LD-Tiegel

Dieser Tiegel Nr.1 mit 30t Kapazität lieferte am 21.01.1953 die erste Charge Stahl.

Technical Museum Vienna

LD crucible

This crucible No.1 with 30 t capacity supplied the first charge steel on 21 January1953.

TEIGN C Damen Stan 1405

Vessel Details

Name:TEIGN C

Flag: United Kingdom

MMSI:235082804

Call sign:MWBM9

AIS transponder class:Class B

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: 2.05 m

DRAUGHT AFT: 1.71 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

Owner

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

Inbound Inpex Facility Darwin NT 250301 TP RESOLVE (IMO: 9849253) is a Oil/Chemical Tanker that was built in 2019 (6 years ago) and is sailing under the flag of Norway. Her carrying capacity is 49,999 tonnes and her current draught is reported to be 8.2 meters. Her length overall (LOA) is 183.10001 meters and her width is 32.23 meters.

With the S18 schedule due to come to a close, airlines have since made their preparations for the upcoming W18 schedule with additional changes due to be made for next summer's S19 schedule.

For the upcoming winter schedule due to commence on 29th October 2018, Delta have made some minor changes to their flights into London Heathrow... All flights from Atlanta, Detroit and New York-JFK continues to operate with Airbus A330s. Flights to Atlanta operates thrice daily (DL28/29 reinstated) whilst one flight each from New York-JFK will see a mixture of Airbus A330-200s and the larger Airbus A330-300. DL1/401 and DL2/402 will be renumbered DL1/2 and DL3/4.

For the S19 schedule commencing on 1st April 2018, Atlanta and New York-JFK will both revert to their original twice daily flights. As per Airline Route, the airline will make major changes to their flights from Detroit and Portland.

Starting with Detroit commencing on 13th May 2019; DL16/17 operates daily with Boeing 767-300ERs replacing previous Airbus A330 operation. DL18/19 will increase from 4 times a week operation to daily with Boeing 767-300ERs remaining on the flight. Portland will operate daily from 9th May 2019, increasing from 4 times a week operation with Boeing 767-300ERs remaining on the route.

Currently, Delta operates 42 Airbus A330s, which includes 10 Airbus A330-200s and 31 Airbus A330-300s. Delta have 25 Airbus A330-900neos.

November Eight Two Three November Whiskey is one of 31 Airbus A330-300s in service with Delta, delivered new to the carrier on 25th August 2015 and she is powered by 2 General Electric CF6-80E1A4 engines.

Airbus A330-302 N823NW on final approach into Runway 27R at London Heathrow (LHR) on DL30 from Hartsfield-Jackson Atlanta (ATL), Georgia.

A capacity crowd fills the National Mall awaiting the "Apollo 50: Go for the Moon" show as seen from the top of the Smithsonian Castle. (Smithsonian Photo by Eric Long)

This photo is subject to Smithsonian Terms of Use: si.edu/termsofuse.

ORIGINAL CAPACITY: 185

NEW CAPACITY: 77

SIDE MASKING: Yes

3D EQUIPPED: Yes

© all rights reserved

Please take your time... and enjoy it large on black

The Atlas moth Attacus atlas is a large moth found here in the National Biodiversity Conservation area of Dong Hua Sao. These moth can be found in the tropical and subtropical forests of Southeast Asia. Atlas moths are considered to be the largest moths in the world in terms of total wing surface area, upwards of c. 400 square cm or 65 square inches. Their wingspans are also amongst the largest, from 25-30 cm 10-12 inches. Females are appreciably larger and heavier. Atlas moths are said to be named after either the Titan of Greek mythology, or their map-like wing patterns. In Hong Kong the Cantonese name translates as snake's head moth, referring to apical extension of the forewing, which bears a passing resemblance to a snake's head. Atlas moths are unsteady fliers and the female does not stray far from her neighborhood. She seeks a perch where the air currents will best carry her chemical sex attractant. Once mated the female lays a number eggs on the undersides of leaves. Dusty-green caterpillars hatch after about four weeks. After reaching a length of about 115 millimetres 4.5 inch, the caterpillars pupate within papery cocoon interwoven into leaves. The adult moths emerge after about four weeks. Atlas moths are cultivated for their silk in a non-commercial capacity; unlike that produced by the related Silkworm moth, Atlas moth silk is secreted as broken strands. This brown, wool-like silk is thought to have greater durability and is known as fagara. Atlas moth cocoons have been employed as purses in Taiwan.

The trekking in the National Biodiversity Conservation area of Dong Hua Sao is good. Not the same as in northern Laos – the mountains in Southern Laos are smaller – but the jungle is dense, there are lots of noisy birds and beautiful butterflies. On our trekking to the top of the falls we saw this Atlas moth sitting on a leaf over the edge down the drop to the valley below. Maximum zoom 432mm used to capture this moth at F4.0 and IS200. The Atlas moth is largest moth in the world,and is mainly active at night.

De atlasvlinder is een zeer grote Aziatische nachtvlinder. De vlinder heeft een spanwijdte van 25 tot 30 centimeter, waarmee hij wordt beschouwd als de grootste vlinder qua vleugeloppervlakte >400 cm2. Het leefgebied in Zuidoost-Azië beslaat onder andere Thailand, Laos, India, Maleisië en Indonesië. Deze soort wordt ook gebruikt voor de productie van zijde, maar op kleine schaal. Hiervoor worden de rupsen gebruikt. Atlasvlinders eten voornamelijk nectar, die ze halen uit bloemen en planten van bomen. Hiervoor hebben ze een een steeltje op de kop zitten waarmee ze een bloem ingaan. Ze zuigen er nectar en en spuiten het dan in de bek. Ze leggen eieren aan de onderkant van een blad. Deze zijn ongeveer 2,5 mm lang. Ze worden vastgeplakt met een mengsel van slijm en wat andere stoffen die ze uit bloemen en bomen halen. Deze eieren worden uitgebroed door de zon. Na ongeveer 4 weken komen de rupsen uit de eieren. Deze veranderen in een pop na enige tijd. Later komt er pas een vlinder uit. De atlasvlinder is erg mooi gekleurd. Ze zijn overwegend rood- bruin van kleur. Op elke vleugel zitten 2 stippen die doorzichtig zijn. Het lijken daardoor net gaten. Aan de buitenkant van de vleugels zit een donkerrode streep, waar vaak nog een paarse gloed in zit. Aan de bovenkant van de vleugels steekt er een stukje uit. Op de kop zitten twee veertjes, die oranje-rood van kleur zijn. Deze zijn iets kleiner dan de kop.

Edwards Coaches EOI4364 a Bova Magiq C70FT at Cadbury world today . Photo taken 29/04/22

Carrocería/Bodywork: Mercedes Benz Citaro III CapaCity

Chassis: Mercedes Benz OM470

Lote/Batch info: 1/1 - 10 total (847-856)

Matricula/Plate: 5691-MMZ

Longitud/Length: 21m

Servicio/Service: 2024 - Ongoing/En Curso

Info (SP): A finales de 2023, Guaguas Municipales sorprendio a su publico con la llegada de diez unidades de veintiun metros Mercedes Benz CapaCity. Estas son hasta la fecha las primeras unidades Citaro en servir en el transporte de Gran Canaria, y las primeras de estas dimensiones en el archipielago canario. La presentacion de dichos vehiculos y posterior puesta en servicio se realizo en febrero de 2024 tras cuatro meses de puesta a punto y regulacion de permisos

Info (EN): In the final months of 2023, Guaguas Municipales surprised their audience with the arrival of ten 21-metre long Mercedes Benz CapaCity buses. To this date these are the first Citaro buses to serve in Gran Canaria, and the first of these dimensions in all of the Canary Islands. Their presentation and start of service took place in February 2024, after four months of preparations and paperwork fulfilment

A new take on the Twitter Over Capacity screen...

Participants in the national Regional Training Institute Gathering, Oct. 27–30 in Wilmette, Illinois, attend to comments by Counselor Sonlla Heern. Photo by Richard Doering

Capacity: driver + 2 students.

Photo by Patrick Smith/USAID.

An ONC staffer smells S. Kivu coffee as part of a complex grading process that assigns a multi-dimensional score to each coffee sample. USAID is helping these young professionals learn world-standard techniques, a capacity vital for the relaunch of the coffee sector in the DRC.

Once a thriving agricultural export of the Democratic Republic of the Congo (DRC), coffee saw a steady decline in production during the 1980s and 1990s. Now, with high international demand for specialty coffee, the DRC has the opportunity to regain its former prestige and position as a leading producer. In 2014, a coffee cooperative in North Kivu, Solidarité Paysanne pour la Promotion des Actions Café et Développement Intégral ( SOPACDI), won the Sustainability Award at the Specialty Coffee meetings in Seattle, Washington, U.S.A. This was in recognition of its excellent coffee quality and support for victims of sexual violence.

In 2015, South Kivu coffee cooperatives supported by USAID received high rankings at the first international coffee cupping competition to be held in the DRC. One of the international judges, a coffee buyer from the U.S., stated, “I am right now trying to get my hands on as much of this coffee as possible, and I have no doubt there are buyers lined up trying to get it.”

Concluding this year’s production, Cooperative des Cafeiculteurs de Kalehe, Cooperative des Planteurs de Café de Kabare, and Kalehe Arabica Coffee Cooperative sold five shipping containers of fully-washed coffee beans to Starbucks, Counter Culture Coffee, Sweet Marias, and other buyers. The beans will be packaged and labeled as single-origin Congolese coffee.

This achievement was made possible by a partnership between USAID, the Howard G. Buffett Foundation, Catholic Relief Services, the Eastern Congo Initiative, and World Coffee Research.

This USAID-supported partnership helped the cooperatives learn how to improve the production of coffee cherries from harvesting to delivery to international buyers. Additionally, the business acumen of the cooperatives was enhanced so they could enter into a pre-harvest financing agreement with Westrock Coffee, allowing the cooperatives to pay farmers up-front for their cherries at the time of harvest.

USAID supported construction of a coffee tasting laboratory in Bukavu, the first facility of its kind in South Kivu. Under the management of the Office Nationale du Café, the laboratory will allow government regulators to certify coffee quality before shipping and provide further training to coffee farmers.

Connexxion 9360

The new Generation of Cargo-Logistic Trucks by the German Armed Forces , 15 to Load Capacity

In Times Square

RMS Titanic was a British passenger liner that sank in the North Atlantic Ocean on 15 April 1912 after colliding with an iceberg during her maiden voyage from Southampton, England to New York City. The sinking of Titanic caused the deaths of 1,514 people in one of the deadliest peacetime maritime disasters in history. She was the largest ship afloat at the time of her maiden voyage. One of three Olympic class ocean liners operated by the White Star Line, she was built between 1909–11 by the Harland and Wolff shipyard in Belfast. She carried 2,224 people.

Her passengers included some of the wealthiest people in the world, as well as over a thousand emigrants from Britain, Ireland, Scandinavia and elsewhere seeking a new life in North America. The ship was designed to be the last word in comfort and luxury, with an on-board gymnasium, swimming pool, libraries, high-class restaurants and opulent cabins. She also had a powerful wireless telegraph provided for the convenience of passengers as well as for operational use. Though she had advanced safety features such as watertight compartments and remotely activated watertight doors, she lacked enough lifeboats to accommodate all of those aboard. Due to outdated maritime safety regulations, she carried only enough lifeboats for 1,178 people – a third of her total passenger and crew capacity.

After leaving Southampton on 10 April 1912, Titanic called at Cherbourg in France and Queenstown (now Cobh) in Ireland before heading westwards towards New York. On 14 April 1912, four days into the crossing and about 375 miles south of Newfoundland, she hit an iceberg at 11:40 pm (ship's time; UTC-3). The glancing collision caused Titanic's hull plates to buckle inwards in a number of locations on her starboard side and opened five of her sixteen watertight compartments to the sea. Over the next two and a half hours, the ship gradually filled with water and sank. Passengers and some crew members were evacuated in lifeboats, many of which were launched only partly filled. A disproportionate number of men – over 90% of those in Second Class – were left aboard due to a "women and children first" protocol followed by the officers loading the lifeboats. Just before 2:20 am Titanic broke up and sank bow-first with over a thousand people still on board. Those in the water died within minutes from hypothermia caused by immersion in the freezing ocean. The 710 survivors were taken aboard from the lifeboats by the RMS Carpathia a few hours later.

The disaster was greeted with worldwide shock and outrage at the huge loss of life and the regulatory and operational failures that had led to it. Public inquiries in Britain and the United States led to major improvements in maritime safety. One of their most important legacies was the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today. Many of the survivors lost all of their money and possessions and were left destitute; many families, particularly those of crew members from Southampton, lost their primary bread-winners. They were helped by an outpouring of public sympathy and charitable donations. Some of the male survivors, notably the White Star Line's chairman, J. Bruce Ismay, were accused of cowardice for leaving the ship while people were still on board, and they faced social ostracism.

The wreck of the Titanic remains on the seabed, gradually disintegrating at a depth of 12,415 feet (3,784 m). Since its rediscovery in 1985, thousands of artefacts have been recovered from the sea bed and put on display at museums around the world. Titanic has become one of the most famous ships in history, her memory kept alive by numerous books, films, exhibits and memorials.

Belfast has opened the Iconic Titanic Signature Building which will house Titanic Belfast ® it is iconic in design and houses a world class visitor attraction. It is located at Titanic Quarter (East Belfast). The exhibition is based on the theme of the Titanic and the wider subject of Belfast’s shipbuilding and maritime heritage. Of such scale, the building is likely to become Northern Ireland’s largest and most successful built attraction.

Meanwhile Victoria Square are marking the Anniversary with an uplifting sculpture.

Over 14,000 balloons were used to create the sculpture

A new 45-ft balloon sculpture celebrating the Titanic is being unveiled at Victoria Square in Belfast.

The sculpture will be covered in more than 14,000 balloons and is 1/22 scale model of the Titanic itself.

It was crafted by Portadown-based sculptor Fiona Fisher and her team.

The sculpture was commissioned by Victoria Square in conjunction with the Titanic Foundation.The floating artwork will act as a centre-piece for a month-long series of events for the Titanic's 100th anniversary.

As part of the commemorations, a Titanic-themed art exhibition will feature alongside a 3D representation of the ship's famous staircase.

It is hoped the model will qualify as the world's biggest balloon exhibition of the Titanic.

What began as a hobby for Ms Fisher soon turned into a full-time job that has taken her around the world over the last 13 years.

"Luckily I've been to Dallas, Las Vegas, Buenos Aires, Trinidad, Japan, Lebanon, Taiwan, Russia, and pretty much all over Europe," she said.

"I've made lots of sculptures. A replica of a Ferrari, a giant Guinness pint and lots of different things."

It is not the first time Victoria Square has attempted to attract customers using art work.

Last April, an 18-tonne sand sculpture of the Giant's Causeway was commissioned by the centre in conjunction with the National Trust.

Ultimately that ended in disappointment as vandals destroyed the attraction after just two weeks.

When asked if she was worried someone might destroy the sculpture, Ms Fisher warned it might not be a good idea.

"If somebody tried to jump on top of ours I think they'd be in for a shock. They'd fall 20-ft or more so I don't think that'd be a good idea."

“

I've made lots of sculptures. A replica of a Ferrari, a giant Guinness pint and lots of different things

Fiona Fisher, Balloon sculptor

The concept came about almost by accident as Ms Fisher was putting up elaborate balloon decorations in the shopping complex as part of last years' Halloween celebrations.

"Last October, we were putting up decorations for the centre and the manager suggested doing something for the Titanic anniversary. We suggested doing something in balloons and that's where it all started from."

Although the ambitious structure is not the world's largest balloon model, it is in the process of being verified by Guinness World Records as the biggest balloon model of the Titanic.

Victoria Square Centre manager Hugh Black said the display was "fabulous".

"The Titanic theme is great for Belfast. The whole Titanic experience is great for the Northern Ireland tourism industry and we want to be a part of it. I think it will bring a lot of people," he said.

The temporary sculpture will remain in place for about two to three weeks at which point air will begin to seep from the balloons.

A new book, and you can guess who has some text in it.

Gwynfor Coaches LK04NMX is seen parked up in Llanberis whilst resting between duties on a Snowdon Sherpa S2 Service

I took this photo at a BBW cookoff in Houston. It was rocking at the time, so I was lucky to get an unblurred shot.

September 9, 2020--New York City-- Governor Andrew M. Cuomo holds a daily COVID-19 coronavirus briefing Wednesday September 9, 2020 in New York City. Governor Cuomo today announced that restaurants in New York City can reopen their doors and welcome patrons back to their dining rooms on Sept. 30. Capacity will be limited to 25%, tables must be placed six feet apart and temperature checks of all patrons will be mandatory. There will be no walk-up bar service, customers will be required to leave contact information and eateries must be closed by midnight, the governor said during a press briefing in Manhattan. (Kevin P. Coughlin / Office of Governor Andrew M. Cuomo)

The Great Theatre, capable of holding 25,000 spectators, was used initially for drama, but during later Roman times gladiatorial combats were also held on its stage.

Ephesus, Turkey (Wednesday 22 October 2014)

Christopher Marlowe (baptised 26 February 1564 – 30 May 1593) was an English dramatist, poet and translator of the Elizabethan era. The foremost Elizabethan tragedian next to William Shakespeare, he is known for his blank verse, his overreaching protagonists, and his own mysterious and untimely death.

Marlowe was born to a shoemaker in Canterbury named John Marlowe and his wife Catherine.[1] Marlowe attended The King's School, Canterbury (where a house is now named after him) and Corpus Christi College, Cambridge on a scholarship and received his Bachelor of Arts degree in 1584.[2] In 1587 the university hesitated to award him his master's degree because of a rumour that he had converted to Roman Catholicism and intended to go to the English college at Rheims to prepare for the priesthood. However, his degree was awarded on schedule when the Privy Council intervened on his behalf, commending him for his "faithful dealing" and "good service" to the Queen.[3] The nature of Marlowe's service was not specified by the Council, but its letter to the Cambridge authorities has provoked much speculation, notably the theory that Marlowe was operating as a secret agent working for Sir Francis Walsingham's intelligence service.[4] No direct evidence supports this theory, although the Council's letter is evidence that Marlowe had served the government in some capacity.

Dido, Queen of Carthage was Marlowe's first drama. Marlowe's first play performed on stage in London stage was Tamburlaine (1587) about the conqueror Timur, who rises from shepherd to warrior. It is among the first English plays in blank verse,[5] and, with Thomas Kyd's The Spanish Tragedy, generally is considered the beginning of the mature phase of the Elizabethan theatre. Tamburlaine was a success, and was followed with Tamburlaine Part II. The sequence of his plays is unknown; all deal with controversial themes.

The Jew of Malta, about a Maltese Jew's barbarous revenge against the city authorities, has a prologue delivered by a character representing Machiavelli.

Edward the Second is an English history play about the deposition of King Edward II by his barons and the Queen, who resent the undue influence the king's favourites have in court and state affairs.

The Massacre at Paris is a short and luridly written work, probably a reconstruction from memory of the original performance text,[6] portraying the events of the Saint Bartholomew's Day Massacre in 1572, which English Protestants invoked as the blackest example of Catholic treachery. It features the silent "English Agent", whom subsequent tradition has identified with Marlowe himself and his connections to the secret service.[7] Along with The Tragical History of Doctor Faustus, The Massacre at Paris is considered his most dangerous play, as agitators in London seized on its theme to advocate the murders of refugees from the low countries and, indeed, it warns Elizabeth I of this possibility in its last scene.[8][9]

The Tragical History of Doctor Faustus, based on the German Faustbuch, was the first dramatised version of the Faust legend of a scholar's dealing with the devil. While versions of "The Devil's Pact" can be traced back to the 4th century, Marlowe deviates significantly by having his hero unable to "burn his books" or repenting to a merciful God in order to have his contract annulled at the end of the play. Marlowe's protagonist is instead torn apart by demons and dragged off screaming to hell. Dr Faustus is a textual problem for scholars as it was highly edited (and possibly censored) and rewritten after Marlowe's death. Two versions of the play exist: the 1604 quarto, also known as the A text, and the 1616 quarto or B text. Many scholars believe that the A text is more representative of Marlowe's original because it contains irregular character names and idiosyncratic spelling: the hallmarks of a text that used the author's handwritten manuscript, or "foul papers", as a major source.

Marlowe's plays were enormously successful, thanks in part, no doubt, to the imposing stage presence of Edward Alleyn. He was unusually tall for the time, and the haughty roles of Tamburlaine, Faustus, and Barabas were probably written especially for him. Marlowe's plays were the foundation of the repertoire of Alleyn's company, the Admiral's Men, throughout the 1590s.

Marlowe also wrote poetry, including a, possibly, unfinished minor epic, Hero and Leander (published with a continuation by George Chapman in 1598), the popular lyric The Passionate Shepherd to His Love, and translations of Ovid's Amores and the first book of Lucan's Pharsalia.

The two parts of Tamburlaine were published in 1590; all Marlowe's other works were published posthumously. In 1599, his translation of Ovid was banned and copies publicly burned as part of Archbishop Whitgift's crackdown on offensive material.

As with other writers of the period, little is known about Marlowe. What little evidence there is can be found in legal records and other official documents. This has not stopped writers of both fiction and non-fiction from speculating about his activities and character. Marlowe has often been described as a spy, a brawler, a heretic and a homosexual, as well as a "magician," "duellist," "tobacco-user," "counterfeiter" and "rakehell." The evidence for most of these claims is slight. The bare facts of Marlowe's life have been embellished by many writers into colourful, and often fanciful, narratives of the Elizabethan underworld. However, J.B. Steane[10] remarked, "it seems absurd to dismiss all of these Elizabethan rumours and accusations as 'the Marlowe myth'"[11]

[edit] Spying

Marlowe is often alleged to have been a government spy. The author Charles Nicholls speculates this is so, and that Marlowe's recruitment took place when he was at Cambridge. Surviving college records from the period indicate Marlowe had a series of unusually lengthy absences from the university - much longer than permitted by university regulations - that began in the academic year 1584-1585. Surviving college buttery (dining room) accounts indicate he began spending lavishly on food and drink during the periods he was in attendance[12] - more than he could have afforded on his known scholarship income.

As noted above, in 1587 the Privy Council ordered Cambridge University to award Marlowe his MA, denying rumours that he intended to go to the English Catholic college in Rheims, saying instead that he had been engaged in unspecified "affaires" on "matters touching the benefit of his country". This from a document dated 29 June 1587, from the Public Records Office - Acts of Privy Council.

It has sometimes been theorised that Marlowe was the "Morley" who was tutor to Arbella Stuart in 1589.[13] This possibility was first raised in a TLS letter by E. St John Brooks in 1937; in a letter to Notes and Queries, John Baker has added that only Marlowe could be Arbella's tutor due to the absence of any other known "Morley" from the period with an MA and not otherwise occupied.[14] If Marlowe was Arbella's tutor, (and some biographers think that the "Morley" in question may have been a brother of the musician Thomas Morley[15]) it might indicate that he was a spy, since Arbella, niece of Mary Queen of Scots and cousin of James VI of Scotland, later James I of England, was at the time a strong candidate for the succession to Elizabeth's throne.[16]

In 1592 Marlowe was arrested in the Dutch town of Flushing for attempting to counterfeit coins and use the proceeds to assist seditious Catholics. He was sent to be dealt with by the Lord Treasurer (Burghley) but no charge or imprisonment resulted.[17] This untimely arrest may have disrupted another of Marlowe's spying missions: by giving the resulting coinage to the Catholic cause he was to infiltrate the followers of the active Catholic plotter William Stanley and report back to Burghley.

In early May 1593 several bills were posted about London threatening Protestant refugees from France and the Netherlands who had settled in the city. One of these, the "Dutch church libel,"[19] written in blank verse, contained allusions to several of Marlowe's plays and was signed, "Tamburlaine". On 11 May the Privy Council ordered the arrest of those responsible for the libels. The next day, Marlowe's colleague Thomas Kyd was arrested. Kyd's lodgings were searched and a fragment of a heretical tract was found. Kyd asserted, possibly under torture, that it had belonged to Marlowe. Two years earlier they had both been working for an aristocratic patron, probably Ferdinando Stanley, Lord Strange,[20] and Kyd suggested that at this time, when they were sharing a workroom, the document had found its way among his papers. Marlowe's arrest was ordered on 18 May. Marlowe was not in London, but was staying with Thomas Walsingham, the cousin of the late Sir Francis Walsingham, Elizabeth's principal secretary in the 1580s and a man deeply involved in state espionage.[21] However, he duly appeared before the Privy Council on 20 May and was instructed to "give his daily attendance on their Lordships, until he shall be licensed to the contrary". On 30 May, Marlowe was murdered.

Various versions of Marlowe's death were current at the time. Francis Meres says Marlowe was "stabbed to death by a bawdy serving-man, a rival of his in his lewd love" as punishment for his "epicurism and atheism."[22] In 1917, in the Dictionary of National Biography, Sir Sidney Lee wrote that Marlowe was killed in a drunken fight, and this is still often stated as fact today.

The facts only came to light in 1925 when the scholar Leslie Hotson discovered the coroner's report on Marlowe's death in the Public Record Office.[23] Marlowe had spent all day in a house in Deptford, owned by the widow Eleanor Bull. With him were three men: Ingram Frizer, Nicholas Skeres and Robert Poley.[24] All three had been employed by the Walsinghams. Skeres and Poley had helped snare the conspirators in the Babington plot and Frizer was a servant of Thomas Walsingham. Witnesses testified that Frizer and Marlowe had earlier argued over the bill for their drink (now famously known as the 'Reckoning') exchanging "divers malicious words". Later, while Frizer was sitting at a table between the other two and Marlowe was lying behind him on a couch, Marlowe snatched Frizer's dagger and began attacking him. In the ensuing struggle, according to the coroner's report, Marlowe was accidentally stabbed above the right eye, killing him instantly. The jury concluded that Frizer acted in self-defence, and within a month he was pardoned. Marlowe was buried in an unmarked grave in the churchyard of St. Nicholas, Deptford, on 1 June 1593.

Marlowe's death is alleged by some to be an assassination for the following reasons:

1. The three men who were in the room with him when he died were all connected both to the state secret service and to the London underworld.[25] Frizer and Skeres also had a long record as loan sharks and con-men, as shown by court records. Bull's house also had "links to the government's spy network".[26]

2. Their story that they were on a day's pleasure outing to Deptford is alleged to be implausible. In fact, they spent the whole day closeted together, deep in discussion. Also, Robert Poley was carrying confidential despatches to the Queen, who was at her palace of Nonsuch in Surrey, but instead of delivering them, he spent the day with Marlowe and the other two.[27]

3. It seems too much of a coincidence that Marlowe's death occurred only a few days after his arrest for heresy.

4. The manner of Marlowe's arrest is alleged to suggest causes more tangled than a simple charge of heresy would generally indicate. He was released in spite of prima facie evidence, and even though the charges implicitly connected Sir Walter Raleigh and the Earl of Northumberland with the heresy. Thus, some contend it to be probable that the investigation was meant primarily as a warning to the politicians in the "School of Night", or that it was connected with a power struggle within the Privy Council itself.[28]

5. The various incidents that hint at a relationship with the Privy Council (see above), and by the fact that his patron was Thomas Walsingham, Sir Francis's second cousin, who was actively involved in intelligence work.

For these reasons and others, Charles Nicholl (in his book 'The Reckoning' on Marlowe's death) argues there was more to Marlowe's death than emerged at the inquest. There are different theories of some degree of probability. Since there are only written documents on which to base any conclusions, and since it is probable that the most crucial information about his death was never committed to writing at all, it is unlikely that the full circumstances of Marlowe's death will ever be known.

+++ DISCLAIMER +++

Nothing you see here is real, even though the model, the conversion or the presented background story might be based historical facts. BEWARE!

Some background:

During the 1950s Douglas Aircraft studied a short- to medium-range airliner to complement their higher capacity, long range DC-8 (DC stands for “Douglas Commercial”). A medium-range four-engine Model 2067 was studied, but it did not receive enough interest from airlines and was subsequently abandoned. The idea was not dead, though, and, in 1960, Douglas signed a two-year contract with Sud Aviation for technical cooperation. Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if airlines ordered large numbers. None were ordered and Douglas returned to its own design studies after the cooperation deal expired.

Another blow against the aircraft came in the early 1970s: legislation for aircraft noise standards was being introduced in many countries. This seriously affected the Dash Two with its relatively loud JT3D engines, too, and several airlines approached Douglas (by then merged with McDonnell into McDonnell Douglas) for noise reduction modifications, but nothing was done. Third parties had developed aftermarket hushkits for the Dash Two, actually adapted from DC-8 upgrades, but beyond this measure there was no real move to keep the relatively small DC-8/2 fleet in service. In consequence, Dash Two production was stopped in 1974, with 77 aircraft having been ordered, but only 66 were ever delivered (most open orders were switched to DC-9s). By 1984 all machines had been retired.

General characteristics:

Crew: 3 (+ 3 flight attendants)

Length: 125 ft (38.16 m)

Wingspan: 105 ft 5 in (32.18 m)

Height: 42 ft 4 in (12.92 m)

Wing area: 1,970 sq ft (183 m2), 30° sweep

Empty weight: 96,562 lb (43,800 kg)

Gross weight: 172,181 lb (78,100 kg)

Fuel capacity: 46,297 lb (21,000 kg) normal; 58,422 lb (26,500 kg) maximum

Cabin width: 138.25 in (351.2 cm)

Two-class seats: 100 (12F@38" + 88Y@34")

Single-class seats: 128@34", maximum of 148 in pure economy setup

Powerplant:

2× Pratt & Whitney JT3D-1 turbofan engines, delivering 17,000 lb (76.1 kN) each

Performance:

Maximum speed: 590 mph (950 km/h; 510 kn)

Cruising speed: 470–530 mph (750–850 km/h; 400–460 kn) at 32,808–39,370 ft (10,000–12,000 m)

Range: 1,320 mi (2,120 km; 1,140 nmi) with 26,455 lb (12,000 kg) payload

and 12,456 lb (5,650 kg) fuel reserve

1,709 mi (2,750 km) with 17,968 lb (8,150 kg) payload

and 12,456 lb (5,650 kg) fuel reserve

Service ceiling: 39,000 ft (12,000 m)

Rate of climb: 2,000 ft/min (10 m/s)

Take-off run at MTOW: 7,218 ft (2,200 m)

Landing run at normal landing weight: 4,757–6,070 ft (1,450–1,850 m)

The kit and its assembly:

This model was originally intended to be my final contribution to the “More or less engines” group build at whatifmodelers.com in October 2019, but procurement problems and general lack of time towards the GB’s deadline made me postpone the build, so that I could take more time for a proper build and paintjob.

The idea behind it was simple: since the original DC-8 was stretched (considerably) in order to expand its passenger capacity from 177 to 289(!) passengers, why not go the other way around and reduce its dimensions for a short/medium range airliner with just two engines, as a kind of alternative to the Boeing 737?

The basis is the Minicraft 1:144 DC-8 kit, in this case the late release which comes only in a bag without a box or any decals and which depicts a late -60/70 series aircraft with the maximum fuselage length. Inside of the fuselage halves, markings show where these parts should be cut in order to take the plugs out for shorter, earlier variants. However, my plan would be more radical!

Shortening the fuselage sound simple, but several indirect aspects have to be taken into account. For instance, wingspan has to be reduced accordingly and the aircraft’s overall proportions as well as its potential center of gravity have to be plausible, too. Furthermore, landing gear and engines will have to be modified, too.

Several measures were taken in order to find good points where the fuselage could be cut for a maximum length reduction - after all, a LOT of material had to disappear for the twin-engine variant!

First, the fuselage was completed for a solid cutting base. I decided to take out a total of three plugs, with the plan to achieve a length somewhere near a late Boeing 737, even though this turned out to be more complicated and challenging than expected. All in all, the fuselage length was reduced from ~39cm to ~26.5cm. Less than I hoped for, but anything more would have ended in a total reconstruction of the wing root sections.

Two plugs are logical, the third one in the middle, only 1.5cm long, is less obvious. But since the wing span would be reduced, too, the wings' depth at the (new) roots was also reduced, so that the original DC-8 wing roots/fuselage intersections would not match anymore. The wings themselves were, also based on late Boeing 737 and Dassault Mercure measures, were cut at a position slightly inside of the inner engine pylon positions.

Re-construction started with the rear fuselage; I initially worked separately on the cockpit section, because I filled it with as much lead as possible, and it was connected with the rest of the hull when its three segments were already completed.

The Minicraft DC-8 is basically nice and has good fit, but I found a weak spot: the fin's leading edge. Like on Minicarft’s 727's wings, which I recently built, it's virtually flat. It just looks weird if not awful, so I sculpted a more rounded edge with putty. Since the small air intakes under the radome are open, I added an internal visual block in the form of black foamed styrene.

The JT3D nacelles were taken OOB from the Minicraft kit, I used the inner pair because of the shorter pylons. They were attached under the wings in a new position, slightly outside of the original inner engine pair and of the main landing gear. The latter was modified, too: instead of the DC-8’s four-wheel bogies I used a pair of Boeing 727 struts and twin wheels, left over from the recent build. These were attached to 1.5 mm high consoles, so that the stance on the ground became level and mounted into newly cut well openings in the inner wings. The front wheel was taken OOB from the DC-8. I was a little skeptical concerning the main landing gear’s relative position (due to the wing sweep, it might have ended up too far forward), but IMHO the new arrangement looks quite fine, esp. with the engines in place, which visually shift the model’s center of gravity forward. I just had to shorten the engine pylons by maybe 2mm, because the lack of dihedral on the DC-8’s outer wing sections considerably reduce ground clearance for the engines, despite the added consoles to the landing gear. However, all in all the arrangement looks acceptable.

For the model’s in-flight pics, and also for the application of the final varnish coat, I added a ventral, vertical styrene tube in the model’s center of gravity as a display holder/adapter. Due to the massive lead weight in the nose, the adapter’s position ended up in front of the wing roots!

Painting and markings:

I usually do not build civil airliners, so I took the occasion to represent a design icon: the “flying Colors” livery of Braniff International Airlines from the early Seventies. Braniff featured several bright liveries, but my personal favorite is the simple one with uniform fuselages in varying bold colors, mated with simple, white fins, engine nacelles and wing areas.

This choice was also influenced by the fact that 26decals offers a 1:144 sheet for Braniff DC-8s of this era (remember: the bagged Minicraft kit comes without any decal sheet at all). Choosing a color was a long process. Bright red or orange were initial favorites, but the recent 727 already had orange markings, so I rather favored blue, green or even purple. I eventually settled on a light lime green, which has a high shock value and also offers a good contrast to the Braniff markings and the windows. A tone called “Lime Green” was actually an official Braniff tone (check this great overview: web.archive.org/web/20050711080200/http://www.geocities.c..., a great source provided by 26decals in the context oft he decal sheet I used, see below). But my intention was not to authentically replicate it – I rather just wanted a bright color for the model, and I like green.

The basic color I used is simple Humbrol 38 (Lime), which was applied with a brush after the wing areas had been painted in white (Humbrol 22) and aluminum (various shades, including Humbrol 11 and Revell 99). The characteristic black area around the cockpit glazing was created with mix of decals and paint, the silver ventral areas were painted with Humbrol’s Polished Aluminum Metallizer. The fin’s and the stabilizers’ leading edges were created with silver decal sheet material (TL Modellbau), grey and silver bits of similar material were used for some small details on the wings.

As already mentioned, the decals, including all windows, come from a 26decals sheet. Due to the reduced length, the windows’ and doors’ position and numbers had to be improvised. But thanks to the relatively simple livery design without cheatlines or other decorative elements, this was an easy task. Finally, the model received an overall coat of gloss acrylic varnish from the rattle can.

Just like my recent Boeing 727 with four engines, this conversion appears simple at first sight, but the execution caused some headaches. The biggest problem was the reduced depth of the shortened wings and how to mount then to the fuselage – but the attempt to take an additional fuselage plug away was an effective move that also helped to reduce overall length.

I am astonished how modern and plausible this shortened DC-8 looks. While building, the aircraft constantly reminded me of the Tupolev Tu-104 airliner, until the engines were added and it now resembled an Airbus A320!

+++ 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 CAC Sabre, sometimes known as the Avon Sabre or CA-27, was an Australian variant of the North American Aviation F-86F Sabre fighter aircraft. In 1951, Commonwealth Aircraft Corporation obtained a license agreement to build the F-86F Sabre. In a major departure from the North American blueprint, it was decided that the CA-27 would be powered by a license-built version of the Rolls-Royce Avon R.A.7, rather than the General Electric J47. In theory, the Avon was capable of more than double the maximum thrust and double the thrust-to-weight ratio of the US engine. This necessitated a re-design of the fuselage, as the Avon was shorter, wider and lighter than the J47.

The CAC 27 Mk 41s’ last carrier operations took place in 1981 in the course of Melbourne’s involvements in two major exercises, Sea Hawk and Kangaroo 81, the ship’s final missions at sea. After Melbourne was decommissioned in 1984, the Fleet Air Arm ceased fixed-wing combat aircraft operation. This was the operational end of the Sabre Mk 41, which had reached the end of their airframe lifetime, and the Sea Sabre fleet had, during its career, severely suffered from accidents and losses: upon retirement, only eight of the original twenty-two aircraft still existed in flightworthy condition, so that the aircraft were all scrapped. The younger RAN A-4Gs were eventually sold to New Zealand, where they were kept in service until 2002.

General characteristics:

Crew: 1

Length: 37 ft 6 in (11.43 m)

Wingspan: 37 ft 1 in (11.3 m)

Height: 14 ft 5 in (4.39 m)

Wing area: 302.3 sq ft (28.1 m²)

Empty weight: 12,000 lb (5,443 kg)

Loaded weight: 16,000 lb (7,256 kg)

Max. takeoff weight: 21,210 lb (9,621 kg)

Powerplant:

1× Rolls-Royce Avon 208A turbojet engine with 8,200 lbf (36.44 kN)

Performance:

Maximum speed: 700 mph (1,100 km/h) (605 knots)

Range: 1,153 mi, (1,000 NM, 1,850 km)

Service ceiling: 52,000 ft (15,850 m)

Rate of climb: 12,000 ft/min at sea level (61 m/s)

Armament:

2× 30 mm ADEN cannons with 150 rounds per gun

5,300 lb (2,400 kg) of payload on six external hardpoints;

Bombs were usually mounted on outer two pylons as the mid pair were wet-plumbed pylons for

2× 200 gallons drop tanks, while the inner pair was usually occupied by a pair of AIM-9 Sidewinder

AAMs

A wide variety of bombs could be carried with maximum standard loadout being 2x 1,000 lb bombs

or 2x Matra pods with unguided SURA missiles plus 2 drop tanks for ground attacks, or 2x AIM-9 plus

two drop tanks as day fighter

The kit and its assembly:

This project was initially inspired by a set of decals from an ESCI A-4G which I had bought in a lot – I wondered if I could use it for a submission to the “In the navy” group build at whatifmodelers.com in early 2020. I considered an FJ-3M in Australian colors on this basis and had stashed away a Sword kit of that aircraft for this purpose. However, I had already built an FJ variant for the GB (a kitbashed mix of an F-86D and an FJ-4B in USMC colors), and was reluctant to add another Fury.

This spontaneously changed after (thanks to Corona virus quarantine…) I cleaned up one of my kit hoards and found a conversion set for a 1:72 CAC 27 from JAYS Model Kits which I had bought eons ago without a concrete plan. That was the eventual trigger to spin the RAN Fury idea further – why not a navalized version of the Avon Sabre for HMAS Melbourne?

The result is either another kitbash or a highly modified FJ-3M from Sword. The JAYS Model Kits set comes with a THICK sprue that carries two fuselage halves and an air intake, and it also offers a vacu canopy as a thin fallback option because the set is actually intended to be used together with a Hobby Craft F-86F.

While the parts, molded in a somewhat waxy and brittle styrene, look crude on the massive sprue, the fuselage halves come with very fine recessed engravings. And once you have cleaned the parts (NOTHING for people faint at heart, a mini drill with a saw blade is highly recommended), their fit is surprisingly good. The air intake was so exact that no putty was needed to blend it with the rest of the fuselage.

The rest came from the Sword kit and integrating the parts into the CAC 27 fuselage went more smoothly than expected. For instance, the FJ-3M comes with a nice cockpit tub that also holds a full air intake duct. Thanks to the slightly wider fuselage of the CAC 27, it could be mounted into the new fuselage halves without problems and the intake duct almost perfectly matches the intake frame from the conversion set. The tailpipe could be easily integrated without any mods, too. The fins had to be glued directly to the fuselage – but this is the way how the Sword kit is actually constructed! Even the FJ-3M’s wings match the different fuselage perfectly. The only modifications I had to make is a slight enlargement of the ventral wing opening at the front and at the read in order to take the deeper wing element from the Sword kit, but that was an easy task. Once in place, the parts blend almost perfectly into each other, just minor PSR was necessary to hide the seams!

Other mods include an extended front wheel well for the longer leg from the FJ-3M and a scratched arrester hook installation, made from wire, which is on purpose different from the Y-shaped hook of the Furies.

For the canopy I relied on the vacu piece that came with the JAYS set. Fitting it was not easy, though, it took some PSR to blend the windscreen into the rest of the fuselage. Not perfect, but O.K. for such a solution from a conversion set.

The underwing pylons were taken from the Sword kit, including the early Sidewinders. I just replaced the drop tanks – the OOB tanks are very wide, and even though they might be authentic for the FJ-3, I was skeptical if they fit at all under the wings with the landing gear extended? In order to avoid trouble and for a more modern look, I replaced them outright with more slender tanks, which were to mimic A-4 tanks (USN FJ-4s frequently carried Skyhawk tanks). They actually come from a Revell F-16 kit, with modified fins. The refueling probe comes from the Sword kit.

A last word about the Sword kit: much light, but also much shadow. While I appreciate the fine surface engravings, the recognizably cambered wings, a detailed cockpit with a two-piece resin seat and a pretty landing gear as well as the long air intake, I wonder why the creators totally failed to provide ANY detail of the arrester hook (there is literally nothing, as if this was a land-based Sabre variant!?) or went for doubtful solutions like a front landing gear that consists of five(!) single, tiny parts? Sadism? The resin seat was also broken (despite being packed in a seperate bag), and it did not fit into the cockpit tub at all. Meh!

Painting and markings:

From the start I planned to give the model the late RAN A-4Gs’ unique air superiority paint scheme, which was AFAIK introduced in the late Seventies: a two-tone wraparound scheme consisting of “Light Admiralty Grey” (BS381C 697) and “Aircraft Grey” (BS 381C 693). Quite simple, but finding suitable paints was not an easy task, and I based my choice on pictures of the real aircraft (esp. from "buzz" number 880 at the Fleet Air Arm Museum, you find pics of it with very good light condition) rather than rely on (pretty doubtful if not contradictive) recommendations in various painting instructions from models or decal sets.

I wanted to keep things simple and settled upon Dark Gull Grey (FS 36231) and Light Blue (FS 35414), both enamel colors from Modelmaster, since both are rather dull interpretations of these tones. Esp. the Light Blue comes quite close to Light Admiralty Grey, even though it should be lighter for more contrast to the darker grey tone. But it has that subtle greenish touch of the original BS tone, and I did not want to mix the colors.

The pattern was adapted from the late A-4Gs’ scheme, and the colors were dulled down even more through a light black ink wash. Some post-shading with lighter tones emphasized the contrast between the two colors again. And while it is not an exact representation of the unique RAN air superiority scheme, I think that the overall impression is there.

The cockpit interior was painted in very dark grey, while the landing gear, its wells and the inside of the air intake became white. A red rim was painted around the front opening, and the landing gear covers received a red outline, too. The white drop tanks are a detail I took from real world RAN A-4Gs - in the early days of the air superiority scheme, the tanks were frequently still finished in the old USN style livery, hence the white body but fins and tail section already in the updated colors.

The decals became a fight, though. As mentioned above, the came from an ESCI kit – and, as expected, the were brittle. All decals with a clear carrier film disintegrated while soaking in water, only those with a fully printed carrier film were more or less usable. One roundel broke and had to be repaired, and the checkered fin flash was a very delicate affair that broke several times, even though I tried to save and repair it with paint. But you can unfortunately see the damage.

Most stencils and some replacements (e. g. the “Navy” tag) come from the Sword FJ-3. While these decals are crisply printed, their carrier film is utterly thin, so thin that applying esp. the larger decals turned out to be hazardous and complicated. Another point that did not really convince me about the Sword kit.

Finally, the kit was sealed with matt acrylic varnish (Italeri) and some soot stains were added around the exhaust and the gun ports with graphite.

In the end, this build looks, despite the troubles and the rather exotic ingredients like a relatively simple Sabre with Australian markings, just with a different Navy livery. You neither immediately recognize the FJ-3 behind it, nor the Avon Sabre’s bigger fuselage, unless you take a close and probably educated look. Very subtle, though.

The RAN air superiority scheme from the late Skyhawks suits the Sabre/Fury-thing well – I like the fact that it is a modern fighter scheme, but, thanks to the tones and the colorful other markings, not as dull and boring like many others, e. g. the contemporary USN "Ghost" scheme. Made me wonder about an early RAAF F-18 in this livery - should look very pretty, too?

Taken during a recent revisit to the garage with a number of interesting cars surrounding it. I've uploaded the 600 previously, but it's now moved and appears to be deteriorating.

Vauxhall Vectra LS 16v (auto)

Date of First Registration 16 01 1998

Year of Manufacture 1998

Cylinder Capacity (cc) 1998cc

Vehicle Status SORN in place

Rover 623 SLi (auto)

Date of First Registration 04 08 1994

Year of Manufacture 1994

Cylinder Capacity (cc) 2259cc

Vehicle Status SORN in place

Rover 414 8v

Date of Liability 07 12 2011

Date of First Registration 29 05 1998

Year of Manufacture 1998

Cylinder Capacity (cc) 1396cc

Vehicle Status Unlicensed

1993 Land Rover Defender 110 Tdi High-Capacity Pick-Up.

Last MoT test expired in September 2022 (SORN).

Capacity: 0.5-2.0mm

Way-out to San Fernando...

Bus No: 2122

Year released: 2000

Capacity: 54; 2x3 seating configuration

Route: Tarlac City-San Fernando, Pampanga via San Miguel/Capas/Bamban/Mabalacat/Dau/NLEX

Body: Mhel-Bhen Motors

Engine: Isuzu 6BG1

Fare: Ordinary Fare

Transmission System: M/T

Taken on: September 23, 2013

Location: McArthur Highway, Brgy. San Nicolas, Tarlac City, Tarlac

Note:

To avoid any conflicts and for privacy concerns, the licence plate number (even temporary plate) and vehicle tag of the bus is blurred.

The capacity of ocean's blue carbon sinks (total annual blue carbon sink burial rates).

For any form of publication, please include the link to this page:

www.grida.no/resources/7318

This photo has been graciously provided to be used in the GRID-Arendal resources library by: Riccardo Pravettoni

Unit: 150UID

Location: Frodsham

Train: 1D36 11:37 Manchester Airport - Llandudno

State/Province: Wien

Agency: Wiener Linien GmbH & Co KG

Model: Mercedes-Benz 628.446 Citaro C2 GL CapaCity

Year: 2019

File Name: 3745

mix of green and yellow....

Bus No: 71740

Year released: 2011

Capacity: 53; 2x2 seating configuration

Route: Baguio-Cubao/Pasay/Cavite City via Dau/SCTEX-Concepcion/Capas/Tarlac/Gerona/Paniqui/Moncada/Urdaneta/Rosario

Body: Santarosa Philippines

Model: 2011 SR-Cityliner AC Series

Chassis: Daewoo BV115

Engine: Daewoo DE12TiS

Fare: Airconditioned

Aircon System: Denso LD8i overhead a/c

Transmission System: M/T

Plate No.: UVJ-347

Taken on: July 12, 2011

Location: McArthur Highway, Brgy. San Nicolas, Tarlac City, Tarlac

An airport crash tender is a fire engine designed for use at aerodromes in aircraft accidents. The features include a good acceleration, ability to move on rough terrain outside the runway and airport area, large water capacity, a foam tank, a high-capacity pump, and water/foam monitors with a good throw distance. Newer AR-FF vehicles also incorporate twin agent nozzles/injection systems to inject a stream of Purple-K dry chemical into the AFFF Aqueous Film Forming Fluroprotein foam stream "knocking-down" the fire faster. Some also have Halotron tanks with handlines for situations that require a clean agent to be utilized. These features give the airport crash tenders a capability to reach an airplane rapidly, and rapidly extinguish large fires with jet fuel involved.

Some tenders have an elevated extended extinguishing arm called a Snozzle, giving a possibility to raise a water/foam cannon into the height of approximately 10–20 metres (33–66 ft). Some arms have reinforced nozzles that can puncture through superficial structures of an aeroplane to fight a fire inside the fuselage.[16]

The International Civil Aviation Organization (ICAO) has given standards and recommended practices on rescue firefighting categories of civil aerodromes.[17][18] National aviation authorities may have given even further requirements on aerodrome rescue and fire services.

The rescue fire services are based on a statistical analysis of movements (take-offs and landings) on the airport. The aerodrome category is based on the size of the biggest aircraft taking a movement on the aerodrome. In addition, the number of movements of the critical aircraft is calculated, and the category can be decreased by one if the number of movements is lower than the standard describes. There are also minimum category levels based on, for example, the number of seats in the critical aircraft.

Depending on the airport category, the standards determine the minimum number of rescue firefighting vehicles. In addition, requirements are given on the water and foam capacities, discharge rates for foam solutions, and minimum dry chemical powder (complementary agent) amounts, reserve stocks of fire fighting agents, ability to operate on rough terrain, and acceleration of the air crash tenders. The end of each runway must be reached in a response time of two minutes, and any part of the movement area has to be achieved in a response time not exceeding three minutes.

It was one of those rare cases when “everybody was there”. Indeed, those who still weren’t would not have been able to fit into a Juba Stadium filled to capacity to celebrate the 73rd anniversary of the United Nations.

“I suspect that most of you are really here for a football match,” said David Shearer, head of the UN in South Sudan, demonstrating the former politician’s uncanny knack for picking up the vibes of an expectant audience.

And right he was. Impressive as they were, the efforts of the UN family to showcase its contributions to peace, livelihoods and the wellbeing of the people of South Sudan paled in comparison with the astonishing spectacle to be delivered by South Sudanese football players and their adoring fans.

They produced scenes to behold, cherish and possibly tell grandchildren about.

But protocols first. This was the UN, the United Nations Mission in South Sudan and a multitude of UN agencies, funds and programmes alike, at its best. Here they were, united for peace, yet showing strength in numbers as well as diversity.

A walk around the perimeter of the dilapidated stadium’s football pitch was proof that there was something for everyone being offered.

There was UNMAS, the United Nations Mine Action Service, displaying a prodigious array of unexploded ordnances.

Alas, there was no sign of explosives-detecting canines. The UNMAS staffer manning the stand explained that the day was too hot for the furry ones. Thus, the usage of the phrase “a dog’s life” in a derogatory manner is no longer applicable.

Those with a sweet tooth may, however, apply the advice given by the UN’s Food and Agricultural Organization, FAO, when it comes to constructing somewhat coffin-like beehives. More into marine life? Fear not: instructions on how to chill, salt, dry and smoke fish were also readily available, as were tips for farmers grappling with marauding fall armyworms.

The World Health Organization, WHO, proved that taking can be as benign as giving, as its staff, joined by the International Committee of the Red Cross, were asking for lifesaving blood donations. Hopefully, the precision-demanding needle-pricking was not detrimentally affected by the continuously ongoing soundtrack of hooting vuvuzelas, omnipresent already an hour before the highly anticipated game.

Some of the incessant outbursts of positive emotions were probably linked with the performance of South Sudanese singer/rapper Irene Toss, and with a completely different game taking place on the field. Young girls, aged 12 and above, were engaged in a rousing match of boruboru, a traditional South Sudanese, dodgeball-like game experiencing a massive revival after years of being dormant.

There was much to be applauded, as girls trying to dodge fast-approaching balls from left, right and center used all sorts of agile acrobatics to prove their prowess. Aiming for the mid-riff, however, seemed to be an effective tactic, which was quite likely relayed during the huddles formed for intense pre-game team talks.

“Boruboru is good. Girls like it because they feel united, and the game keeps them fit,” explained Leya Onesimo, who has been coaching her team, called “Peace” or “Bright” depending on whom one talked to.

“I like the UN very much,” Leya added. “They support us by giving us dignity kits and other things that we girls need, at home and at school.”

Peace/Bright were up against the toughest possible of opponents, as Paul Samuel, coaching the girls in red declared his team to be “the national team of boruboru”, yet to be defeated in any of the international battles they hope will be on their future fixture list.

“Free HIV [by the UN Population Fund, UNFPA] and malaria [by the UN Children Fund, Unicef] testing are the best things I have seen here today. Handing out free condoms [UNFPA] is another great initiative,” Paul said.

Numerous men and women seemed to agree, as the lines of test-keen attendees kept growing longer.

“The rapid malaria test takes just two minutes, and for those who have the disease we offer free medications for treatment,” a Unicef nurse said. At that point of the afternoon, some ten persons had been found to carry the infection.

Some were positively giggling as, upon approaching a combined UNFPA and Juba Teaching Hospital tent, they discerned the unmistakable shapes of male and female genitalia, indispensable for realistic training on how to correctly use the male and female condoms distributed en masse.

The fruits, or at least the seedlings, of nature’s non-condomized couplings, were generously given away visitors in the tent of the UN Environmental Programme, UNEP.

“Normally they cost a bit of money, but here you can pick them up for free,” UNEP staffers Susan William and Peter Chol said, pointing to what was left of a total of 500 seedlings of mango, avocado, guava, lemon and other goodies brought to the event.

As the scorching afternoon progressed and the interactive warm-up to the Game drew to a close, Juba Stadium kept filling up, with curious latecomers having to settle for the few remaining free spots on the perimeter wall.

After three weeks of five university teams grinding out results against each other, the time had come for the climactic main course: the final of the Inter University Football Peace Tournament, to be played between the University of Juba and the Starford International University.

Expressing his appreciation of the “huge and diverse crowd” present at the stadium, David Shearer, in his pre-final remarks, stressed unity as the way forward.

“We are strongest when we are unified by our common values, regardless of whether we are women or men, or where in the world we are from, or what race, religion, tribe, sexual orientation, or age we are. That is, in the UN we recognize that our diversity is our strength.”

Paul Mayom Akech, Minister of Trade, Commerce and East African Development, the government’s guest of honour, also recognized the importance of joining hands and efforts.

“We are united for peace, and for making peace a reality for all. The government has been working hand in hand with the UN to achieve this in South Sudan, the region and in the whole world,” the minister said.

Now, there is a time for harmony and friendliness and there is a time for fierce competition, accompanied by Arabic, high-speed, constantly on-the-verge-of-ecstasy commentary, and at this juncture the latter took over.

Players of the University of Juba and the Starford International University went at each other, with gusto, from the get-go in a high-intensity, thrilling game.

Goal-scoring opportunities came fast and thick, as did the medical team on hand, to treat footballers having been flattened by opponents.

On one side of the pitch, the team of referees heeded heat-related (WHO?) advice and used two linesmen. Listening to their inner voices of common sense, for the most part the pair stayed glued to the half line as the fast-paced game flowed across the field. If, that is, they could hear anything at all as hyper enthusiastic, jumping, flag-waving, vuvuzela-hooting spectators produced an almightily loud soundtrack.

There was, however, no preventing the University of Juba from scoring one match-clinching goal against a Starford team which, for no lack of fighting spirit or trying, failed to deliver the net-rattling goods.

At the final whistle, the expected rejoicing did not happen. Instead, positive mayhem ensued, as hundreds of euphoric fans climbed a fence and invaded the pitch to celebrate with their footballing heroes.

There was jumping. There was dancing, grass-diving, cart-wheeling, singing, laughing, intense embracing of whoever happened to be nearest, and mad running about in all directions.

These were not your typical scenes of a university team winning against another. These were, without exaggeration, the kind of scenes that break out after winning the Champions League, or when a small country unexpectedly qualifies for the World Cup.

Therefore, these were also the poignant scenes of the release of long pent-up joy in a people sadly, unjustly, routinely and persistently starved of happiness.

“I have seen the devastation that war, hatred and cruelty can bring,” Mr. Shearer said before the game.

So, too, have the players and the multi-thousand-strong crowd at Juba Stadium. Not only that. They live it.

Photo: UNMISS / Eric Kanalstein

As day breaks, an empty unit coal train heads west near Trafford on the Pittsburgh Line, toward the Monongahela coal fields of southwestern Pennsylvania.

Also, my first posted image created with my new D90. My D70 finally gave up the ghost after serving me faithfully for five years.

Third High-Level Capacity Development Dialogue on “Navigating the Economic Obstacle Course while Addressing Long-Term Challenges: The Role of IMF Capacity Development", chaired by IMF First Deputy Managing Director Gita Gopinath, at the International Monetary Fund.

IMF Photo/Joshua Roberts

28 April 2022

Washington, DC, United States

Photo ref: _JR13141.jpg

Original Caption: A Technician at the Black Lung Laboratory in the Appalachian Regional Hospital in Beckley, West Virginia, Monitors a Miner Whose Lung Capacity Is Being Tested. Blood Samples Also Are Taken and His Heartbeat Is Monitored While Walking on a Treadmill These and Other Known Testing Methods Are Used to Determine If Miners Have Coal Dust Particles in Their Lungs Which Cause a Progressive Shortness of Breath 06/1974

U.S. National Archives’ Local Identifier: 412-DA-14115

Photographer: Corn, Jack, 1929-

Subjects:

Beckley (Raleigh county, West Virginia, United States) inhabited place

Environmental Protection Agency

Project DOCUMERICA

Persistent URL: catalog.archives.gov/id/556567

Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.

For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html

Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html

Access Restrictions: Unrestricted

Use Restrictions: Unrestricted

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