four stadium. It hosted six games at the 1990 FIFA World Cup and four European Cup finals, in 1965, 1970, 2001 and 2016.
Construction of the stadium commenced in 1925 in the district of Milan named San Siro, with the new stadium originally named Nuovo Stadio Calcistico San Siro (San Siro New Football Stadium). The idea to build a stadium in the same district as the horse racing track belongs to the man who then was the president of A.C. Milan, Piero Pirelli. The architects designed a private stadium only for football, without the athletics tracks which characterized Italian stadiums built with public funds. The inauguration was on 19 September 1926, when 35,000 spectators saw Inter Milan defeat Milan 6–3. Originally, the ground was home and property of A.C. Milan. Finally, in 1947, Inter, who used to play in the classy Arena Civica downtown,[6] became tenants and the two have shared the ground ever since.
On 2 March 1980 the stadium was named for Giuseppe Meazza (1910–1979), one of the most famous Milanese footballer.
Apart from being used by Milan and Inter, the Italian national team also plays occasional games there. It has also been used for the 1965, 1970, 2001 and 2016 UEFA Champions League finals. The stadium was also used for Inter Milan's UEFA Cup finals when played over home and away legs but has never featured since the competition changed to a single final structure in 1997–98.
The stadium underwent further renovations for the 1990 World Cup with $60 million being spent, bringing the stadium up to UEFA category four standard. As part of the renovations, the stadium became all seated, with an extra tier being added to three sides of the stadium. This entailed the building of 11 concrete towers around the outside of the stadium. Four of these concrete towers were being located at the corners to support a new roof which has distinctive protruding red girders.
In 1996 inside the stadium was opened a museum about A.C. Milan and Internazionale's story with historical shirts, cups and trophies, shoes, art objects and souvenirs of all kinds.
FOR MORE INFORMATIONS
en.wikipedia.org/wiki/San_Siro
FOR THE PLACE:
wikimapia.org/#lang=it&lat=45.480942&lon=9.128630...
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“It is an illusion that photos are made with the camera…
they are made with the eye, heart and head.”
[Henry Cartier Bresson]
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Please don't use any of my images on websites, blogs or other media without my explicit written permission.
© All rights reserved
Built by Walter Klepzig in 1928, Klepzig Mill sits on a rocky outcrop overlooking shut-ins on Rocky Creek in Shannon County, Missouri. Klepzig purchased the land in 1912 for $5.50 per acre. The son of a Prussian German immigrant, Klepzig sawed logs into boards to build this small turbine mill and nearby out-buildings. Klepzig was also known to routinely save "good boards" for use in constructing coffins for his neighbors. He was one of the first in the area to introduce both barbed and woven wire fences and to raise a refined breed of milking cow. With the mill running at times at full capacity and his progressive agricultural methods, Klepzig and his family enjoyed some degree of prosperity. The family was reported to have purchased the first radio in the county. They often shared their prosperity by grinding corn for neighbors who were “on starvation.”
Walter Klepzig picked one of the most beautiful spots in the rugged Missouri Ozarks to build his mill. Isolated in a narrow gorge between two high bluffs rising up to 1140 feet, with Buzzard Mountain on one side and Mill Mountain on the other, the Mill is located just off of a ten-foot wide dirt road. Below the mill, Rocky Creek tumbles through a series of waterfalls and pools formed by igneous rock as it travels eventually to join the Current River several miles downstream.
The Mill itself is not much to look at. The very simple building houses one room with portions of the millworks still inside. The Mill is made from plain wooden boards, the scrap metal hinge from the hood of a Model "A" Ford truck, and an old corrugated iron roof. In addition to the doorway, one window punctuates each of the east and west walls. The Mill is located in a spectacular setting, clinging to the rocky south bank of Rocky Creek surrounded by the rhyolite rock of the "shut-in" canyon. Shut-ins occur when a stream is “shut in” to a narrow canyon-like valley. The stream flows through softer sedimentary bedrock materials such as dolomite or sandstone, but encounters more resistant igneous rock, thus forming waterfalls and pools.
In addition to the mill building, a small springhouse, chicken laying house and smokehouse are still standing. However, fires have destroyed all but the concrete foundations of the 1 ½ story Klepzig House and 2 ½ story barn that once stood nearby.
Klepzig Mill is located in the Ozark National Scenic Riverways near Eminence, Missouri, and is on the National Register of Historic Places. It was acquired by the National Park Service in 1974. The mill structure has been partially restored by the Parks Service over the years. According to its registration with the National Register of Historic Places: “Standing at the Klepzig mill or house site today, one will see in any direction essentially the same vista viewed in 1930.” The landscape today is “substantially unchanged since the years of the mill’s operation.”
© All rights reserved - - No Usage Allowed in Any Form Without the Written Consent of the photographer, Mark S. Schuver.
The best way to view my photostream is on Flickriver: Nikon66's photos on Flickriver
Victory Liner Inc.
Bus Number: 1821
Model: SR 620 NV
Chassis Manufacturer: Nissan Diesel Motor Co., Ltd.
Body Manufacturer: Santarosa Motor Works, Inc.
Classification: Airconditioned Provincial Operation Bus
Engine: Nissan Diesel PE6-T
Suspension: Leaf Spring Suspension
Seating Configuration: 2x2
Capacity: 49 Passengers
Shot Location: Victory Liner Caloocan Terminal
Humber Super Snipe III (1961-62) Engine 2965cc S6 OHV
Registration Number 102 WTJ (Lancashire)
HUMBER SET
www.flickr.com/photos/45676495@N05/sets/72157623665287863...
The Super Snipe II introduced in 1960 was restyled with a new grille and lavish use of wood and leather. All have servo front disc brakes.
The 1961-63 Series III was again restyled with quad head lights, and revised full-width grille. The suspension of the car had been considerably modified along with the car's floor structure which improved the car's high speed stability. The front of the car was redesigned to give a lower bonnet and longer nose to accomodate an additional pulley, mounted on the front of the crankshaft, that enabled air conditioning to be included as an option. The engine received improved bearings with a changed lubrication system and was given better cooling with a quieter fan. Seats were redesigned to give more leg space for back seat passengers.
The 1963-64 Series IV was launched at the October 1962 British Motor Show The rear window was changed to give the roof line an improved appearance. Engine output was now rated at 132.5 bhp (99 kW) bhp and the rear axle had been given a higher gear ratio. Manual gearbox cars received a new type of diaphragm clutch made by Borg and Beck and the petrol tank was enlarged from 12.5 to 16 gallons capacity
The final Series V version of the Saloon saw an upper body restyle with a flat roofline and rear window, six-light side windows and a larger, taller windscreen. Twin Zenith Stromberg 175CD carburettors were fitted along with a Harry Weslake tuned cylinder head, increasing the power to 137.5 bhp and syncromesh was fitted to all ratios. Hydrosteer power steering was available as an optional extra, as was an automatic transmission (Borg Warner Type 35 on Series Va), and metallic paint finishes.
Many thanks for a Marmalising
51,269,271 views
Shot 01.05.2016 Shot at Catton Hall, nr. Weston on Trent Derbs. REF 116-077
Bus Éireann (Dundalk) SE7
Starting this update with Dundalk-based SE7. The 100X got brand new Volvo/Sunsundegui SC7 coaches at the start of this year to upgrade the busy 100X service from older Sunsundegui Sidereals which were in poor condition! The service has continued to grow, and as such higher capacity coaches have deemed to be needed - as such, SE7 has now transferred to provide said higher capacity. As a result, Dundalk have lost SC7 VE7, which appears to have settled in Broadstone.
SE8 is also due to move, with VE8 replacing it.
Vehicle Details:
Scania K420EB6
Irizar i6
C59FL
12-D-15783
Vehicle History:
New to Bus Éireann Broadstone in 2012
Later moved to Galway
Moved to Dundalk in July 2016
Vehicle Location
Custom House Quay, Dublin City
Dublin City - 05.08.2016
Copyright Mark Long 2016
Northern’s 0600 Maryport – Lancaster, formed by 153317+153378 stands with its leading bogie off the road near Coulderton (between St. Bees and Nethertown) derailed by a mud slide following a night of heavy rain on 30 August 2012. The mudslide is visible on the track behind the train and its trail can be followed across the beach towards the sea.
Passengers are being transferred to 153324, which had been despatched to the scene to take off around 100 people. I’m not sure of the seating capacity of this particular unit but the maximum for the type is 75!
Further mudslides prevented 153324 from getting to Sellafield so it had to backtrack to Nethertown where passengers were eventually evacuated using road vehicles which was no mean feat for 100 people. Nethertown station is accessed by a narrow, single track road with a hairpin bend and limited space to turn a road vehicle, even with the track access gate open.
Victory Liner Inc.
Bus Number: 2102
Bus Manufacturer: Santarosa Motor Works, Inc.
Model: Exfoh Hi-Deck
Chassis: MAN 18.310 HOCL
Engine: MAN D2866LOH27
Suspension: Air Suspension
Seating Configuration: 2x2
Capacity: 49
Shot Location: Victory Liner Kamias Terminal
Dagupan Bus Co. Inc.- 71785 (operated By: JAC Liner Inc.)
Bus No: 71785
Year released: 2014
Capacity: 45; 2x2 seating configuration
Route: Cubao/Kamias-Manaoag/Dagupan via Dau/SCTEX-Concepcion/Capas/Tarlac/Gerona/Paniqui/Moncada/Carmen/Villasis/Urdaneta
Body: Zhengzhou Yutong Bus Co. Ltd.
Model: 2014 Yutong ZK6107HA Series
Chassis: Yutong ZK6107CRA
Engine: Yuchai YC6A260-30
Fare: Airconditioned
Transmission System: M/T
Suspension: Air Suspension
Taken on: August 22, 2015
Location: Mabalacat City Bus Terminal, Brgy. Dau, Mabalacat City, Pampanga
This branch is used at or maybe even above its maximum designated capacity.
At Bürgerpark, Braunschweig
" Longwei Fat Choi " kaway kaway :)
Del monte Land Transport bus company
Bus Number: 808
Bus Model: Kinglong XMQ6129Y2 Longwei SD
Engine:
Chassis:
Seating Confirguration: 2x2
Capacity: 49
Shot Location: Araneta Center Bus Station Cubao Quezon City
Brown Rat , Rattus norvegicus
The Brown Rat is a native of central Asia which was introduced to the British Isles around 1720. This incredibly adaptable mammal has subsequently spread throughout the British Isles, and indeed much of the temperate world, carried especially by humans in ships. There is little doubt that due to its capacity to breed and ability to adapt to most environments it has come into conflict with humans. A while this invasive species can be a real problem for both farmers and in a domestic environment , for me personally when in the wild it has a charm and personality , super intelligent and inquisitive and a playful nature.
Common rats are not territorial, but live in loose colonies with a hierarchy determined largely by size and age. There seem to be small family groups within the colony. Rats dig their own burrows, and entrances are usually joined by obvious well-used runs. In hedgerows, the males may have ranges averaging 600m, and females 340m, but in food stores may be as small as 65m. Reproduction is observed all year round in human dwellings.
The Brown Rat has Greyish-brown fur, a prominent pointed muzzle, eyes, large ears and long, almost naked, tail, about the same length as the head-and-body. Much larger than any mice, but comparable with the much darker, shorter-tailed water vole in general size, the Brown Rat is less ‘chubby’ in appearance. Head & body: 15-27cm. Tail length: 10.5-24cm. Weighing 40g at weaning, up to 600g as an adult. Most Brown Rats are usually Between 200-300g.
Reproduction is observed all year round in human dwellings. Females can begin to breed at 3-4 months old, and if food is readily available may breed continuously, but typically have five litters a year. Litter size increases from around 6 in young females weighing 150g, to 11 in females of 500g, but the maximum recorded is 22. The young are born blind and hairless, but their eyes open at 6 days, and they are weaned at about 3 weeks. Young rats can be important food for owls, and many carnivores, including polecats, stoats and foxes, taking substantial numbers of rats.
The brown rat is a true omnivore and will consume almost anything, but cereals form a substantial part of its diet. Surplus animal feed, including the fallout from bird feeders, often attracts them. Foraging behaviour is often population-specific, and varies by environment and food source. Examples have been found of rats eating birds and diving for molluscs where the food source is abundant. They will feed on many things in urban environments including food scraps from houses and restaurants.
Read more at www.wildonline.blog
Victory Liner Inc.
Bus Number: 7016
Bus Manufacturer: Almazora Motors Corporation
Model: AMC Tourist Star RE Deluxe
Chassis: MAN R39 18.350 HOCL
Engine: MAN D2066LOH
Suspension: Air Suspension
Seating Configuration: 2x2
Seating Capacity: 49
Shot Location : Victory Liner Kamias Terninal
Date Taken: March 12, 2017
Basic Details:
Operator: Pangasinan Five Star Bus Co., Inc.
Fleet Number: 1104
Classification: Air-Conditioned Provincial Operation Bus
Seating Configuration: 2x2 Seats
Seating Capacity: 49 Passengers
Body:
Coachbuilder: Five Star Bus Body
Body Model: Five Star Bus Body Higer A50 (replica)
Chassis:
Chassis Model: MAN R39 18.350 HOCL
VIN / WMI Code: PBMR391421MX
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive
Suspension: Air-Suspension
Engine:
Engine Model: MAN D2066LOH12
Cylinder Displacement: 10.5 Liters
Cylinder Configuration: Straight-6
Engine Aspiration: Turbocharged & Intercooled
Max. Power Output: 350 hp @ 2,200 rpm
Peak Torque Output: 1,750 N.m @ 1,000 - 1,400 rpm
Transmission:
Type: Manual Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
View on Sub-Reddit r/bus
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
WELL ENHANCER LWI / DIVE SUPPORT VESSEL
COILED TUBING CAPABILITIES, MONOHULL PERFORMANCE
The Well Enhancer is designed to minimize production downtime and provides cost effective well maintenance, production enhancement and well abandonment solutions. With 1,100m2 of main deck space and the ability to run rigid riser and coiled tubing, the vessel can also perform a range of well testing and production flowback services.
The vessel features a 150 Te multi-purpose tower (MPT), capable of deploying wireline and coiled-tubing. The vessel also features kill pumps and a 100 Te main crane and is currently capable of conducting LWI operations to a depth of 600m.
The DP3 Well Enhancer features a purpose built derrick over a 7m x 7m moonpool and has a travelling block rated to 150 Te capacity in passive mode.
The Well Enhancer’s 18 man saturation diving spread is rated to 300 m, and combined with the vessel’s work/observation class ROVs, provides for full IRM and light construction services and diving support for any tree systems which require manual intervention to facilitate LWI operations.
+++ 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 OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.
The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.
Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.
The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.
The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).
The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.
Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.
The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.
This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.
Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.
However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.
The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.
While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.
The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.
Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.
Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.
To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.
Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.
Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.
The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.
In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.
The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.
General characteristics:
Crew: 2
Length: 42 ft 2½ in (12,88 m) incl. pitot
Wingspan: 45 ft 10½ in(14 m) incl. tip sails
Height: 15 ft 2 in (4.62 m)
Wing area: 290.95 sq ft (27.03 m²)
Airfoil: NACA 64A315
Empty weight: 9,090 lb (4,127 kg)
Gross weight: 13,068 lb (5,931 kg)
Max. takeoff weight: 17,318 lb (7,862 kg)
Powerplant:
2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,
driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,
fully feathering, reversible contra-rotating propellers with metal hub and composite blades
Performance:
Maximum speed: 390 mph (340 kn, 625 km/h)
Combat range: 198 nmi (228 mi, 367 km)
Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel
Maximum loiter time: 5.5 h with auxiliary fuel
Service ceiling: 32.750 ft (10,000 m)
13,500 ft (4.210 m) on one engine
Rate of climb: 17.400 ft/min (48 m/s) at sea level
Take-off run: 480 ft (150 m)
740 ft (227 m) to 50 ft (15 m)
1,870 ft (570 m) to 50 ft (15 m) at MTOW
Landing run: 490 ft (150 m)
785 ft (240 m) at MTOW
1,015 ft (310 m) from 50 ft (15 m)
Armament:
1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity
7x hardpoints for a total load of 5.000 lb (2,270 kg)
2x wingtip launch rails for AIM-9 Sidewinder AAMs
The kit and its assembly:
This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?
The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...
The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.
For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!
All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.
Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.
After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.
To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.
The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.
Painting and markings:
Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.
The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).
The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.
Decals were also used to create the trim on the propeller blades and markings on the ordnance.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.
A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.
Victory Liner Inc.
Bus Number: 1881
Coachbuilder: Del Monte Motor Works, Inc.
Body Model: Del Monte DM12 Series 1
Chassis: JA450SSN
Engine : Nissan Diesel PF6TA
Suspension: Leaf Springs Suspension
Classification: Air-Conditioned Provincial Operation Bus
Seating Configuration: 2x2
Capacity: 49
Shot Location: Balintawak
Partas Trans
Bus Number: 81288
Bus Manufacturer: Del Monte Motor Works Inc. (Philippines)
Bus Model: DMMC Lion's star
Rebody Model: DMMC DM12 S2
chassis: MAN A55 (18.310 HOCL-SKD)
engine: MAN D2866LOH
Suspension: Air Suspension
Seating Configuration: 2x1
Seating Capacity: 29 Passengers
Shot Location : Partas Pasay Terminal
2015 was a year Air France will probably want to regret as the company suffered from further financial losses and its relationship with the trade unions having been strained. 2016 has been less stressful and is looking at reducing its losses in the near future.
Air France currently operates 7 daily flights between London Heathrow and its hub at Paris-Charles de Gaulles which is normally in the hands of Airbus A320 family aircraft (although the Airbus A318's are the rarest to find although they do appear from time-to-time).
As per Airline Route, with Air France due to take delivery of their first Boeing 787-9's, and it has been revealed that Air France will utilise Boeing 787-9's one of its daily flights between London Heathrow and Paris-Charles de Gaulle being introduced on 6th February 2017. Boeing 787-9's will operate on AF1680/1681 6 days a week with Airbus A320 family aircraft to operate on Wednesdays. Boeing 787-9's are expected to operate until 25th March 2017 when the Summer 2017 schedule takes effect.
Currently, Air France operates a large Airbus A320 family fleet with 119 in service which includes 18 Airbus A318's, 38 Airbus A319's, 43 Airbus A320's, 5 Airbus A321-100's and 15 Airbus A321-200's.
Golf Tango Alpha Uniform is one of 15 Airbus A321-200's in service with Air France, delivered new to the flag-carrier in February 2009 and she is powered by 2 CFM International CFM56-5B1/3 engines.
Airbus A321-212 F-GTAU on final approach into Runway 27L at London Heathrow (LHR) on AF1680 from Paris-Charles de Gaulle (CDG).
The cheetah's flexible spine, oversized liver, enlarged heart, wide nostrils, increased lung capacity, and thin muscular body make this cat the swiftest hunter in Africa. Covering 7-8 meters in a stride, with only one foot touching the ground at a time, the cheetah can reach a speed of 110 km/h in seconds. At two points in the stride, no feet touch the ground.
Victory Liner Inc.- 7048
Bus No: 7048
Year released: 2013
Capacity: 49; 2x2 seating configuration
Route: Cubao/Pasay-Baguio via Dau/SCTEX-Concepcion/Capas/Tarlac/Paniqui/Moncada/Carmen/Villasis/Urdaneta/Sison/Pozzorubio/Rosario/Tuba
Body: Almazora Motors Corp.
Model: 2013 AMC Tourist Star RE Deluxe
Chassis: MAN R39 18.350 HOCL
Engine: MAN D2066LOH
Fare: Airconditioned
Transmission System: M/T
Suspension: Air Suspension
Taken on: October 31, 2014
Location: McArthur Highway, Brgy. Estacion, Paniqui, Tarlac
Victory Liner Inc.
Bus Number: 2044
Bus Manufacturer: Santarosa Motor Works, Inc.
Model: Daewoo BV115 Cityliner
Chassis: Daewoo BV115
Engine: Doosan DE12TiS
Suspension: Leaf-spring Suspension
Area of Operation: Provincial Operation
Seating Configuration: 2x2
Seating Capacity: 50
Shot Location: Victory Liner Cubao Terminal
With the W22 schedule in full-swing, Icelandair has reduced their operating schedule and capacity as a number of Europe and North America destinations sees some destinations only served during the summer season... The Boeing 737 MAX that has become very popular with the carrier are heavily used during the summer, but their usage has slack during the winter. Their flagship FI450/451 often sees Boeing 737 MAX 8/9s operating during the winter months alongside the Boeing 757-200/300.
During the S22 schedule, their Boeing 737 MAX fleet were heavily utilised to a point that none made it through the paint-shop even when further examples were acquired through lease agreements. Since then, Icelandair have now repainted all of their Boeing 737 MAX 8/9s in their 'billboard' livery, the larger Boeing 737 MAX 9 being amongst the last to receive the livery of the type.
Since last analysing the Boeing 737 MAX with Icelandair, the carrier has signed agreements for a further 6 to be added to the carrier... 2 have already been delivered having previously been in use with Norwegian Air Shuttle although their withdrawal were mainly down to the low-cost carrier suffering financial losses and the COVID-19 pandemic further escalating the problem. A further 4 examples are due from 2023 albeit their source has yet to be confirmed.
Currently, Icelandair operates 16 Boeing 737s, which includes 12 Boeing 737 MAX 8s and 4 Boeing 737 MAX 9s. Icelandair have 4 more Boeing 737 MAX 8s on-order.
India Charlie Delta is one of 4 Boeing 737 MAX 9s operated by Icelandair, delivered new to the flag-carrier on 21st January 2022 and she is powered by 2 CFM International LEAP-1B28 engines. Just a few days after this photo was taken, she received new Icelandair 'billboard' livery with Magenta tail on 30th November 2022 and received the name of the western Icelandic mountain of Baula.
Boeing 737-9 MAX TF-ICD 'Baula' on short finals into Runway 27L at London Heathrow (LHR) on FI450 from Reykjavík-Keflavík (KEF).
The Church of the Little Flower is a Roman Catholic church in Coral Gables, Florida founded in 1926. The church's domed 1951 building was constructed in Spanish Renaissance style, in keeping with the Mediterranean Revival architecture for which Coral Gables is noted.
The present church was built in 1951. The stained-glass windows were designed by William Haley. It was dedicated by Archbishop Joseph P. Hurley of St. Augustine. The 1951 sanctuary seats 900. Rev. Manuel (Many) Alvarez is the current pastor.
Jeanette and Marco Rubio were married at Little Flower in 1998. Jeb Bush and Marco Rubio, both candidates for the Presidency, attended Little Flower during the 2016 United States presidential election. Previously, Andy Gomez, a retired Professor of Cuban Studies at the University of Miami and a member of the parish council, called Little Flower "the only Catholic church that has two presidential candidates." Little Flower has also been the site of several funerals for prominent figures connected to the parish, such as Juan Gonzalez, Marta Permuy, and Marlene Kerdyk.
The composition of the congregation changed with the arrival of an enormous wave of Cubans who immigrated to Miami after Fidel Castro's 1959 rise to power in the Cuban Revolution. More than half of the parish and more than half of the children in the school were Cuban-American in 2000. The church became known as a center of political conservatism, with many members active in the Republican Party. The membership is "predominantly" Cuban and Cuban-American. Historian Darryl V. Caterine credits their arrival with sparking a "dramatic religious revitalization" of Catholicism in South Florida.
Credit for the data above is given to the following website:
en.wikipedia.org/wiki/Church_of_the_Little_Flower_(Coral_Gables,_Florida)
web.archive.org/web/20151208115401/http://church.cotlf.or...
dpanther.fiu.edu/sobek/FI12051503/00001
www.theestateplanfl.com/miami/church-of-the-little-flower/
elitemoldteam.com/the-cultural-shifts-and-rich-history-of...
dpanther.fiu.edu/sobek/contains/?t=%22Catholic+Church--Fl...
© All Rights Reserved - you may not use this image in any form without my prior permission.
C168HBA started life in Hong Kong before entering the UK under stagecoach ownership. It has spent time with Cass on the Wirral but now finds a valuable use with Redroute buses of Northfleet. Seen here about to take up service with the 07.14 Badgers Mount - Tonbridge 315 service its regular duty this term.
Palma de Mallorca 21 June 2008
Built in 1996 by Kværner-Masa Yards inc. Turku/Åbo (yard no. 1337) for Costa Crociere SpA (Aida Cruises) as AIDA. Renamed AIDACARA in 2001. Capacity for 1,230 passengers.
Sold in 2021 to Goodwin Shipping Ltd (Tschudi Ship Management A/S, managers) and renamed ASTORIA GRANDE for service in the Black Sea, based at Sochi.
Scanned from an original colour print.
At the end of the Cold War, the Soviet Union developed two new Supersonic bombers, the Backfire and the Blackjack, all of them with range to attack the Southwest of Europe.
At that time, Portugal operated the Vought A-7P Corsair II, an old subsonic strike bomber. Against the new bombers, the Corsair was a complete anachronism.
Portugal received 20 brand new F-16s A Block 15 with all the latest advances to allow it to be modernized as soon as possible.
The Portuguese F-16s arrived in 1994 and operate from the Airbase of Monte Real in the centre of Portugal, which allows them to be in any part of the country in a few minutes.
The Portuguese people are very proud of their F-16s.
All the F-16s were modernized with an MLU (Mid Life Upgrade) to extend their capacities, including JDAMs, laser guided bombs and AMRAAMs. 25 extra planes were later received for a total of 45.
With the reduction of threats in 2010, the Portuguese Armed Forces decided to reduce the quantity of weapons and maintain a small group of very well trained and capable systems. Therefore, 12 will be sold to the Romanian Air Force and the remaining 30 will be upgraded again.
For many years, the F-16s patrolled the peaceful skies of Portugal. Then in end of 2014, two Russian bombers decided to do some "tourism" to the south of Portugal, which led to two F-16s taking off to give them a nice “warm welcome”. Two days later, two new bombers made another attempt to see the sun and beaches of Algarve… but the F-16s were again there to receive them.
At the same time, two other Portuguese F-16s flying over Estonia forced a Backfire and a Su-34 to return to Russia.
About the MOC:
The plane was built for an exhibition that I did some days ago in the Portuguese Air Force Main Facility in the town where I live.
Hope you guys like it!
Don´t forget to visit my Flickr page and subscribe!
Eínon
Victory Liner Inc.
Bus Number: 1859
Body: Santarosa Motorworks Inc.
Model: 2000 SR-EXFOH AC Series
Chassis: Nissan Diesel JA450SSN
Engine: Nissan Diesel PF6A
Seating Configuration: 2x2
Capacity: 49
Shot Location: Victory Liner Cubao Terminal
Fermina Express
Bus Number: A-219
Body: Santarosa Philippines
Model: 2007 SR-EXFOH AC Series
Engine: Nissan Diesel PF6
Fare: Airconditioned
Aircon System: Denso LD8i overhead a/c
Transmission System: M/T
Seating Configuration: 2x2
Capacity: 49
Shot Location: DAU Mabalacat Bus Terminal
On an industrial part of the De Uithof, in Utrecht, a relative new building appeared, to increase the capacity next to two existing power stations. The size and construction of the building are largely determined by the technical requirements. The building is completely covered in order to keep noise pollution to a minimum. A skin of steel is folded over the machinery and the giant filters and dampers. Its striking form is emphasized by the self-supporting steel skin and gives the building a sculptural role in the landscape.
Technical stuff
This is a single shot taken at 400ISO, f8.0, 1/1600, -2/3 and at 16 mils. Post-production was done with the help of LR en PS. It includes cropping and removing a small litter. Finally, I added some copyright signs (in PS). The latter is, alas, there to stay due to the fact that my photos were frequently copied. So, don't bother commenting on that.
Five Star Bus Company
Bus Number: 2201
Chassis Manufacturer: Nissan Diesel
Body Manufacturer: Santarosa Motor Works
Model: Exfoh
Chassis: Nissan Diesel JA450SSN
Engine: Nissan Diesel PF6-A
Suspension: Leaf Spring
Seating Configuration: 2x2
Capacity:
Shot Location: Five Star Bus Legarda Terminal
These plants are guardians for my garden. They are supposed to keep the wildlife buffet down to max capacity and seem to actually work on all but the most determined grazer.
Power: 440HP/323KW
Top Speed: 285kp/h
0-100kp/h: 5.1sec
Cylinder Capacity: 4.691 ccm
Do not use without my permission | © Marvin Truchel
A medium-sized platform supply vessel with an optimum combination of fuel efficiency and deadweight, and a capacity and performance that approaches those of larger PSVs. It can take on most of the tasks usually handled by slightly larger PSVs, but at a lower operating cost. Vessel's name today is 'NAO Storm', but the vessel was originally named 'Blue Storm'. Delivered to Blue Ship Invest on 19 January 2015, and further to Nordic American Offshore (NAO) on 26 January 2015, together with a sister vessel, 'Blue Viking.'
The vessel was number 7 in NAO’s fleet of PX121 designs, as NAO acquired six vessels of the same design in 2013. The vessel is quite similar to the six previous vessels, apart from its adaptation to the Norwegian Maritime Authority’s emergency manual NMD rescue (200), and alterations to satisfy requirements for oil recovery, minor outfitting changes and the installation of a larger crane. At the delivery of the two vessels, NAO announced that the prefix of all their vessels will change from ‘Blue’ to ‘NAO’.
NFORMATION
Vessel Name - NAO STORM
Vessel Call sign - LLCK
IMO No. - 9722510
Ship Owner - Nordic American Offshore Limited
Port of registry - Stavanger
Building year - 2015
Yard - Ulstein Yard, Norway
Design - Ulstein PX 121
CLASS: DNV GL: * 1A1 ICE-C Offshore Service Vessel Supply OILREC SF LFL* COMF-V(3)C(3) E0
DYNPOS-AUTR NAUT-OSV(A) CLEAN DESIGN Recyclable DK(+) HL(2.8)
MAIN PARTICULARS:
Length overall ----83,40 m
Length between p.p. 76,50 m
Breadth moulded 18.00 m
Depth main deck 8,00 m
Max. load line draft midship 6.70 m
Max Speed (at T=4,5 m, approx) 15,6 knots
ERN 99.99.99.89
ACCOMMODATION:
Accommodation and equipment for 20 persons
CAPACITIES:
Cargo deck area (free area - 10T/5T/m2
) 850 m2
Deck cargo (COG=1.0 above main deck) 2 240 t
Deadweight 4 200 t
MAIN ENGINES & GENERATOR SETS:
2 off main diesel engines, 2 250 ekW each, 690 V, 1 800 rpm
2 off main diesel engines, 940 ekW each, 690 V, 1 800 rpm
EMERGENCY GENERATOR SET:
1 off emergency generator set, 187 ekW, 690 V, 1 800 rpm
THRUSTER:
3 off el. driven side thrusters forward:
2 x Tunnel thrusters, 880kW, 0-1200 RPM
1 x Azimuth retractable thruster, 880 kW, 1800RPM
MAIN PROPULSION:
2 off azimuth thrusters, el. driven frequency controlled propellers
and water cooled drives.
Power: 2 200 ekW each
DECK EQUIPMENT:
1 off Hydraulic deck/ provison crane, 3T 18M
Pangasinan Solid North Transit Inc.- 1627
Bus No: 1627
Year released: 2011
Capacity: 45; 2x2 seating configuration
Route: Cubao/Kamias-San Carlos via Dau/SCTEX-Concepcion/Capas/Tarlac/Sta. Ignacia/Camiling/Bayambang/Malasiqui
Body: Zhengzhou Yutong Bus Co. Ltd.
Model: 2011 Yutong ZK6107HA Series
Chassis: Yutong ZK6107CRA
Engine: Yuchai YC6A240-20 (G52YA/G52MA)
Fare: Airconditioned
Transmission System: M/T
Suspension: Air Suspension
Taken on: July 23, 2016
Location: McArthur Highway, Brgy. San Sebastian, Tarlac City, Tarlac
ISO 80
sports mode
voice controlled
Herma von Hermann.
Heinrich Hermann, 1870 in Stuttgart geboren, Gründer von HERMA, Familienvater und gläubiger evangelischer Christ, war Unternehmer mit Leib und Seele.
1906
„Die ersten Etiketten verkaufte ich Anfang Februar an Daimler“
1928
Als Patriarch und klassischer württem-bergischer Protestant ruft Hermann eine Unterstützungskasse ins Leben, „die eine Gewährung von Zuschüssen an alle Arbeitnehmer vorsieht, welche infolge Krankheit, Alter, Invalidität oder eines Unfalls in eine unverschuldete Notlage gekommen sind“.
Für ein Unternehmen mit gerade einmal 120 Mitarbeitern ist das keine Selbstverständlichkeit.
Sein soziales Engagement geht über das rein Finanzielle weit hinaus: Ende der 20er Jahre erreicht er durch beharrliche Intervention bei den Behörden den Bau einer Ganztags-Kinderkrippe in Wangen, die bis heute besteht.
Ab 1951
Haftmaterial
Inspiriert von neuartigen „Super Markets“ in den USA wird die „Heinrich Hermann Papierwarenfabrik“ zum ersten deutschen Unternehmen, das ein eigenes Verfahren zur Haftpapierbeschichtung entwickelt und mit „arco“ selbstklebende Etiketten anbietet
1961
In Bonlanden wird Richtfest gefeiert für das neue Werk für die Haftpapierbeschichtung
2018 / 2019
In Bonlanden wird Richtfest gefeiert für das neue Werk2 für die Haftpapierbeschichtung, Robotik und Maschinenbau.
##
9 nach Christus: "Hermannschlacht" (Varus-schlacht) gegen die Römer
Arminius wird im Mittelalter durch "Herman" ersetzt ind idealisiert als Gründer der Deutschen.
Der später weitverbreitete Name „Hermann“, aus germ. *Charioman „Heer-mann“
lat. dux belli, für Arminius kam erstmals 1530 im Umfeld Martin Luthers auf.
Herman is masculine given name, from an ancient Germanic name consisting of the elements harja- "army" and mann- "man". Hermine is the feminine form of Herman.
It is first recorded in the 8th century, in the forms Hariman, Heriman, Hairman, Herman.
Variant forms include German Hermann,
French Armand,
Italian and
Iberian Armando,
Italian Ermanno.
The name of Arminius, the 1st-century leader of the Cherusci, became identified with the name Hermann in German historiography in the early modern period; thus, Arminius is traditionally known as Hermann der Cheruskerfürst in German.
The name of Arminius is in fact from a stem ermen- "strong".
en.wikipedia.org/wiki/Herman_(name)
Conflation of this element with the name Herman may indeed date to the medieval period, via variant forms such as Ermin, Ermen, Erman, Ermanno, feminine Ermina, Ermana, Hirmina, Hermena.
Arminius (German: Hermann; 18/17 BC – AD 21) was a Germanic chieftain and Roman military officer.
en.wikipedia.org/wiki/Arminius
He was designated by Roman historians as the liberator of the Germanic tribes and commended for having fought the Roman Empire to a standstill at the peak of its power.
("Hermann the Cheruscan")
Born a prince of the Cherusci tribe, Arminius was made a hostage of the Roman Empire as a child. Raised in Rome, Arminius was drafted into the Roman military at an early age, during which he was granted Roman citizenship and made a Roman knight.
After serving with distinction in the Great Illyrian Revolt, Arminius was sent to Germania to aid the local governor Publius Quinctilius Varus in completing the Roman conquest of the Germanic tribes
. While in this capacity, Arminius secretly prepared a Germanic revolt against Roman rule, ambushing the Romans at the Battle of the Teutoburg Forest in 9 AD, in which three Roman legions were destroyed. In the aftermath Arminius successfully fought off retaliatory invasions by the Romans and deposed the rival chieftain Maroboduus. Assassinated by pro-Roman chieftains in 19 AD, Arminius was remembered in Germanic legends for generations afterwards.
PS
Hermann etymologically means "Man of War", coming from the Old High German heri "war" and man "man".
"Heer-win" - bedeutet Erwin - Freund des Heeres.
-
In der Literatur des Mittelalters spielte der Cheruskerfürst keine nennenswerte Rolle.
Erst die Wiederentdeckung der Germania des Tacitus im Jahre 1455 im Kloster Hersfeld und der Annalen mit den Abschnitten über Arminius im Jahre 1507 im Kloster Corvey weckten das Interesse an den Germanen und an Arminius. Beide Werke bildeten seit dem Zeitalter des Humanismus eine der wichtigsten Grundlagen für das um die Person des Arminius entstehende deutsche Nationalbewusstsein.
Tacitus schrieb über Arminius:
„Er war unbestritten der Befreier Germaniens“ (liberator haud dubie Germaniae).
Unter Bezug auf diese Worte wurde Arminius (Hermann) in der deutschen Literatur seit dem 16. Jahrhundert zur nationalen Symbolfigur erhoben.
Dagegen
www.welt.de/kultur/article3542126/Wir-stehen-den-Roemern-...
JAM Liner
Bus Number.: 1252
Body: Santarosa Philippines
Model: SR Cityliner
Chassis: Daewoo BF106
Engine: Daewoo DE08TiS
Suspension:
Seating Configuration:
Capacity:
Shot Location: Kamias
Amstel 09/12/2015 19h07
The levee in front of the Hermitage Museum is a beautiful location for a masterpiece. Also this year, a light star on the river banks of the Amstel.
Amsterdam Light Festival
The fourth edition for this Winter event in the city of Amsterdam. No longer do we have to dread the dark winter months in Amsterdam. Thanks to Amsterdam Light Festival, Amsterdam is transformed every year into a true city of lights with the help of contemporary (inter)national light artists. During this annual festival for young and old, both the residents of Amsterdam and the city’s many visitors are treated to a spectacle of light. At the same time, the festival offers talented (young) light artists a platform to present their latest work.
This year, the 55-day festival is dedicated to theme 'Friendship' and can be visited from 28 November 2015 to 17 January 2016. Water Colors will take place from 28 November 2015 to 17 January 2016 and the walking route Illuminade will take place from 10 December 2015 to 3 January 2016. Let's celebrate the winter together with art, light and water!
www.amsterdamlightfestival.com
The Uniting Lightstar
Artist: Venividimultiplex [ Design agency ]
Location: Amstel
Ranging from the biggest alliance to the most intimate gesture: the theme of the project The Uniting Lightstar by Venividimultiplex is clearly friendship. To begin with we see from afar a multangular, luminous object. More precisely a dodecahedron, which, in its turn, consists of twelve pentagonal surfaces.That number corresponds with the number of stars in the European flag. Getting closer, you see numerous strings of blue light which connect all the points of this artificial star and which represent the continual relationships between the European countries and their inhabitants. The Uniting Lightstar contains another characteristic of friendship, namely the human capacity to boost friendships and let them grow. The sculpture has been positioned in such a way that it is part of both the boat route and the walking route and the festival’s visitors collectively control the intensity of the radiance of this diamant. With The Uniting Lightstar Venividimultiplex, an Amsterdam collective consisting of Onne Walsmit, Dirk Schlebusch and Joost van Bergen, wants to convey the essence of friendship in an iconic manner.
Joost van Bergen, Dirk Schlebusch and Onne Walsmit met during their studies at the Academy of Architecture Amsterdam. Since 2012, they have been working together as Venividimultiplex, with the tagline ‘Let’s make things epic’. The design studio has worked on a range of projects in the fields of architecture, interior and conceptual design. With their interdisciplinary and interactive installations, Venividimultiplex attempts to push the boundaries.