insulator capacitors found on a walk at

Benthall Hall is a 16th-century English country house located in Benthall close to the town of Broseley, Shropshire, England, and a few miles from the historic Ironbridge Gorge

Carsington Water - Reservoir in England

Carsington Water is the ninth largest reservoir in England. At its highest level the reservoir can hold 7,800 million gallons of water.

When full, the reservoir is 31 metres deep – the height of seven double decker buses.

When I visited, the reservoir was full to capacity.

--

No Group Awards/Banners, thanks

Vehicle make: ASTON MARTIN

Date of first registration: April 1963

Year of manufacture: 1963

Cylinder capacity (cc): 3670 cc

CO₂Emissions: Not available

Fuel type: PETROL

Export marker: No

Vehicle status: Tax not due

Vehicle colour: SILVER

Vehicle type approval: Not available

Wheelplan: 2 AXLE RIGID BODY

Revenue weight: Not available

 

Aston Martin DB5

 

The Aston Martin DB5 is a British luxury grand tourer that was made by Aston Martin and designed by the Italian coachbuilder Carrozzeria Touring Superleggera. Released in 1963, it was an evolution of the final series of DB4. The DB series was named honouring Sir David Brown (the owner of Aston Martin from 1947 to 1972).

 

Although not the first in the DB series, the DB5 is famous for being the most recognised cinematic James Bond car, first appearing in the James Bond film Goldfinger (1964).

 

Design

The principal differences between the DB4 Series V and the DB5 are the all-aluminium engine, enlarged from 3.7 L to 4.0 L; a new robust ZF five-speed transmission (except for some of the very first DB5s); and three SU carburettors.

 

This engine, producing 282 bhp (210 kW), which propelled the car to 145 mph (233 km/h), available on the Vantage (high powered) version of the DB4 since March 1962, became the standard Aston Martin power unit with the launch in September 1963 of the DB5.

 

Standard equipment on the DB5 included reclining seats, wool pile carpets, electric windows, twin fuel tanks, chrome wire wheels, oil cooler, magnesium-alloy body built to superleggera patent technique, full leather trim in the cabin and even a fire extinguisher. All models have two doors and are of a 2+2 configuration.

Like the DB4, the DB5 used a live rear axle.

 

At the beginning, the original four-speed manual (with optional overdrive) was standard fitment, but it was soon dropped in favour of the ZF five-speed.

 

A three-speed Borg-Warner DG automatic transmission was available as well.

The automatic option was then changed to the Borg-Warner Model 8 shortly before the DB6 replaced the DB5.

 

Standard coupé:

* Engine: 3,995 cc (243.8 cu in) Inline-6

* Power: 282 bhp (210 kW) at 5,500 rpm (210) Net HP

* Torque: 288 lb·ft (390 N·m) at 3,850 rpm

* Weight: 1,502 kg (3,311 lb)

* Top Speed: 143 mph (230 km/h)[8]

* 0–60 mph (97 km/h) Acceleration: 8 s

 

James Bond's DB5

 

Two Aston Martin DB5s were built for production, one of which had no gadgets.

The Aston Martin DB5 is one of the most famous cars in the world thanks to Oscar-winning special effects expert John Stears, who created the deadly silver-birch DB5 for use by James Bond in Goldfinger (1964). Although Ian Fleming had placed Bond in a DB Mark III in the novel, the DB5 was the company's latest model when the film was being made.

 

The car used in the film was the original DB5 prototype, with another standard car used for stunts. To promote the film, the two DB5s were showcased at the 1964 New York World's Fair, and it was dubbed "the most famous car in the world",and subsequently sales of the car rose.[12] In January 2006, one of these was auctioned in Arizona; the same car was originally bought in 1970 from the owner, Sir Anthony Bamford, by a Tennessee museum owner.[13] A car, mainly used for promoting the movie, is now located in the Louwman Museum, Netherlands.

 

The first DB5 prototype used in Goldfinger with the chassis number DP/216/1 was later stripped of its weaponry and gadgetry by Aston Martin and then resold. It was then retrofitted by subsequent owners with nonoriginal weaponry. The Chassis DP/216/1 DB5 was stolen in 1997 from its last owner in Florida and is currently still missing.

Within the universe of James Bond, the same car (registration BMT 216A) was used again in the following film, Thunderball, a year later.

 

A different Aston Martin DB5 (registration BMT 214A) was used in the 1995 Bond film, GoldenEye, in the which the car is Bond's personal vehicle. Three different DB5s were used for filming. A variation of the registration number (BMT2144) was used on the BMW 750IL in Tomorrow Never Dies (1997) and was set to make a cameo appearance in the Scotland-set scenes in The World Is Not Enough (1999), but these were cut in the final edit. Yet another DB5 appeared in Casino Royale (2006), this one with Bahamian number plates and left-hand drive (where the previous British versions had been right-hand drive).

 

Another silver-birch DB5 with the original registration BMT 216A is used in the 23rd James Bond film, Skyfall, during the 50th anniversary of the release of the first James Bond film Dr. No.

 

In the film "M" (Judi Dench) describes the car as "not very comfortable". The DB5 is destroyed in the film's climactic finale. It is seen again in Spectre, firstly in Q's underground workshop in various stages of rebuild, and at the film's ending, fully rebuilt, with Bond driving away with it.

 

On 1 June 2010, RM Auctions announced the upcoming auction of a DB5 used in both Goldfinger and Thunderball. The owner (Jerry Lee, president/owner of WBEB Radio in Philadelphia, Pennsylvania) originally bought the car from the Aston Martin company in 1969. At the auction, the DB5 was sold for £2.6 million.

 

In popular culture

 

Although the DB5 is often credited as being the first car James Bond drives in the movies, it is in fact not. The first "Bond car" was a 1962 Sunbeam Alpine Series II used in the very first movie Dr. No. The DB5 is however unquestionably the most recognised cinematic James Bond car.

 

It was also used by actor Roger Moore, as he played a James Bond parody character in the film The Cannonball Run. Moore plays Seymour Goldfarb, Jr., a man who believes himself to be both Roger Moore and James Bond, who participates in a madcap, cross-country road race. The registration number BMT 216A, and the original bond car in its original dark red paintjob also appear in "The Noble Sportsman", a 1964 episode of "The Saint" TV series starring Roger Moore.

 

The 1983 reunion telefilm The Return of the Man from U.N.C.L.E.: The Fifteen Years Later Affair includes a brief cameo by George Lazenby as "JB", a white-tuxedoed British man shown driving an Aston Martin DB5, who assists Napoleon Soloduring a car chase. "It's just like On Her Majesty's Secret Service," enthuses a female character at the conclusion of the cameo. This special came out in 1983, the same year as Octopussy and Never Say Never Again.

 

It appears in several video games such as 007 Racing, Driver San Francisco (Deluxe Edition), James Bond 007: Agent Under Fire, From Russia with Love, and James Bond 007: Blood Stone. The From Russia with Love movie was released in 1963, one year before Goldfinger (in which the DB5 used the first time), but the video game used the car.

 

It appeared in animated form in James Bond Jr. in the very first episode "The Beginning". In the episode it was able to transform into a plane and could be driven by remote control. The car was destroyed in a plane crash and its remains recycled into a red sports car, which the PAL VHS cover identifies as the "Aston Martin Super".

A version of the car appeared in Grand Theft Auto: London 1969, being called a "James Bomb".

 

Leonardo DiCaprio was seen driving one in Catch Me If You Can, imitating Bond (even down to the suit) in Goldfinger.

In 2003, it appears in the action comedy film Charlie's Angels: Full Throttle, driven by Bernie Mac's character, Jimmy Bosley. It is only seen once in which Bosley is driving a witness, Max Petroni (portrayed by Shia LaBeouf) to his mother's house, to be safe from the O'Grady Crime Syndicate.

 

The 2004 French spy comedy film, called Double Zéro (directed by Gérard Pirès) also showed a DB5. It can be seen once in the film, when the two main characters go to meet the parody of Q.

 

In 2011, an Aston Martin DB5 appeared in heavily stylized form as "Finn McMissile", a British secret agent voiced by Michael Caine in the 2011 Pixar film Cars 2. The car character was a homage to the Bond DB5 although has also been known to bear resemblance to the Volvo P1800, as used by the fictional British secret agent Simon Templar in The Saint.

 

In 2013, Grand Theft Auto V featured a car called the "JB 700" that heavily alluded to being a DB5, or was based on the DB5; specifically the one used by James Bond. Need for Speed: Most Wanted released a DLC named "Movie Legends" that featured the car.

 

The music video for the Usher song Burn, features a DB5. The exact same car with the same registration number appears a number of times in the short lived TV series Fastlane, it later turned out to be fake.

 

In the 2015 TV series Thunderbirds Are Go a DB5 can be seen as Lady Penelope gets into Fab 1 in the first episode Ring Of Fire.

History

 

The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to the Netherlands, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,520 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.

 

When capacity freed up, a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.

 

Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of Cd=0.75),engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve Cd=0.44, exceeding the Type 1's Cd=0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.

 

An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.

 

Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which replaced the T25). However, only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).

 

The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1958 RAF-977, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which could not easily be loaded from the rear because the engine cover intruded on interior space, but generally advantageous in traction and interior noise.

 

Variants

 

Volkswagen Samba bus

 

Rail-going draisine

The Type 2 was available as a:

Panel van, a delivery van without side windows or rear seats.

Double-door Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.

High Roof Panel Van (German: Hochdach), a delivery van with raised roof.

Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.

Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.

Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps.

Flatbed pickup truck, or Single Cab, also available with wider load bed.

Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.

Westfalia camping van, "Westy", with Westfalia roof and interior. Included optional "pop up" top.

Adventurewagen camping van, with high roof and camping units from Adventurewagen.

Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.

 

Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.

 

In South Africa, it is known as a well-loved variation of the ice cream van (first, second and third generations). The mere sight of one (in South Africa) sparks the familiar rhyme: I scream, We scream, We all scream for Ice-Cream!

 

First generation (T1; 1950–1967)

Volkswagen Type 2 (T1)

VW Type2 T1c Kombi.jpg

 

Production

1950–1967 (Europe and US)

1950–1975 (Brazil)

 

Assembly

Wolfsburg, Germany

Hanover, Germany

São Bernardo do Campo, Brazil

Melbourne, Australia

 

Body and chassis

 

Platform

Volkswagen Group T1 platform

 

Powertrain

Engine

1.1 L B4 (petrol)

1.2 L B4 (petrol)

1.5 L B4 (petrol)

1.6 L B4 (petrol)

 

Dimensions

 

Wheelbase

2,400 mm (94.5 in)

 

Length

4,280 mm (168.5 in)

 

Width

1,720 mm (67.7 in)

 

Height

1,940 mm (76.4 in)

 

The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950 to 1956, the T1 (not called that at the time) was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air-cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four-cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine.Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.

 

The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1963 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans.

 

In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.

 

1966 Volkswagen Kombi (North America)

German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD rims. Wheel tracks varied between German and Brazilian production and with 14",15" and 16" wheel variants but commonly front track varied from 1290 mm to 1310 mm and rear track from 1370 mm to 1390 mm.

 

VW Bus Type 2 (T1), hippie colors

Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.

 

US Chicken Tax

Main article: Chicken tax

 

U.S. sales of Volkswagen vans in pickup and commercial configurations were curtailed by the Chicken tax

Certain models of the Volkswagen Type 2 played a role in a historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken.[20] Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost ten times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.

 

In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just before the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.

 

The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. Any post-1971 specimen found ostensibly has had its import tariff paid. As of 2013, the "chicken tax" remains in effect.

 

Chrome radiator and radiator cap, braided steel overflow hose and a very clean engine compartment.

..sorry chap, all seats taken!

Happy silly furry Saturday from Ole and the Güsterland gang

Registration 5991ZF

Make FORD

Model ESCORT

Description

Engine Capacity 2000

19-12-2015

ASEAG

MB Capacity

Aachen

Portrait of Dr. Hanan Morsy, Director of Macroeconomic Policy, Forecasting and Research Department of African Development Bank while addressing during African Economic Conference (AEC) 2019 - Plenary Session 2 - Institutions and Policies for Job Creation, Skills Acquisition and Capacity Building of African Youth (AFDB) on December 02, 2019, in Sharm el-Sheikh, Egypt.

Wolfsburg

 

Volkswagen Arena, also known as the VfL Wolfsburg Arena due to UEFA sponsorship regulations was opened in 2002 and named after the automotive group Volkswagen AG. The Volkswagen Arena has a capacity of 30,000: 22,000 seats and 8,000 standing places. It is located in the Allerpark and is the home stadium of the football team VfL Wolfsburg.

 

The most striking feature of the stadium is its sophisticated roof, which was designed as a truss-supported membrane structure.32 radial trusses, each 40 metres in length, make up the support system for the fire-retardant PVC membrane, which is 15,000 square metres large. The membrane is translucent, aims to improve the atmosphere in the stadium for the spectators and supports the natural growth of the grass on the pitch.

 

Seating

The Volkswagen Arena is a two-tier stadium with a surrounding promenade. The lower level has an inclination of approximately 25 degrees, the upper level 40 degrees.The ground area of the entire plot is around 115,000 square metres and the floor space of the stadium is around 28,000 square metres. The stadium's capacity of 30,000 consists of 22,000 seats and 8,000 standing places. The standing places can be converted into 4,000 seats.[3] The guest block of the Volkswagen Arena contains 1,886 seats and 900 standing places with separate kiosks and toilet areas. All seats in the Volkswagen Arena are completely covered.

 

A total of 31 boxes with 332 seats are available at the stadium, which also offers 198 so-called Executive Seats, which are integrated into the VIP block, and 1,434 Business Seats with direct access to restaurants. The Volkswagen Arena is home to a 102-square-metre-large Skylounge above both grandstands with 35 seats.This offers a view of the entire stadium and is also used as a venue for other events and even weddings. The control room, which houses systems such as the fire alarm system and police equipment, is located above the Skylounge.

 

The special features of the Volkswagen Arena include seats and spaces for people with disabilities and their companions. Spectators with impaired vision are provided with a total of 10 seats with headphones so that they can hear the commentator during the match. Furthermore, 80 spaces are available for spectators in wheelchairs. Families with children can book seats in a separate area at the Volkswagen Arena. VfL Wolfsburg also offers childcare during all home games at the stadium. A separate area is provided for younger and shorter spectators so that they can get a better view of the match.

 

VfL Wolfsburg also became the first Bundesliga club to play in an LED-lit stadium when the Volkswagen Arena was equipped with a new LED floodlight system at the start of 2017. The old floodlighting of the Volkswagen Arena consists of more than 170 elements with lamps, each weighing about 35 kilos. They were all mounted under the roof and together produce about 1,500 lux. The 84 speakers in the stadium, which weigh 120 kilos each and are likewise mounted under the roof, produce a total of 600 watts. There are also two video walls covering an area of 53 square metres in the stadium.The pitch is covered in hybrid grass,which is natural grass that is reinforced with synthetic fibres, thus improving its weatherability. The Volkswagen Arena was the first Bundesliga stadium to introduce such a system.] From the outset, the pitch has been heated so that matches can be played regardless of ice and snow.

 

The Volkswagen Arena was also the first Bundesliga stadium to debut 5G technology on match day 5 of the 2019/2020 campaign against Hoffenheim.

capacity 1800 teu

She is a charter schooner, over 100 years old and passenger capacity is over 50 persons. 14 guests overnighting.

 

The ship has been sailing under four flags through two world wars.The sailing ship Joanna Saturna was originally named VL 74 and completed at Vlaardingen in Holland in 1903. After launching she represented a typical two masted ship constructed for fishing at the North Sea.

 

The later history of her follows traditional scheme of sailing ships: the engine becomes bigger, the rigging smaller and even the name changes. Joanna Saturna should not have any future. The ship was a relic of the past centuries, times before full rigged tall ships. Every detail, the use and the crew were based on the tradition of the past world. The only concession was the hull of iron.

 

She achieved the age of 100 years in 2003. The ships having sailed the whole century have been preserved only some in the whole Europe. She got a new life in the beginning of the new millenium under the Finnish flag.

 

During the years she lost her sails and worked as a freighter in Norway but was bought straight to Finland when the former owner retired. The present owner, Mikko Karvonen, has been willing to respect old traditions and made her the sail ship again. The work was so thorough that only the gear box, axle and propeller were left from the old freighter – in addition to the hull. In the planning of the rigging has been used p.ex. Harold A. Underhill’s book Masting & Rigging. After different alternatives the present schooner rigging was choiced. It was completed according to the plans in Pietarsaari during the winter 2001-02.

 

This logger is unique in Finland. In sailing condition there are only some.

 

detail of the Regenstein Library at the University of Chicago

River Dargle Flood Defence Scheme.

These images were taken during the last full week of September, 2016.

 

Late afternoon . . . . .

And in the old compound, adjacent to La Vallee, a gathering of 5 Green Mean Machines settles down for the night.

Up close and personal, these are BIG bruisers.

 

==================

 

Volvo A40D

As a preparation for coming emissions regulations the D12D engine was introduced for A35D and A40D. The D12D engine met US (EPA) step 2, California (CARB) step 2 and Europe (EU) step 2 emission standards. Basic specifications such as power and torque are the same for D12C and D12D engines. The production started in November 2004.

 

In order to meet the Tier 3 / Stage IIIA legislative demands concerning exhaust emissions, a new version of the Volvo D12 engine was developed for A35D and A40D.

The new engine met US (EPA) Tier 3, California (CARB) Tier 3 and Europe (EU) stage IIIA emission standards.

 

V-ACT (Volvo Advanced Combustions Technology) was implemented on the D12D engines for the US market only as from April 2005 and the EU market started from January 2006. The Tier 2/Step II compliant D12D engine continued to be available for affected markets.

 

===============

 

SPECIFICATION:

 

Engine -

Make >> Volvo

Model >>> TD 122 KF

Gross Power >> 398 hp / 296.8 kw

Net Power >> 395 hp / 294.6 kw

 

Power Measured @ 2100 rpm

Displacement >> 732 cu in / 12 L

 

Torque Measured @ 1400 rpm

Max Torque >> 1228 lb ft / 1665 Nm

Number of Cylinders >> 6

Aspiration >> Turbocharged

 

Operational -

Fuel Capacity >> 95.1 gal / 360 L

Hydraulic System Fluid Capacity >> 68.7 gal / 260 L

Cooling System Fluid Capacity >> 36.5 gal / 138 L

Engine Oil Capacity >> 10.3 gal / 39 L

Transmission Fluid Capacity >> 10 gal / 38 L

Operating Voltage >> 24 V

Tire Size >> 29.5 R25

 

Transmission -

Type >> Fully automatic planetary transmission

Number of Forward Gears >> 12

Number of Reverse Gears >> 3

Max Speed >> 32.7 mph / 52.6 km/h

 

A dory filled to capacity with seaweed in North Head Harbour on Grand Manan Island, New Brunswick, Canada.

 

The seaweed is harvested from the waters using a special rake and the harvesters are paid by the amount/weight of seaweed that they bring in. A task that must be very strenuous indeed.

 

As one can see, there is barely room left for the two farmers.

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.

DMC is the active ingredient in Back to the Future.

The Panathenaic Stadium is a multi-purpose stadium in Athens, Greece. One of the main historic attractions of Athens, it is the only stadium in the world built entirely of marble.

 

A stadium was built on the site of a simple racecourse by the Athenian statesman Lykourgos (Lycurgus) c. 330 BC, primarily for the Panathenaic Games. It was rebuilt in marble by Herodes Atticus, an Athenian Roman senator, by 144 AD it had a capacity of 50,000 seats. After the rise of Christianity in the 4th century it was largely abandoned. The stadium was excavated in 1869 and hosted the Zappas Olympics in 1870 and 1875. After being refurbished, it hosted the opening and closing ceremonies of the first modern Olympics in 1896 and was the venue for 4 of the 9 contested sports. It was used for various purposes in the 20th century and was once again used as an Olympic venue in 2004. It is the finishing point for the annual Athens Classic Marathon. It is also the last venue in Greece from where the Olympic flame handover ceremony to the host nation takes place.

 

Location

The stadium is built in what was originally a natural ravine between the two hills of Agra and Ardettos, south of the Ilissos river. It is now located in the central Athens district of Pangrati, to the east of the National Gardens and the Zappeion Exhibition Hall, to the west of the Pangrati residential district, and between the twin pine-covered hills of Ardettos and Agra. Until the 1950s, the Ilissos River (which is now covered by (and flowing underneath) Vasileos Konstantinou Avenue) ran in front of the stadium's entrance, with the spring of Kallirrhoe, the sanctuary of Pankrates (a local hero), and the Cynosarges public gymnasium nearby.

 

History

Originally, since the 6th century BC, a racecourse stood at the site. It hosted the Panathenaic Games (also known as the Great Panathenaea), a religious and athletic festival celebrated every four years in honour of the goddess Athena. The racecourse had no formal seating and the spectators sat on the natural slopes on the side of the ravine.

 

Stadium of Lykourgos

In the 4th century BC the Athenian statesman Lykourgos (Lycurgus) built an 850-foot (260 m) long stadium of poros stone. Tiers of stone benches were arranged around the track. The track was 669 feet (204 m) long and 110 feet (34 m) wide.[11] In the Lives of the Ten Orators Pseudo-Plutarch writes that a certain Deinas, the owner of the property where the stadium was built was persuaded by Lykourgos to donate the land to the city and Lykourgos leveled a ravine. IG II² 351 (dated 329 BC), records that Eudemus of Plataea gave 1000 yoke of oxen for the construction of the stadium and theater. According to Romano the "reference to the large number of oxen, indicating a vast undertaking, and the use of the word charadra have suggested the kind of building activity that would have been needed to prepare the natural valley between the two hills near the Ilissos." The stadium of Lykourgos is believed to have been completed for the Panathenaic Games of 330/329 BC. Donald Kyle suggests that it is possible that Lykourgos did not build but "renovated or embellished a pre-existing facility to give it monumental stature." According to Richard Ernest Wycherley the stadium probably had stone seating "only for a privileged few."

 

Reconstruction by Herodes Atticus

Herodes Atticus, an Athenian who rose to the highest echelons of power in Rome, was responsible for numerous structures in Greece. In Athens he is best known for the reconstruction of the Panathenaic Stadium. Tobin suggests that "Herodes built the stadium soon after [his father] Atticus's death, which occurred around A.D. 138. The first Greater Panathenaia following his father's demise was 139/40, and it is probable that at that time Herodes promised the refurbishment of the stadium. According to Philostratus, it was completed four years later, which would have been in 143/4." These dates (139/140-143-144 AD) are now widely cited as construction dates of the stadium of Herodes Atticus. Welch writes that the stadium was completed by 143, in time for Panathenaic festival.

 

The new stadium was built completely of ashlar masonry in Pentelic marble, using minimal concrete. The stadium was built at a time of resurgence of Greek culture in the mid-2nd century. Although the stadium was a "quintessentially Greek architectural type", it was "Roman in scale" with a massive capacity of 50,000, which is roughly the same as that of the Stadium of Domitian in Rome. Stadia of the Classical and Hellenistic periods were smaller. According to Welch there is a possibility that criminals were executed in the stadium, however, no evidence exists.

 

A marble throne from the prohedria (front row seating) of the stadium is kept in the British Museum. One side of the throne includes a relief showing an olive tree and a table on which rests set of wreaths and a Panathenaic amphora. The front leg is in the form of an owl. Ten similar thrones have been found around Athens.

 

Herodes Atticus built it as "an architectural means of self-representation, and it did something analogous. The architecture of the building makes allusions to the Classical past while remaining unmistakably modern. It is Roman in scale, but it self-consciously rejects the distinguishingly Roman features of monumental facade and extensive vaulting." The seats of the cavea were decorated with owls in relief, which symbolize Athena. Katherine Welch wrote in a 1998 article "Greek stadia and Roman spectacles":

 

Though traditional in building materials and construction technique, the track included modern features that were specifically designed to accommodate Roman entertainments. [...] It may thus be argued that the Panathenaic Stadium of Herodes Atticus, who was both Athens' leading son and a Roman consul, represents a middle ground between two conflicting cultural expectations. Its architectural for was self-consciously old-fashioned, yet in scale and function the building was thoroughly modern. Herodes Atticus built a new Panathenaic Stadium whose architecture reflected the prevailing nostalgia for Classical Greece but whose functions reflected the new realities of Roman power. While the building continued to be used chiefly for athletic competitions, its running track was also a place where during the imperial cult festival wild animals were slaughtered and hardened criminals (gladiators) fought, bled, and died.

 

Abandonment

After Hellenistic festivals and bloody spectacles were banned by Roman Emperor Theodosius I in the late 4th century, the stadium was abandoned and fell into ruin. Gradually, its significance was forgotten and a field of wheat covered the site. During the Latin rule of Athens, Crusader knights held feats of arms at the stadium. A 15th century traveler saw "not only several rows of white marble benches, but also the portico at the entrance of the Stadion, which he calls the North entrance, and the Stoa round the koilon, which he calls the South entrance." The derelict stadium's marbles were incorporated into other buildings. European travelers wrote of "magical rites enacted by young Athenian maidens in the ruined vaulted passage, aimed at finding a good husband."

 

Modern reconstruction

Excavations and Zappas Olympics

Following Greece's independence, archaeological excavation as early as 1836 uncovered traces of the stadium of Herodes Atticus. Further, more thorough, excavation was conducted by the German-born architect Ernst Ziller in 1869–70. Some marbles of the stadium and four Hermai were found. The Zappas Olympics, an early attempt to revive the ancient Olympic Games, were held at the stadium in 1870 and 1875. They were sponsored by the Greek benefactor Evangelis Zappas. The games had an audience of 30,000 people.

 

1896 Olympics

The Greek government, through crown prince Constantine, requested the Egypt-based Greek businessman George Averoff, to sponsor the second refurbishment of the stadium prior to the 1896 Olympics. Based on the findings of Ziller, a reconstruction plan was prepared by the architect Anastasios Metaxas in the mid-1890s. Darling writes that "He duplicated the dimensions and design of the second-century structure, arranging the tiers of seats around the U-shaped track." It was rebuilt in Pentelic marble and is "distinguished by its high degree of fidelity to the ancient monument of Herodes." Averoff donated 920,000 drachmas to this project. As a tribute to his generosity, a statue of Averoff was constructed and unveiled on 5 April 1896 outside the stadium. It stands there to this day.

 

The stadium held the opening and closing ceremonies of the 1896 Olympics. On 6 April (25 March according to the Julian calendar then in use in Greece), the games of the First Olympiad were officially opened; it was Easter Monday for both the Western and Eastern Christian Churches and the anniversary of Greece's independence. The stadium was filled with an estimated 80,000 spectators, including King George I of Greece, his wife Olga, and their sons. Most of the competing athletes were aligned on the infield, grouped by nation. After a speech by the president of the organizing committee, Crown Prince Constantine, his father officially opened the games. The stadium also served as the venue for Athletics, Gymnastics, Weightlifting and Wrestling.

 

1906 Intercalated Games

The stadium hosted the 1906 Intercalated Games from 22 April to 2 May.

 

Home of AEK Basketball Club

From the mid- to late 1960s, the stadium was used by AEK Basketball Club. On 4 April 1968, the 1967–68 FIBA European Cup Winners' Cup final was hosted in the stadium where AEK defeated Slavia VŠ Praha in front of around 80,000 seated spectators inside the arena and another 40,000 standing spectators. It is believed that since that game the Panathenaic Stadium holds the world record attendance for any basketball game as of 2021.

 

Regime of the Colonels

During the Regime of the Colonels (1967–74), large annual events were held at the stadium, particularly the "Festival of the Military Virtues of the Greeks" (in late August-early September) and the "Revolution of 21 April 1967", the date of the coup that brought the right-wing regime to power. In these festivals, the stadium, "with its aura of antiquity stood as a monument to Greek rebirth, national pride, and international interest." The dictators exploited its setting to showcase their supposed popularity and propagate their new, "revolutionary" political culture.

 

2004 Olympics

The stadium "needed no major refurbishing" prior to the 2004 Summer Olympics in Athens. During the games the stadium hosted the archery competition (15–21 August) and was the finish of the Marathon for both women (22 August) and men (29 August).

 

2011 Special Olympics World Summer Games

The opening ceremony of the 2011 Special Olympics World Summer Games were held here which featured special appearances such as Stevie Wonder, Vanessa Williams and Zhang Ziyi. The games ran from 25 June to 5 July.

 

Concert venue

On 22 July 1982, Talking Heads played here. Tom Tom Club was the lead-up band. The crowd became out of control and tore down side barriers allowing everyone to get to the front of the stage.

On 23–24 July 1985 the "Rock in Athens" Festival took place featuring singers and bands like Depeche Mode, The Stranglers, Culture Club, The Cure, Talk Talk, Nina Hagen, and The Clash.

On 2 October 1988 the "Live AID – Concert for AIDS" was held in the stadium including artists like Bonnie Tyler, Joan Jett, Jerry Lee Lewis, Run–D.M.C. and Black Uhuru.

On 5 October 2008, the stadium hosted the MTV Greece launch party, with guests R.E.M., Kaiser Chiefs, C：Real and Gabriella Cilmi.

On 16 July 2018, the Scorpions gave the “Once in a Lifetime” concert at the stadium.

Other concerts include those of Spanish tenor Plácido Domingo (27 June 2007) and a dance performance by Joaquín Cortés (14 September 2009).

 

Other events

The stadium hosted the opening ceremony of the 1997 World Championships in Athletics on a concept by composer Vangelis and along with the performance of soprano Montserrat Caballé.

 

In more recent years, the stadium has been often used to honour the homecoming of victorious Greek athletes, most notably the Greece national football team after its victory at the UEFA Euro 2004 on 5 July 2004 as well as Greek medalists in recent Olympic Games.

 

The stadium was the venue for the Dior Cruise 2022 show. The collection drew inspiration from Ancient Greek art and Greek folk culture as well as Christian Dior's Fall 1951 campaign photoshoot on the Acropolis. The show was attended by many A-listers, such as Anya Taylor-Joy, Cara Delevingne, Jisoo and many other global and Greek stars.

 

Architecture

Katherine Welch described the stadium as a "great marble flight of steps terraced into the contours of a U-shaped ravine — splendid in materials but ostentatiously simple in construction technique."

 

Influence

The Panathenaic Stadium influenced the stadium architecture in the West in the 20th century. Harvard Stadium in Boston, built in 1903, was modeled after the Panathenaic Stadium. Designated as a National Historic Landmark, it is the first collegiate athletic stadium in the United States. Deutsches Stadion in Nuremberg, designed by Albert Speer, was also modeled on the Panathenaic Stadium. Speer was inspired by the stadium when he visited Athens in 1935. The stadium was designed for some 400,000 spectators and was one of the monumental structures of the Nazi regime. Its construction began in 1937, but was never completed.

 

Commemorations

The Panathenaic Stadium was selected as the main motif for a high value euro collectors' coin; the €100 Greek The Panathenaic Stadium commemorative coin, minted in 2003 to commemorate the 2004 Olympics. In the obverse of the coin, the stadium is depicted. It is shown on the obverse of all Olympic medals awarded in the 2004 Olympics, and it was also used for the succeeding Summer Olympics in Beijing in 2008, in London in 2012, in Rio de Janeiro in 2016, and in Tokyo in 2021.

 

Athens is a major coastal urban area in the Mediterranean, and it is both the capital and the largest city of Greece. With its urban area's population numbering over three million, it is also the eighth largest urban area in the European Union. Athens dominates and is the capital of the Attica region and is one of the world's oldest cities, with its recorded history spanning over 3,400 years, and its earliest human presence beginning somewhere between the 11th and 7th millennia BC. The city was named after Athena, the ancient Greek goddess of wisdom.

 

Classical Athens was one of the most powerful city-states in ancient Greece. It was a centre for democracy, the arts, education and philosophy, and was highly influential throughout the European continent, particularly in Ancient Rome. For this reason, it is often regarded as the cradle of Western civilization and the birthplace of democracy in its own right independently from the rest of Greece. In modern times, Athens is a huge cosmopolitan metropolis and central to economic, financial, industrial, maritime, political and cultural life in Greece. In 2023, Athens metropolitan area and its surrounding municipalities (consisting the regional area of Attica) has a population of approximately 3.8 million.

 

Athens is a Beta-status global city according to the Globalization and World Cities Research Network, and is one of the biggest economic centers in Southeastern Europe. It also has a large financial sector, and its port Piraeus is both the 2nd busiest passenger port in Europe, and the 13th largest container port in the world. The Municipality of Athens (also City of Athens), which constitutes a small administrative unit of the entire urban area, had a population of 643,452 (2021) within its official limits, and a land area of 38.96 km2 (15.04 sq mi). The Athens metropolitan area or Greater Athens extends beyond its administrative municipal city limits as well as its urban agglomeration, with a population of 3,638,281 (2021) over an area of 2,928.717 km2 (1,131 sq mi). Athens is also the southernmost capital on the European mainland.

 

The heritage of the Classical Era is still evident in the city, represented by ancient monuments, and works of art, the most famous of all being the Parthenon, considered a key landmark of early Western culture. The city also retains Roman, Byzantine and a smaller number of Ottoman monuments, while its historical urban core features elements of continuity through its millennia of history. Athens is home to two UNESCO World Heritage Sites, the Acropolis of Athens and the medieval Daphni Monastery. Landmarks of the modern era, dating back to the establishment of Athens as the capital of the independent Greek state in 1834, include the Hellenic Parliament and the Architectural Trilogy of Athens, consisting of the National Library of Greece, the National and Kapodistrian University of Athens, and the Academy of Athens. Athens is also home to several museums and cultural institutions, such as the National Archeological Museum, featuring the world's largest collection of ancient Greek antiquities, the Acropolis Museum, the Museum of Cycladic Art, the Benaki Museum, and the Byzantine and Christian Museum. Athens was the host city of the first modern-day Olympic Games in 1896, and 108 years later it hosted the 2004 Summer Olympics, making it one of five cities to have hosted the Summer Olympics on multiple occasions. Athens joined the UNESCO Global Network of Learning Cities in 2016.

 

Etymology and names

In Ancient Greek, the name of the city was Ἀθῆναι (Athênai, pronounced [atʰɛ̂ːnai̯] in Classical Attic), which is a plural word. In earlier Greek, such as Homeric Greek, the name had been current in the singular form though, as Ἀθήνη (Athḗnē). It was possibly rendered in the plural later on, like those of Θῆβαι (Thêbai) and Μυκῆναι (Μukênai). The root of the word is probably not of Greek or Indo-European origin, and is possibly a remnant of the Pre-Greek substrate of Attica. In antiquity, it was debated whether Athens took its name from its patron goddess Athena (Attic Ἀθηνᾶ, Athēnâ, Ionic Ἀθήνη, Athḗnē, and Doric Ἀθάνα, Athā́nā) or Athena took her name from the city. Modern scholars now generally agree that the goddess takes her name from the city,[24] because the ending -ene is common in names of locations, but rare for personal names.

 

According to the ancient Athenian founding myth, Athena, the goddess of wisdom and war, competed against Poseidon, the God of the Seas, for patronage of the yet-unnamed city; they agreed that whoever gave the Athenians the better gift would become their patron and appointed Cecrops, the king of Athens, as the judge. According to the account given by Pseudo-Apollodorus, Poseidon struck the ground with his trident and a salt water spring welled up. In an alternative version of the myth from Vergil's poem Georgics, Poseidon instead gave the Athenians the first horse. In both versions, Athena offered the Athenians the first domesticated olive tree. Cecrops accepted this gift and declared Athena the patron goddess of Athens. Eight different etymologies, now commonly rejected, have been proposed since the 17th century. Christian Lobeck proposed as the root of the name the word ἄθος (áthos) or ἄνθος (ánthos) meaning "flower", to denote Athens as the "flowering city". Ludwig von Döderlein proposed the stem of the verb θάω, stem θη- (tháō, thē-, "to suck") to denote Athens as having fertile soil. Athenians were called cicada-wearers (Ancient Greek: Τεττιγοφόροι) because they used to wear pins of golden cicadas. A symbol of being autochthonous (earth-born), because the legendary founder of Athens, Erechtheus was an autochthon or of being musicians, because the cicada is a "musician" insect. In classical literature, the city was sometimes referred to as the City of the Violet Crown, first documented in Pindar's ἰοστέφανοι Ἀθᾶναι (iostéphanoi Athânai), or as τὸ κλεινὸν ἄστυ (tò kleinòn ásty, "the glorious city").

 

During the medieval period, the name of the city was rendered once again in the singular as Ἀθήνα. Variant names included Setines, Satine, and Astines, all derivations involving false splitting of prepositional phrases. King Alphonse X of Castile gives the pseudo-etymology 'the one without death/ignorance'. In Ottoman Turkish, it was called آتينا Ātīnā, and in modern Turkish, it is Atina.

 

History

Main article: History of Athens

For a chronological guide, see Timeline of Athens.

Historical affiliations

Kingdom of Athens 1556 BC–1068 BC

City-state of Athens 1068 BC–322 BC

Hellenic League 338 BC–322 BC

Kingdom of Macedonia 322 BC–148 BC

Roman Republic 146 BC–27 BC

Roman Empire 27 BC–395 AD

Eastern Roman Empire 395–1205

Duchy of Athens 1205–1458

Ottoman Empire 1458–1822, 1827–1832

Greece 1822–1827, 1832–present

 

Antiquity

The oldest known human presence in Athens is the Cave of Schist, which has been dated to between the 11th and 7th millennia BC. Athens has been continuously inhabited for at least 5,000 years (3000 BC). By 1400 BC, the settlement had become an important centre of the Mycenaean civilization, and the Acropolis was the site of a major Mycenaean fortress, whose remains can be recognised from sections of the characteristic Cyclopean walls. Unlike other Mycenaean centers, such as Mycenae and Pylos, it is not known whether Athens suffered destruction in about 1200 BC, an event often attributed to a Dorian invasion, and the Athenians always maintained that they were pure Ionians with no Dorian element. However, Athens, like many other Bronze Age settlements, went into economic decline for around 150 years afterwards. Iron Age burials, in the Kerameikos and other locations, are often richly provided for and demonstrate that from 900 BC onwards Athens was one of the leading centres of trade and prosperity in the region.

 

By the sixth century BC, widespread social unrest led to the reforms of Solon. These would pave the way for the eventual introduction of democracy by Cleisthenes in 508 BC. Athens had by this time become a significant naval power with a large fleet, and helped the rebellion of the Ionian cities against Persian rule. In the ensuing Greco-Persian Wars Athens, together with Sparta, led the coalition of Greek states that would eventually repel the Persians, defeating them decisively at Marathon in 490 BC, and crucially at Salamis in 480 BC. However, this did not prevent Athens from being captured and sacked twice by the Persians within one year, after a heroic but ultimately failed resistance at Thermopylae by Spartans and other Greeks led by King Leonidas, after both Boeotia and Attica fell to the Persians.

 

The decades that followed became known as the Golden Age of Athenian democracy, during which time Athens became the leading city of Ancient Greece, with its cultural achievements laying the foundations for Western civilization. The playwrights Aeschylus, Sophocles and Euripides flourished in Athens during this time, as did the historians Herodotus and Thucydides, the physician Hippocrates, and the philosopher Socrates. Guided by Pericles, who promoted the arts and fostered democracy, Athens embarked on an ambitious building program that saw the construction of the Acropolis of Athens (including the Parthenon), as well as empire-building via the Delian League. Originally intended as an association of Greek city-states to continue the fight against the Persians, the league soon turned into a vehicle for Athens's own imperial ambitions. The resulting tensions brought about the Peloponnesian War (431–404 BC), in which Athens was defeated by its rival Sparta.

 

By the mid-4th century BC, the northern Greek kingdom of Macedon was becoming dominant in Athenian affairs. In 338 BC the armies of Philip II defeated an alliance of some of the Greek city-states including Athens and Thebes at the Battle of Chaeronea. Later, under Rome, Athens was given the status of a free city because of its widely admired schools. In the second century AD, The Roman emperor Hadrian, himself an Athenian citizen, ordered the construction of a library, a gymnasium, an aqueduct which is still in use, several temples and sanctuaries, a bridge and financed the completion of the Temple of Olympian Zeus.

 

In the early 4th century AD, the Eastern Roman Empire began to be governed from Constantinople, and with the construction and expansion of the imperial city, many of Athens's works of art were taken by the emperors to adorn it. The Empire became Christianized, and the use of Latin declined in favour of exclusive use of Greek; in the Roman imperial period, both languages had been used. In the later Roman period, Athens was ruled by the emperors continuing until the 13th century, its citizens identifying themselves as citizens of the Roman Empire ("Rhomaioi"). The conversion of the empire from paganism to Christianity greatly affected Athens, resulting in reduced reverence for the city.[33] Ancient monuments such as the Parthenon, Erechtheion and the Hephaisteion (Theseion) were converted into churches. As the empire became increasingly anti-pagan, Athens became a provincial town and experienced fluctuating fortunes.

 

The city remained an important center of learning, especially of Neoplatonism—with notable pupils including Gregory of Nazianzus, Basil of Caesarea and emperor Julian (r. 355–363)—and consequently a center of paganism. Christian items do not appear in the archaeological record until the early 5th century. The sack of the city by the Herules in 267 and by the Visigoths under their king Alaric I (r. 395–410) in 396, however, dealt a heavy blow to the city's fabric and fortunes, and Athens was henceforth confined to a small fortified area that embraced a fraction of the ancient city. The emperor Justinian I (r. 527–565) banned the teaching of philosophy by pagans in 529, an event whose impact on the city is much debated, but is generally taken to mark the end of the ancient history of Athens. Athens was sacked by the Slavs in 582, but remained in imperial hands thereafter, as highlighted by the visit of the emperor Constans II (r. 641–668) in 662/3 and its inclusion in the Theme of Hellas.

 

Middle Ages

The city was threatened by Saracen raids in the 8th–9th centuries—in 896, Athens was raided and possibly occupied for a short period, an event which left some archaeological remains and elements of Arabic ornamentation in contemporary buildings—but there is also evidence of a mosque existing in the city at the time. In the great dispute over Byzantine Iconoclasm, Athens is commonly held to have supported the iconophile position, chiefly due to the role played by Empress Irene of Athens in the ending of the first period of Iconoclasm at the Second Council of Nicaea in 787. A few years later, another Athenian, Theophano, became empress as the wife of Staurakios (r. 811–812).

 

Invasion of the empire by the Turks after the Battle of Manzikert in 1071, and the ensuing civil wars, largely passed the region by and Athens continued its provincial existence unharmed. When the Byzantine Empire was rescued by the resolute leadership of the three Komnenos emperors Alexios, John and Manuel, Attica and the rest of Greece prospered. Archaeological evidence tells us that the medieval town experienced a period of rapid and sustained growth, starting in the 11th century and continuing until the end of the 12th century.

 

The Agora (marketplace) had been deserted since late antiquity, began to be built over, and soon the town became an important centre for the production of soaps and dyes. The growth of the town attracted the Venetians, and various other traders who frequented the ports of the Aegean, to Athens. This interest in trade appears to have further increased the economic prosperity of the town.

 

The 11th and 12th centuries were the Golden Age of Byzantine art in Athens. Almost all of the most important Middle Byzantine churches in and around Athens were built during these two centuries, and this reflects the growth of the town in general. However, this medieval prosperity was not to last. In 1204, the Fourth Crusade conquered Athens and the city was not recovered from the Latins before it was taken by the Ottoman Turks. It did not become Greek in government again until the 19th century.

 

From 1204 until 1458, Athens was ruled by Latins in three separate periods, following the Crusades. The "Latins", or "Franks", were western Europeans and followers of the Latin Church brought to the Eastern Mediterranean during the Crusades. Along with rest of Byzantine Greece, Athens was part of the series of feudal fiefs, similar to the Crusader states established in Syria and on Cyprus after the First Crusade. This period is known as the Frankokratia.

 

Ottoman Athens

The first Ottoman attack on Athens, which involved a short-lived occupation of the town, came in 1397, under the Ottoman generals Yaqub Pasha and Timurtash. Finally, in 1458, Athens was captured by the Ottomans under the personal leadership of Sultan Mehmed II. As the Ottoman Sultan rode into the city, he was greatly struck by the beauty of its ancient monuments and issued a firman (imperial edict) forbidding their looting or destruction, on pain of death. The Parthenon was converted into the main mosque of the city.

 

Under Ottoman rule, Athens was denuded of any importance and its population severely declined, leaving it as a "small country town" (Franz Babinger). From the early 17th century, Athens came under the jurisdiction of the Kizlar Agha, the chief black eunuch of the Sultan's harem. The city had originally been granted by Sultan Ahmed I (r. 1603–1617) to Basilica, one of his favourite concubines, who hailed from the city, in response of complaints of maladministration by the local governors. After her death, Athens came under the purview of the Kizlar Agha.

 

The Turks began a practice of storing gunpowder and explosives in the Parthenon and Propylaea. In 1640, a lightning bolt struck the Propylaea, causing its destruction. In 1687, during the Morean War, the Acropolis was besieged by the Venetians under Francesco Morosini, and the temple of Athena Nike was dismantled by the Ottomans to fortify the Parthenon. A shot fired during the bombardment of the Acropolis caused a powder magazine in the Parthenon to explode (26 September), and the building was severely damaged, giving it largely the appearance it has today. The Venetian occupation of Athens lasted for six months, and both the Venetians and the Ottomans participated in the looting of the Parthenon. One of its western pediments was removed, causing even more damage to the structure. During the Venetian occupation, the two mosques of the city were converted into Catholic and Protestant churches, but on 9 April 1688 the Venetians abandoned Athens again to the Ottomans.

 

Modern history

In 1822, a Greek insurgency captured the city, but it fell to the Ottomans again in 1826 (though Acropolis held till June 1827). Again the ancient monuments suffered badly. The Ottoman forces remained in possession until March 1833, when they withdrew. At that time, the city (as throughout the Ottoman period) had a small population of an estimated 400 houses, mostly located around the Acropolis in the Plaka.

 

Following the Greek War of Independence and the establishment of the Greek Kingdom, Athens was chosen to replace Nafplio as the second capital of the newly independent Greek state in 1834, largely because of historical and sentimental reasons. At the time, after the extensive destruction it had suffered during the war of independence, it was reduced to a town of about 4,000 people (less than half its earlier population) in a loose swarm of houses along the foot of the Acropolis. The first King of Greece, Otto of Bavaria, commissioned the architects Stamatios Kleanthis and Eduard Schaubert to design a modern city plan fit for the capital of a state.

 

The first modern city plan consisted of a triangle defined by the Acropolis, the ancient cemetery of Kerameikos and the new palace of the Bavarian king (now housing the Greek Parliament), so as to highlight the continuity between modern and ancient Athens. Neoclassicism, the international style of this epoch, was the architectural style through which Bavarian, French and Greek architects such as Hansen, Klenze, Boulanger or Kaftantzoglou designed the first important public buildings of the new capital. In 1896, Athens hosted the first modern Olympic Games. During the 1920s a number of Greek refugees, expelled from Asia Minor after the Greco-Turkish War and Greek genocide, swelled Athens's population; nevertheless it was most particularly following World War II, and from the 1950s and 1960s, that the population of the city exploded, and Athens experienced a gradual expansion.

 

In the 1980s, it became evident that smog from factories and an ever-increasing fleet of automobiles, as well as a lack of adequate free space due to congestion, had evolved into the city's most important challenge.[citation needed] A series of anti-pollution measures taken by the city's authorities in the 1990s, combined with a substantial improvement of the city's infrastructure (including the Attiki Odos motorway, the expansion of the Athens Metro, and the new Athens International Airport), considerably alleviated pollution and transformed Athens into a much more functional city. In 2004, Athens hosted the 2004 Summer Olympics.

 

Geography

Athens sprawls across the central plain of Attica that is often referred to as the Athens Basin or the Attica Basin (Greek: Λεκανοπέδιο Αθηνών/Αττικής). The basin is bounded by four large mountains: Mount Aigaleo to the west, Mount Parnitha to the north, Mount Pentelicus to the northeast and Mount Hymettus to the east. Beyond Mount Aegaleo lies the Thriasian plain, which forms an extension of the central plain to the west. The Saronic Gulf lies to the southwest. Mount Parnitha is the tallest of the four mountains (1,413 m (4,636 ft)), and has been declared a national park. The Athens urban area spreads over 50 kilometres (31 mi) from Agios Stefanos in the north to Varkiza in the south. The city is located in the north temperate zone, 38 degrees north of the equator.

 

Athens is built around a number of hills. Lycabettus is one of the tallest hills of the city proper and provides a view of the entire Attica Basin. The meteorology of Athens is deemed to be one of the most complex in the world because its mountains cause a temperature inversion phenomenon which, along with the Greek government's difficulties controlling industrial pollution, was responsible for the air pollution problems the city has faced. This issue is not unique to Athens; for instance, Los Angeles and Mexico City also suffer from similar atmospheric inversion problems.

 

The Cephissus river, the Ilisos and the Eridanos stream are the historical rivers of Athens.

 

Environment

By the late 1970s, the pollution of Athens had become so destructive that according to the then Greek Minister of Culture, Constantine Trypanis, "...the carved details on the five the caryatids of the Erechtheum had seriously degenerated, while the face of the horseman on the Parthenon's west side was all but obliterated." A series of measures taken by the authorities of the city throughout the 1990s resulted in the improvement of air quality; the appearance of smog (or nefos as the Athenians used to call it) has become less common.

 

Measures taken by the Greek authorities throughout the 1990s have improved the quality of air over the Attica Basin. Nevertheless, air pollution still remains an issue for Athens, particularly during the hottest summer days. In late June 2007, the Attica region experienced a number of brush fires, including a blaze that burned a significant portion of a large forested national park in Mount Parnitha, considered critical to maintaining a better air quality in Athens all year round. Damage to the park has led to worries over a stalling in the improvement of air quality in the city.

 

The major waste management efforts undertaken in the last decade (particularly the plant built on the small island of Psytalia) have greatly improved water quality in the Saronic Gulf, and the coastal waters of Athens are now accessible again to swimmers.

 

Parks and zoos

Parnitha National Park is punctuated by well-marked paths, gorges, springs, torrents and caves dotting the protected area. Hiking and mountain-biking in all four mountains are popular outdoor activities for residents of the city. The National Garden of Athens was completed in 1840 and is a green refuge of 15.5 hectares in the centre of the Greek capital. It is to be found between the Parliament and Zappeion buildings, the latter of which maintains its own garden of seven hectares. Parts of the City Centre have been redeveloped under a masterplan called the Unification of Archeological Sites of Athens, which has also gathered funding from the EU to help enhance the project. The landmark Dionysiou Areopagitou Street has been pedestrianised, forming a scenic route. The route starts from the Temple of Olympian Zeus at Vasilissis Olgas Avenue, continues under the southern slopes of the Acropolis near Plaka, and finishes just beyond the Temple of Hephaestus in Thiseio. The route in its entirety provides visitors with views of the Parthenon and the Agora (the meeting point of ancient Athenians), away from the busy City Centre.

 

The hills of Athens also provide green space. Lycabettus, Philopappos hill and the area around it, including Pnyx and Ardettos hill, are planted with pines and other trees, with the character of a small forest rather than typical metropolitan parkland. Also to be found is the Pedion tou Areos (Field of Mars) of 27.7 hectares, near the National Archaeological Museum. Athens' largest zoo is the Attica Zoological Park, a 20-hectare (49-acre) private zoo located in the suburb of Spata. The zoo is home to around 2000 animals representing 400 species, and is open 365 days a year. Smaller zoos exist within public gardens or parks, such as the zoo within the National Garden of Athens.

 

Climate

Athens has a hot-summer Mediterranean climate (Köppen climate classification: Csa). According to the meteorological station near the city center which is operated by the National Observatory of Athens, the downtown area has an annual average temperature of 19.2 °C (66.6 °F) while parts of the urban agglomeration may reach up to 19.8 °C (67.6 °F), being affected by the urban heat island effect. Athens receives about 433.1 millimetres (17.05 in) of precipitation per year, largely concentrated during the colder half of the year with the remaining rainfall falling sparsely, mainly during thunderstorms. Fog is rare in the city center, but somewhat more frequent in areas to the east, close to mount Hymettus.

 

The southern section of the Athens metropolitan area (i.e., Elliniko, Athens Riviera) lies in the transitional zone between Mediterranean (Csa) and hot semi-arid climate (BSh), with its port-city of Piraeus being the most extreme example, receiving just 331.9 millimetres (13.07 in) per year. The areas to the south generally see less extreme temperature variations as their climate is moderated by the Saronic gulf. The northern part of the city (i.e., Kifissia), owing to its higher elevation, features moderately lower temperatures and slightly increased precipitation year-round. The generally dry climate of the Athens basin compared to the precipitation amounts seen in a typical Mediterranean climate is due to the rain shadow effect caused by the Pindus mountain range and the Dirfys and Parnitha mountains, substantially drying the westerly and northerly winds respectively.

 

Snowfall is not very common, though it occurs almost annually, but it usually does not cause heavy disruption to daily life, in contrast to the northern parts of the city, where blizzards occur on a somewhat more regular basis. The most recent examples include the snowstorms of 16 February 2021 and 24 January 2022, when the entire urban area was blanketed in snow.

 

Athens may get particularly hot in the summer, owing partly to the strong urban heat island effect characterizing the city. In fact, Athens is considered to be the hottest city in mainland Europe, and is the first city in Europe to appoint a chief heat officer to deal with severe heat waves. Temperatures of 47.5°C have been reported in several locations of the metropolitan area, including within the urban agglomeration. Metropolitan Athens was until 2021 the holder of the World Meteorological Organization record for the highest temperature ever recorded in Europe with 48.0 °C (118.4 °F) which was recorded in the areas of Elefsina and Tatoi on 10 July 1977.

 

Administration

Athens became the capital of Greece in 1834, following Nafplion, which was the provisional capital from 1829. The municipality (City) of Athens is also the capital of the Attica region. The term Athens can refer either to the Municipality of Athens, to Greater Athens or urban area, or to the entire Athens Metropolitan Area.

 

The large City Centre (Greek: Κέντρο της Αθήνας) of the Greek capital falls directly within the Municipality of Athens or Athens Municipality (Greek: Δήμος Αθηναίων)—also City of Athens. Athens Municipality is the largest in population size in Greece. Piraeus also forms a significant city centre on its own within the Athens Urban Area and it is the second largest in population size within it.

 

Athens Urban Area

The Athens Urban Area (Greek: Πολεοδομικό Συγκρότημα Αθηνών), also known as Urban Area of the Capital (Greek: Πολεοδομικό Συγκρότημα Πρωτεύουσας) or Greater Athens (Greek: Ευρύτερη Αθήνα), today consists of 40 municipalities, 35 of which make up what was referred to as the former Athens Prefecture municipalities, located within 4 regional units (North Athens, West Athens, Central Athens, South Athens); and a further 5 municipalities, which make up the former Piraeus Prefecture municipalities, located within the regional unit of Piraeus as mentioned above.

 

The Athens Municipality forms the core and center of Greater Athens, which in its turn consists of the Athens Municipality and 40 more municipalities, divided in four regional units (Central, North, South and West Athens), accounting for 2,611,713 people (in 2021) within an area of 361 km2 (139 sq mi). Until 2010, which made up the abolished Athens Prefecture and the municipality of Piraeus, the historic Athenian port, with 4 other municipalities make up the regional unit of Piraeus. The regional units of Central Athens, North Athens, South Athens, West Athens and Piraeus with part of East and West Attica regional units combined make up the continuous Athens Urban Area, also called the "Urban Area of the Capital" or simply "Athens" (the most common use of the term), spanning over 412 km2 (159 sq mi), with a population of 3,059,764 people as of 2021. The Athens Urban Area is considered to form the city of Athens as a whole, despite its administrative divisions, which is the largest in Greece and the 9th most populated urban area in Europe.

 

Demographics

The Municipality of Athens has an official population of 643,452 people (in 2021). According to the 2021 Population and Housing Census, The four regional units that make up what is referred to as Greater Athens have a combined population of 2,611,713 . They together with the regional unit of Piraeus (Greater Piraeus) make up the dense Athens Urban Area which reaches a total population of 3,059,764 inhabitants (in 2021).

 

The municipality (Center) of Athens is the most populous in Greece, with a population of 643,452 people (in 2021) and an area of 38.96 km2 (15.04 sq mi), forming the core of the Athens Urban Area within the Attica Basin. The incumbent Mayor of Athens is Kostas Bakoyannis of New Democracy. The municipality is divided into seven municipal districts which are mainly used for administrative purposes.

 

For the Athenians the most popular way of dividing the downtown is through its neighbourhoods such as Pagkrati, Ampelokipoi, Goudi, Exarcheia, Patisia, Ilisia, Petralona, Plaka, Anafiotika, Koukaki, Kolonaki and Kypseli, each with its own distinct history and characteristics.

 

Safety

Athens ranks in the lowest percentage for the risk on frequency and severity of terrorist attacks according to the EU Global Terrorism Database (EIU 2007–2016 calculations). The city also ranked 35th in Digital Security, 21st on Health Security, 29th on Infrastructure Security and 41st on Personal Security globally in a 2017 The Economist Intelligence Unit report. It also ranks as a very safe city (39th globally out of 162 cities overall) on the ranking of the safest and most dangerous countries. As May 2022 the crime index from Numbeo places Athens at 56.33 (moderate), while its safety index is at 43.68.Crime in Athens According to a Mercer 2019 Quality of Living Survey, Athens ranks 89th on the Mercer Quality of Living Survey ranking.

 

Economy

Athens is the financial capital of Greece. According to data from 2014, Athens as a metropolitan economic area produced US$130 billion as GDP in PPP, which consists of nearly half of the production for the whole country. Athens was ranked 102nd in that year's list of global economic metropolises, while GDP per capita for the same year was 32,000 US-dollars.

 

Athens is one of the major economic centres in south-eastern Europe and is considered a regional economic power. The port of Piraeus, where big investments by COSCO have already been delivered during the recent decade, the completion of the new Cargo Centre in Thriasion, the expansion of the Athens Metro and the Athens Tram, as well as the Hellenikon metropolitan park redevelopment in Elliniko and other urban projects, are the economic landmarks of the upcoming years.

 

Prominent Greek companies such as Hellas Sat, Hellenic Aerospace Industry, Mytilineos Holdings, Titan Cement, Hellenic Petroleum, Papadopoulos E.J., Folli Follie, Jumbo S.A., OPAP, and Cosmote have their headquarters in the metropolitan area of Athens. Multinational companies such as Ericsson, Sony, Siemens, Motorola, Samsung, Microsoft, Teleperformance, Novartis, Mondelez and Coca-Cola also have their regional research and development headquarters in the city.

 

The banking sector is represented by National Bank of Greece, Alpha Bank, Eurobank, and Piraeus Bank, while the Bank of Greece is also situated in the City Centre. The Athens Stock Exchange was severely hit by the Greek government-debt crisis and the decision of the government to proceed into capital controls during summer 2015. As a whole the economy of Athens and Greece was strongly affected, while data showed a change from long recession to growth of 1.4% from 2017 onwards.

 

Tourism is also a leading contributor to the economy of the city, as one of Europe's top destinations for city-break tourism, and also the gateway for excursions to both the islands and other parts of the mainland. Greece attracted 26.5 million visitors in 2015, 30.1 million visitors in 2017, and over 33 million in 2018, making Greece one of the most visited countries in Europe and the world, and contributing 18% to the country's GDP. Athens welcomed more than 5 million tourists in 2018, and 1.4 million were "city-breakers"; this was an increase by over a million city-breakers since 2013.

 

Tourism

Athens has been a destination for travellers since antiquity. Over the past decade, the city's infrastructure and social amenities have improved, in part because of its successful bid to stage the 2004 Olympic Games. The Greek Government, aided by the EU, has funded major infrastructure projects such as the state-of-the-art Eleftherios Venizelos International Airport, the expansion of the Athens Metro system, and the new Attiki Odos Motorway

 

Education

Located on Panepistimiou Street, the old campus of the University of Athens, the National Library, and the Athens Academy form the "Athens Trilogy" built in the mid-19th century. The largest and oldest university in Athens is the National and Kapodistrian University of Athens. Most of the functions of NKUA have been transferred to a campus in the eastern suburb of Zografou. The National Technical University of Athens is located on Patision Street.

 

The University of West Attica is the second largest university in Athens. The seat of the university is located in the western area of Athens, where the philosophers of Ancient Athens delivered lectures. All the activities of UNIWA are carried out in the modern infrastructure of the three University Campuses within the metropolitan region of Athens (Egaleo Park, Ancient Olive Groove and Athens), which offer modern teaching and research spaces, entertainment and support facilities for all students. Other universities that lie within Athens are the Athens University of Economics and Business, the Panteion University, the Agricultural University of Athens and the University of Piraeus.

 

There are overall ten state-supported Institutions of Higher (or Tertiary) education located in the Athens Urban Area, these are by chronological order: Athens School of Fine Arts (1837), National Technical University of Athens (1837), National and Kapodistrian University of Athens (1837), Agricultural University of Athens (1920), Athens University of Economics and Business (1920), Panteion University of Social and Political Sciences (1927), University of Piraeus (1938), Harokopio University of Athens (1990), School of Pedagogical and Technological Education (2002), University of West Attica (2018). There are also several other private colleges, as they called formally in Greece, as the establishment of private universities is prohibited by the constitution. Many of them are accredited by a foreign state or university such as the American College of Greece and the Athens Campus of the University of Indianapolis.

 

Culture

The city is a world centre of archaeological research. Alongside national academic institutions, such as the Athens University and the Archaeological Society, it is home to multiple archaeological museums, taking in the National Archaeological Museum, the Cycladic Museum, the Epigraphic Museum, the Byzantine & Christian Museum, as well as museums at the ancient Agora, Acropolis, Kerameikos, and the Kerameikos Archaeological Museum. The city is also the setting for the Demokritos laboratory for Archaeometry, alongside regional and national archaeological authorities forming part of the Greek Department of Culture.

 

Athens hosts 17 Foreign Archaeological Institutes which promote and facilitate research by scholars from their home countries. As a result, Athens has more than a dozen archaeological libraries and three specialized archaeological laboratories, and is the venue of several hundred specialized lectures, conferences and seminars, as well as dozens of archaeological exhibitions each year. At any given time, hundreds of international scholars and researchers in all disciplines of archaeology are to be found in the city.

 

Athens' most important museums include:

 

the National Archaeological Museum, the largest archaeological museum in the country, and one of the most important internationally, as it contains a vast collection of antiquities. Its artefacts cover a period of more than 5,000 years, from late Neolithic Age to Roman Greece;

the Benaki Museum with its several branches for each of its collections including ancient, Byzantine, Ottoman-era, Chinese art and beyond;

the Byzantine and Christian Museum, one of the most important museums of Byzantine art;

the National Art Gallery, the nation's eponymous leading gallery, which reopened in 2021 after renovation;

the National Museum of Contemporary Art, which opened in 2000 in a former brewery building;

the Numismatic Museum, housing a major collection of ancient and modern coins;

the Museum of Cycladic Art, home to an extensive collection of Cycladic art, including its famous figurines of white marble;

the New Acropolis Museum, opened in 2009, and replacing the old museum on the Acropolis. The new museum has proved considerably popular; almost one million people visited during the summer period June–October 2009 alone. A number of smaller and privately owned museums focused on Greek culture and arts are also to be found.

the Kerameikos Archaeological Museum, a museum which displays artifacts from the burial site of Kerameikos. Much of the pottery and other artifacts relate to Athenian attitudes towards death and the afterlife, throughout many ages.

the Jewish Museum of Greece, a museum which describes the history and culture of the Greek Jewish community.

 

Architecture

Athens incorporates architectural styles ranging from Greco-Roman and Neoclassical to Modern. They are often to be found in the same areas, as Athens is not marked by a uniformity of architectural style. A visitor will quickly notice the absence of tall buildings: Athens has very strict height restriction laws in order to ensure the Acropolis Hill is visible throughout the city. Despite the variety in styles, there is evidence of continuity in elements of the architectural environment throughout the city's history.

 

For the greatest part of the 19th century Neoclassicism dominated Athens, as well as some deviations from it such as Eclecticism, especially in the early 20th century. Thus, the Old Royal Palace was the first important public building to be built, between 1836 and 1843. Later in the mid and late 19th century, Theophil Freiherr von Hansen and Ernst Ziller took part in the construction of many neoclassical buildings such as the Athens Academy and the Zappeion Hall. Ziller also designed many private mansions in the centre of Athens which gradually became public, usually through donations, such as Schliemann's Iliou Melathron.

 

Beginning in the 1920s, modern architecture including Bauhaus and Art Deco began to exert an influence on almost all Greek architects, and buildings both public and private were constructed in accordance with these styles. Localities with a great number of such buildings include Kolonaki, and some areas of the centre of the city; neighbourhoods developed in this period include Kypseli.

 

In the 1950s and 1960s during the extension and development of Athens, other modern movements such as the International style played an important role. The centre of Athens was largely rebuilt, leading to the demolition of a number of neoclassical buildings. The architects of this era employed materials such as glass, marble and aluminium, and many blended modern and classical elements. After World War II, internationally known architects to have designed and built in the city included Walter Gropius, with his design for the US Embassy, and, among others, Eero Saarinen, in his postwar design for the east terminal of the Ellinikon Airport.

 

Urban sculpture

Across the city numerous statues or busts are to be found. Apart from the neoclassicals by Leonidas Drosis at the Academy of Athens (Plato, Socrates, Apollo and Athena), others in notable categories include the statue of Theseus by Georgios Fytalis at Thiseion; depictions of philhellenes such as Lord Byron, George Canning, and William Gladstone; the equestrian statue of Theodoros Kolokotronis by Lazaros Sochos in front of the Old Parliament; statues of Ioannis Kapodistrias, Rigas Feraios and Adamantios Korais at the University; of Evangelos Zappas and Konstantinos Zappas at the Zappeion; Ioannis Varvakis at the National Garden; the" Woodbreaker" by Dimitrios Filippotis; the equestrian statue of Alexandros Papagos in the Papagou district; and various busts of fighters of Greek independence at the Pedion tou Areos. A significant landmark is also the Tomb of the Unknown Soldier in Syntagma.

 

Entertainment and performing arts

Athens is home to 148 theatrical stages, more than any other city in the world, including the ancient Odeon of Herodes Atticus, home to the Athens Festival, which runs from May to October each year. In addition to a large number of multiplexes, Athens plays host to open air garden cinemas. The city also supports music venues, including the Athens Concert Hall (Megaro Moussikis), which attracts world class artists. The Athens Planetarium, located in Andrea Syngrou Avenue, in Palaio Faliro is one of the largest and best equipped digital planetaria in the world. The Stavros Niarchos Foundation Cultural Center, inaugurated in 2016, will house the National Library of Greece and the Greek National Opera. In 2018 Athens was designated as the World Book Capital by UNESCO.

 

Restaurants, tavernas and bars can be found in the entertainment hubs in Plaka and the Trigono areas of the historic centre, the inner suburbs of Gazi and Psyrri are especially busy with nightclubs and bars, while Kolonaki, Exarchia, Metaxourgeio, Koukaki and Pangrati offer more of a cafe and restaurant scene. The coastal suburbs of Microlimano, Alimos and Glyfada include many tavernas, beach bars and busy summer clubs.

 

The most successful songs during the period 1870–1930 were the Athenian serenades (Αθηναϊκές καντάδες), based on the Heptanesean kantádhes (καντάδες 'serenades'; sing.: καντάδα) and the songs performed on stage (επιθεωρησιακά τραγούδια 'theatrical revue songs') in revues, musical comedies, operettas and nocturnes that were dominating Athens' theatre scene.

 

In 1922, following the war, genocide and later population exchange suffered by the Greek population of Asia Minor, many ethnic Greeks fled to Athens. They settled in poor neighbourhoods and brought with them Rebetiko music, making it also popular in Greece, and which later became the base for the Laïko music. Other forms of song popular today in Greece are elafrolaika, entechno, dimotika, and skyladika. Greece's most notable, and internationally famous, composers of Greek song, mainly of the entechno form, are Manos Hadjidakis and Mikis Theodorakis. Both composers have achieved fame abroad for their composition of film scores.

 

The renowned American-born Greek soprano Maria Callas spent her teenage years in Athens, where she settled in 1937. Her professional opera career started in 1940 in Athens, with the Greek National Opera. In 2018, the city's municipal Olympia Theatre was renamed to "Olympia City Music Theatre 'Maria Callas'" and in 2023, the Municipality inaugurated the Maria Callas Museum, housing it in a neoclassical building on 44 Mitropoleos street.

 

Sports

The Panathenaic Stadium of Athens (Kallimarmaron) dates back to the fourth century BC and has hosted the first modern Olympic Games in 1896.

 

Agia Sophia Stadium

Athens has a long tradition in sports and sporting events, serving as home to the most important clubs in Greek sport and housing a large number of sports facilities. The city has also been host to sports events of international importance.

 

Athens has hosted the Summer Olympic Games twice, in 1896 and 2004. The 2004 Summer Olympics required the development of the Athens Olympic Stadium, which has since gained a reputation as one of the most beautiful stadiums in the world, and one of its most interesting modern monuments. The biggest stadium in the country, it hosted two finals of the UEFA Champions League, in 1994 and 2007. Athens' other major stadiums are the Karaiskakis Stadium located in Piraeus, a sports and entertainment complex, host of the 1971 UEFA Cup Winners' Cup Final, and Agia Sophia Stadium located in Nea Filadelfeia.

 

Athens has hosted the EuroLeague final three times, the first in 1985 and second in 1993, both at the Peace and Friendship Stadium, most known as SEF, a large indoor arena, and the third time in 2007 at the Olympic Indoor Hall. Events in other sports such as athletics, volleyball, water polo etc., have been hosted in the capital's venues.

 

Athens is home to three European multi-sport clubs: Panathinaikos, originated in Athens city centre, Olympiacos, originated in the suburb of Piraeus and AEK Athens, originated in the suburb of Nea Filadelfeia. In football, Panathinaikos made it to the 1971 European Cup Final, Olympiacos have dominated domestic competitions, while AEK Athens is the other member of the big three. These clubs also have basketball teams; Panathinaikos and Olympiacos are among the top powers in European basketball, having won the Euroleague six times and three respectively, whilst AEK Athens was the first Greek team to win a European trophy in any team sport.

 

Other notable clubs within Athens are Athinaikos, Panionios, Atromitos, Apollon, Panellinios, Egaleo F.C., Ethnikos Piraeus, Maroussi BC and Peristeri B.C. Athenian clubs have also had domestic and international success in other sports.

 

The Athens area encompasses a variety of terrain, notably hills and mountains rising around the city, and the capital is the only major city in Europe to be bisected by a mountain range. Four mountain ranges extend into city boundaries and thousands of kilometres of trails criss-cross the city and neighbouring areas, providing exercise and wilderness access on foot and bike.

 

Beyond Athens and across the prefecture of Attica, outdoor activities include skiing, rock climbing, hang gliding and windsurfing. Numerous outdoor clubs serve these sports, including the Athens Chapter of the Sierra Club, which leads over 4,000 outings annually in the area.

 

Athens was awarded the 2004 Summer Olympics on 5 September 1997 in Lausanne, Switzerland, after having lost a previous bid to host the 1996 Summer Olympics, to Atlanta, United States. It was to be the second time Athens would host the games, following the inaugural event of 1896. After an unsuccessful bid in 1990, the 1997 bid was radically improved, including an appeal to Greece's Olympic history. In the last round of voting, Athens defeated Rome with 66 votes to 41. Prior to this round, the cities of Buenos Aires, Stockholm and Cape Town had been eliminated from competition, having received fewer votes. Although the heavy cost was criticized, estimated at $1.5 billion, Athens was transformed into a more functional city that enjoys modern technology both in transportation and in modern urban development. The games welcomed over 10,000 athletes from all 202 countries.

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

19-12-2015

ASEAG

MB Capacity

Aachen

+++ 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 Gotha 146 was a fast reconnaissance aircraft that was used throughout WWII by the German Luftwaffe, and one of the results of a mutual technology exchange program with Japan. The Go 146 was actually a license-built, but modified variant of the excellent Mitsubishi Ki-46. The latter type's career started in late 1937, when the Imperial Japanese Army Air Force issued a specification to Mitsubishi for a long-range strategic reconnaissance aircraft to replace the Mitsubishi Ki-15. The specification demanded an endurance of six hours and sufficient speed to evade interception by any fighter in existence or development at that time, but otherwise did not constrain the design by a team led by Tomio Kubo.

 

The resulting design was a twin-engine, low-winged monoplane with a retractable tailwheel undercarriage. It had a small diameter oval fuselage with the pilot and observer situated in individual cockpits separated by a large fuel tank. The engines, two Mitsubishi Ha-26 radials, were housed in close-fitting cowlings to reduce drag and improve pilot view.

 

The first prototype aircraft, flew in November 1939 from the Mitsubishi factory at Kakamigahara, Gifu. Tests showed that the Ki-46 was underpowered and slower than required, only reaching 540 km/h (336 mph) rather than the specified 600 km/h (373 mph), but, otherwise, the aircraft tests were successful. As the type was still faster than the Army's latest fighter, the Nakajima Ki-43, as well as the Navy's new A6M2, an initial production batch was ordered. To solve the performance problems, Mitsubishi switched to Ha-102 engines, which were Ha-26s fitted with a two-stage supercharger, while increasing fuel capacity and reducing empty weight. This became the Ki-46-II, and this type was also demonstrated to German officials who immediately noticed its potential.

 

Knowing that the German Luftwaffe lacked this specialized, fast type of aircraft (German reconnaissance aircraft of that time were either slow artillery observation types, or variants of bombers or heavy fighters), the RLM immediately asked for a batch of airframe kits to adapt it to the European theatre and test its capabilities. Seven engine-less airframe kits were delivered to Germany in early 1940. In the meantime, with the help of blueprints and other documentations, an alternative engine installation had been devised: the “Germanized” aircraft was to be powered by liquid-cooled DB 601 engines, which delivered more power than the Ha-102 and offered improved aerodynamics, despite the necessity to add radiators under the outer wings. Many stock parts from the contemporary Messerschmitt Bf 110 heavy fighter were incorporated, so that the development time was very short, and the commonality of mechanical parts eased logistics and maintenance.

 

In May 1940 the first batch of the Gotha 146 A-0 pre-production aircraft (which had officially been described as a further development of a four seat, twin-engine transport aircraft from the 1930s to cloud its origins and mission) was ready. They were immediately transferred to the Western Front for field tests, and the specialized Go 146 became quickly popular among its crews. It was fast, agile and easy to fly – almost on par with state-of-the-art fighters like the Bf 109. During the test phase in summer 1940 the Go 146 proved to be slightly faster than its Japanese Ki-46 ancestor, and with a top speed of more than 375 mph (600 km/h) it was hard to intercept by any British or French fighter of the time. The results were so convincing that the type was ordered into serial production, and from October 1940 on the Go 146 A-1 was produced in limited numbers at the Gothaer Waggonfabrik in Thuringia. Even though production only ran at small scale, it was continuous, and the Go 146 was steadily developed further, including the change of the nose section that came with the Ki-46-III, stronger engines and an improved defensive armament.

 

This evolution led to the Go 146 B, which had the traditional stepped windshield replaced with a smooth, curved, glazed panel extended over the pilot's seat. It not only gave a more aerodynamic nose profile, the re-shaped nose also offered room for an extra fuel tank. The space between the two crewmen, connected with a crawl tunnel, held another fuel tank, the radio equipment (a Sprechfunkgerät FuG 16 ZY and a FuG 25a „Erstling“ IFF beacon), as well as a compartment for up to three cameras with several ventral windows, which could take Rb (“Reihenbildner” = serial picture device) 20/30, 50/30 and 75/30 devices that could be mounted in different combinations and angles as needed.

Power came now from a pair of new Daimler-Benz DB 603A liquid-cooled piston engines, which offered 1,290 kW (1,750 hp) each for take-off. Since the engine mounts had to be re-designed for the DB603s (the Go 146 A had used adapters to attach its shorter DB 601s to the original Ha-102 radials’ hardpoints), German engineers used the opportunity to redesign the complete engine nacelles. As a result, their diameter and “wet” surface was reduced, so much that the landing gear had to be modified, too. It now rotated 90° upon retraction, so that the main wheels were lying in shallow wells within the wing structure. Beyond better aerodynamics, structural measures saved almost 250 kg (550 lb).

 

Instead of the Go 146 A’s single 7.92 mm (.312 in) MG 17 machine gun in the observer's cabin, facing rearwards, the defensive armament was improved and consisted of a pair of 13 mm (0.51 in) MG 131 machine guns, firing rearward from FDSL 131/1B remotely-operated barbettes, one per side. This rather complex installation had become possible (and in part necessary) due to a center of gravity shift from the modified engines and their empennage. The weapons were aimed by the rear crewman through a periscope that covered both the upper and lower rear hemisphere. The control unit had a rotating transverse crossbar with a sideways-pivoting handgun-style grip and trigger at its center, "forked" at its forward pivoting end to fit around the crossbar, with the upper fork extended beyond the rotating crossbar to mount the gunsight. This unique aiming and control scheme rotated the crossbar axially, when the handgrip was elevated or depressed, to aim the guns vertically by rotating both turrets together, and a sideways movement of the handgrip would pivot either one of the guns outwards from the fuselage-mounted turrets for diagonal firing. The guns were electrically fired, and an electrical contact breaker prevented the gunner from shooting off the aircraft’s tailplane. When not in use, the guns would return to a neutral position that would allow to fire directly backwards with both guns.

Furthermore, plumbed hardpoints were added to the inner wings, just inside of the engines. These could carry a 300 l drop tank each for an extended range and loiter time. Single bombs of up to 250 kg or racks with four 50 kg bombs each were theoretically possible too, but the aircraft lacked any bomb aiming support. Crew protection was slightly improved, too, but the airframe was overall kept as light as possible. Despite these efforts, however, MTOW rose to 6,500 kg (14,317 lb), but this was still relatively light in comparison with the similar contemporary Me 410 multi-purpose aircraft, which weighed more than 9 tons and was powered by similar engines. Consequently, and thanks to its clean lines, the G 146 B had a top speed of almost 700 km/h (434 mph) at ideal altitude and the aircraft retained its excellent handling, even though its structure was rather fragile and could not take much stress and punishment.

 

Two versions of the Go 146 B were produced, steadily but only at a low rate because the aircraft received, due to its highly specialized role and limited offensive capabilities, only a low priority. The B-1 was the main variant and kept the A version’s standard wing, a total of 54 were produced between 1943 and 1945. Additionally, the B-2 was produced between late 1943 and early 1944 as a dedicated high altitude photo reconnaissance aircraft. This sub-variant had an extended wingspan of 16.00 m (52 ft 5 in) instead of the standard 14.70 m (48 ft 2¾ in) and an improved oxygen system, even though the cabin was not pressurized. Its maximum service ceiling was almost 12.000 m (39.305 ft), with a maximum speed of 415 mph (668 km/h), a cruise speed of 250 mph (400 km/h) and a range of 3,200 km (1,987 nmi). Only twelve of these machines were produced and put into service, primarily for flights over Southern Great Britain. When the Arado Ar 234 became available from September 1944 on, though, this new, jet-powered type immediately replaced the Go 146 B-2 because it offered even better performance. Therefore, the B-3, a planned version with a fully pressurized cabin and an even bigger wingspan of 19.00 m, never left the drawing board.

 

Furthermore, the RLM had idea to convert the fast Go 146 into a fighter amd even a night fighter in mid-1944 as the “C” series. But these plans were not executed because the light airframe could hardly be adapted to heavy weapons or equipment like a radar set, and it was unsuited for vigorous dogfighting. The type’s poor climbing rate made it ineffective as an interceptor, too. There were, nevertheless, tests with at least one Go 146 B-1 that carried four Werfer-Granate 21 rocket launchers under the outer wings, as a fast bomber interceptor esp. against the high-flying B-29, which was expected to appear over continental Europe soon. But this kind of weaponry never reached frontline units and the Go 146 was never operated as a fighter of any kind.

There were, however, other uses: in 1944 the Go 146 was enlisted as a fast liaison aircraft for the RLM (Ministry of Aviation) in Berlin. Stripped off of any armament and cameras and outfitted with two passenger seats in the rear cabin, at least one Go 146 B (with the confirmed registration “ST+ZA”, others in similar configuration may have existed, too) was operated by the RLM’s Zentralabteilung (central command) from Tempelhof airfield for top brass officials between Luftwaffe locations on German terrain. ST+ZA’s fate after January 1945 is uncertain, though.

  

Specifications:

Crew: two (pilot and observer)

Length: 11.00 m (36 ft 1 in)

Wingspan: 14.70 m (48 ft 2¾ in)

Height: 3.88 m (12 ft 8¾ in)

Wing area: 32.0 m² (344 ft²)

Empty weight: 3,830 kg (8,436 lb)

Loaded weight: 5,661 kg (12,480 lb)

Max. takeoff weight: 6,500 kg (14,317 lb)

 

Powerplant:

2× Daimler-Benz DB 603A V-12 inverted liquid-cooled piston engines, rated at:

- 1,290 kW (1,750 hp) each for take-off

- 1,360 kW (1,850 PS) at 2,100 m (6,890 ft)

- 1,195 kW (1,625 PS) at 5,700 m (18,700 ft)

- 1,162 kW (1580 PS) combat power at 2500 rpm at sea level

 

Performance:

Maximum speed: 695 km/h (377 knots, 430 mph) at 5,800 m (19,000 ft)

Cruise speed: 450 km/h (245 knots, 280 mph)

Range: 2,800 km (1,522 nmi, 1,740 mi) with internal fuel

Service ceiling: 11,250 m (36,850 ft)

Wing loading: 157.8 kg/m² (32.3 lb/ft²)

Climb rate: 14.7 m/sec (2,900 feet per minute)

Climb to 8,000 m (26,250 ft): 15 min 20 sec

 

Armament:

2× 13 mm (0.51 in) defensive MG 131 machine guns with 500 RPG,

each firing rearward from FDSL 131/1B remote-operated turret, one per side

2× underwing hardpoints under the inner wings for 250 kg (550 lb) each,

typically occupied by 300 l drop tanks

  

The kit and its assembly:

This is a déjà vu build: I already did a “Germanized” Ki-46 in 2015, it was an Airfix Ki-46-II outfitted with DB 601s from a Bf 110 as a pre-series Gotha Go 146 A-0, an aircraft that (naturally) never existed but appeared plausible, since German military hardware including aircraft had been evaluated by Japanese forces. And why should this exchange not have worked the other way around, too? However, as I built this modified Dinah for the first time, I already thought that the basic idea had more potential than just one model, and the streamlined Ki-46-III just lent itself for an updated, later version.

 

This B-2 variant of the Go 146 was based on the LS Models/ARII Ki-46-III. Like the Airfix kit (its molds are from 1965, and that’s just what the kit feels, looks and builds like…), it’s a rather vintage offering, but it is in many aspects markedly ahead, with fine surfaces, recessed details, 3D engines and clear parts that actually fit into their intended places. The LS Models kit’s 10 years less of age are recognizable, and there are three boxings around with different versions of the aircraft (a Ki-46-II, a -III and a trainer with a raised tutor cockpit), differing in small extra sprues for the respective fuselage parts, but they all share a common sprue with the clear parts for all three versions.

 

The Ki-46-III kit was taken OOB, with just some minor mods. The most obvious change concerns the engines: they were transplanted from a Bilek Me 210, together with the underwing radiators outside of the nacelles. The Me 210, even though it’s from 1997, is a rather mediocre model with some dubious solutions, therefore earmarked for a conversion and ready to donor some body parts… The engine switch was insofar easy because the Ki-46 kit comes with completely separate parts for the engines and their fairings which also contain the main landing gear wells.

Because of this “clean” basis I decided to cut the nacelles out from the Me 210 and attach them to the Ki-46 wings, so that the DB 603 engines would have perfect attachment points. While this was a bigger overall surgery stunt than on the earlier Airfix Dinah, this was easier than expected and resulted in a cleaner solution that also underlines the Ki-46’s clean and slender shape. The modified nacelles were much smaller than the Dinah’s, though. The main wheels were replaced with slightly smaller and narrower ones from the scrap box.

 

Inside of the cockpit, I implanted a dashboard. In the rear cabin the seat was reversed and moved further forward. In the cabin’s rear a scratched targeting scope/weapon control column for the FDSL 131 installation was added. Since I left the single-part canopies (which are quite thick but very clear) closed I outfitted the model with a crew. The Ki-46 III kit comes with a pair of figures, but they are very small (H0 scale, at best!) and look goofy, so that I exchanged them with Matchbox WWII pilots, which had their legs bent and their bottoms cut away to make them fit into the tight fuselage and under the canopies.

 

Unfortunately, the Me 210 kit had already donated its machine gun barbettes (they had gone onto an upgraded Heinkel He 115 floatplane), so that I scratched them for the Go 146. WWII bombs became the fairings, some leftover landing gear struts were used as gun barrels, and round styrene bases were used as mounts that also lift the fairings slightly off the hull. The barbettes as such look a little superficial on the slender Dinah, but they are a nice, typically German detail, über-complicated for this type of fast aircraft that probably would have more benefited from leaving them away altogether to save weight and drag.

The (typically German) 300 l drop tanks come from Hobby Boss Bf 109s and each received four short attachment struts, made from styrene profile material, so that they could be stuck under the inner wings.

  

Painting and markings:

This was more complicated than expected. I wanted to apply a plausible, late German WWII livery with typical colors, but finding something that would be suited for high-altitude operations and not copy anything I had already done turned out to be challenging.

 

The paint scheme would be very light, with only low-contrast camouflage added on top. Therefore, the basis became an overall coat with RLM 76 (I used Tamiya XF-23, Light Blue, which is an excellent option). Inspired by He 177 bombers I found in literature, large blotches of a rather obscure and uncommon tone, RLM 77 “Hellgrau” were added to the flanks of fuselage, fin and engine nacelles. RLM 77 is/was a very light grey, and it was primarily used for markings like code letters on night fighters and not for camouflage. AFAIK it would later become the RAL 7035 (Lichtgrau) tone that still exists today. Humbrol 196 would have been an authentic option, but to keep the contrast to the underlying RLM 76 low I rather used XF-19 (Sky Grey) and extended the blotches under the fuselage and the nacelles, for a semi-wraparound scheme.

 

Then came the upper surfaces, everything was painted with brushes and without masks, with an intentional uneven finish. The wings and stabilizers were to receive a slightly darker camouflage in the form of RLM 02 and 75 splotches (with Tamiya XF-22 and XF-XX as proxies) over the uniform RLM 76 base, so that the aircraft’s outlines would be broken up from above. However, after first tests I found this did not look convincing, the RLM 76 was very prominent and bluish, so that I rather gave the upper wings and the spine a semi-translucent but continuous coat of paint, with the underlying RLM 76 just showing through here and there – much better. At this stage I added the decals (see below), but now found the upper surfaces to look too uniform and somewhat dark, so that, as a final measure, I added a meander pattern with RLM 77 (again XF-19) to the wings. This not only looked good and very “German”, it lightened the cammo and also helped to break the aircraft’s lines up. Some light panel shading to the uniform undersides, black ink and grinded graphite were used for weathering, but the effects are very soft.

 

Interior surfaces (cockpit and landing gear wells) became late-war style RAL 7021 Schwarzgrau (Humbrol 67), the landing gear struts were painted in RLM 02, this time Revell 45 was used. The propeller blades were painted in a very dark mix of green and black, the spinners became black with simple white spirals – the only detail with a high contrast on this aircraft.

 

The markings of this aircraft are minimal. Balkenkreuz markings only consisting of outlines were used, another typical late-war practice and for a low-visibility look/effect. They were taken from an Academy Fw 190 D. On the fuselage, the gun barbettes caused some headaches, because they take up a lot of space and made the application of a standard Luftwaffe code almost impossible. Consequently, the fuselage Balkenkreuze were placed ahead of the barbettes, partly disrupted by the observer’s lower side windows, while the tactical code became separated by the guns. At starboard the code even had to be reversed - not correct, but a pragmatic solution.

The model/aircraft belongs to a fictional unit, its code “P3” in front of the fuselage Balkenkreuz has no real-world reference and was executed in small letters, a typical late WWII measure. This part of the code was done with small, black 2 mm letters. A fictional unit badge, depicting a running greyhound, was added under the cockpit. It actually belongs to a German tank unit.

The “KN” part of the code, including the Ks on the nose, came from an Airfix Ju 87 B sheet. As an aircraft belonging to the 5th squadron within the unit’s 2nd group, the 4th letter in the code became “N”, while the 3rd letter “K” denotes the individual aircraft. The color code associated with a 5th squadron was red, incorporated on the aircraft as a thin red outline around the individual aircraft letter (another late-war low-contrast measure). To provide a little visual excitement, small red Ks were added to the nose, too, to make thew aircraft easy to identify when parked at the flight line.

Since this aircraft would operate over the Western front from German home ground, no further ID/theatre markings like fuselage or wing bands or wingtips in yellow or white, etc. were added. This, together with the lack of visible red as squadron code, results in a rather dry look, but that’s intentional.

After some exhaust and oil stains with graphite and Tamiya “Smoke”, a coat of acrylic matt varnish finally sealed the model and a wire antenna, made from heated sprue material, was added.

  

Well, an exotic what-if idea, but I really like how this conversion turned out, even though the livery evolved in a different way from what I had initially in mind. The Ki-46 was already an elegant aircraft, especially the Ki-46-III with its teardrop-shaped nose section. But, with the smaller, streamlined inline engines instead of the radials, this iteration looks even better and faster. It reminds a little of the D.H. Hornet? The gun barbettes are a nice “German” detail, and the makeshift high-altitude paint scheme adds to the obscure impression of the model. A really nice sister ship for the Go 146 A-0 build from 2015.

In Times Square

Or Dover Marine.

 

Or even Dover Admiralty Pier station.

 

It has been all of them. But is now Dover Cruise Terminal.

 

We got news from a friend, Paul, that the station was open on Good Friday, so we went down just after it opened. There were massive queues leading to the Western Docks, and all along Townwall Street leading to the port, was blacked with stationary traffic. A little bit of heading through Market Square, and hoping that the police had kept the roundabout open at the end of York Street, they had, so we were clear to head to the old station.

 

Although the tracks have been filled in with concrete, the rest of the station is pretty complete and in good order, especially after a major refurbishment last year.

 

-------------------------------------------------------

  

This was a large, spacious, and impressive station, located within a maze of lines upon a tight triangular junction between the routes from Folkestone and Dover Priory. The origins of the terminus and general railway expansion in the Dover area derive from a need to cope with ever-increasing traffic, both local and boat services. Indeed, many capacity issues upon both SER and LC&DR networks were properly addressed after the formation of the SE&CR. The SER had initially commenced through running to Dover on 7th February 1844, after an eastward extension from Folkestone, which involved taking the railway along the dramatic coastline of Folkestone Warren. This had witnessed the blowing up of sections of chalk cliff with gunpowder, and boring three tunnels:

 

Martello Tunnel: 532-yards

Abbotscliff Tunnel: 1,942-yards

Shakespeare Tunnel: 1,387-yards

 

The SER ran into what later became known as ‘’Dover Town’’ station, and between here and Shakespeare Tunnel, the double-track line was elevated upon a wooden framework. The SER’s Town station was a large affair, comprising five tracks entering the terminus from the west, all of which were protected by a large twin-span overall roof. Substantial three-storey-high railway offices backed onto the rear of the platform lines, these being constituted of the customary yellow brick, lined at the edges with stone. Extension beyond the terminus took place in 1860, by means of a single track exiting the rear (east) of the layout, veering southwards onto a stone-built pier head. The latter, known as the ‘’Admiralty Pier’’, carried a double-track and allowed trains to come directly alongside steamer boat services to France. In July of the following year, the LC&DR commenced through running between Victoria and Dover Priory. Also in 1861, after the boring of a 684-yard-long tunnel southwards through the Kentish chalk, from Priory station, the ‘’Chatham’’ line was brought closer to the earlier SER station. The LC&DR opened ‘’Dover Harbour’’ on 1st November 1861, which was a terminus affair comprising two platform faces, separated by three tracks, all of which were protected by a single-span triangular-shaped trainshed. Just like the SER’s Town station, Dover Harbour ceased to be a terminus proper when a single-track was taken beyond the original buffer stops, down to the Admiralty Pier. LC&DR services commenced to the pier on 30th August 1864, where separate platforms were provide for both ‘’Chatham’’ and SER companies. The platforms were arranged in an end-to-end fashion along the same section of track, rather than serving their own separate lines upon the pier. The LC&DR’s southward extension from Dover Harbour formed the second side of what would later become a triangular junction – the SER had created the first southern side of the arrangement, as a result of its initial 1860 opening of the short section of line between Dover Town and Admiralty Pier.

 

On 15th June 1881, the SER and LC&DR opened the ''Dover & Deal Joint Line'' – a rare example of the frenetic rivals cooperating. To allow the SER direct access to this line from its trunk route via Folkestone, a double-track spur (the ‘’Hawkesbury Street Curve’’) between Dover Harbour station and the Dover Town approaches came into use on the same day – the triangular junction was now complete. The SER was granted running powers over LC&DR metals through Priory station, and a number of local services now bypassed Dover Town. However, to compensate for this, additional platform surfaces were brought into use upon the connecting spur. The area in-between the two sites was already heavily built up, but early maps suggest that demolition in the locale, to accommodate the spur, was surprisingly modest. At the ‘’Chatham’’ end of the spur, signalling was installed by contractors Stevens & Sons.

 

The formation of the SE&CR Joint Managing Committee on New Years Day 1899 marked the beginning of a new era of railway expansion and improvements on the erstwhile independent networks of the SER and LC&DR. Of prominence during this company’s tenure was the St Johns to Orpington quadrupling works, between 1900 and 1905, which involved physically connecting both Tonbridge Cut-Off and ‘’Chatham’’ main lines in the vicinity of Chislehurst. In the Dover area, alterations began with the closure of the platforms upon the connecting spur between SER and LC&DR lines, in 1903. Subsequently, in 1912, major works began alongside the Admiralty Pier, to create an artificial platform within the water, on which a whole new terminus station was to be built. The latter was to be a spacious affair, dedicated to boat traffic only, and would permit the closure of existing station sites. Creating the platform involved dumping large quantities of chalk into the water immediately east of the Admiralty Pier. As it later transpired, the Admiralty Pier was not demolished, but rather, was absorbed into the new works to become the western side of the sea platform. Construction of the terminus commenced in 1913, and by the outbreak of the Great War in August 1914, the majority of the building work had been completed. A splendid vaulted train shed roof, comprising seven spans of varying widths, had been erected. The station measured 170-feet in width, and at its longest point stretched to 800-feet. The well-covered terminus comprised four 693-foot-long platform faces, arranged in the form of two spacious islands of concrete construction.

 

Wartime economies saw the closure of the ex-SER Dover Town station in 1914, which was never to reopen, but the retention of the ex-LC&DR Harbour and Priory stations, to which all services were now diverted to. The demise of the Town station was coupled with the closure of the three-road engine shed adjacent to the Hawkesbury Street Curve, and the concentration of the area’s locomotive allocation on the depot at Priory. The withdrawal of boat services on the outbreak of war saw that the semi-complete SE&CR terminus had no passenger traffic to serve. Despite its unfinished state, the station was quickly brought into use on 2nd January 1915 for military traffic, initially in the form of ambulance trains. Although the trainshed was virtually complete by this time, a significant feature still lacking was the marvellous stone façade which now graces the structure’s landward elevation. Completion of building works came after the cessation of war in November 1918, and the first passenger boat trains commenced to the terminus on 18th January 1919, the station being christened ‘’Dover Marine’’.

 

Attractive single-storey red brick offices, complete with war memorial, were built upon the platform surfaces, and both platform islands and the exit were linked by a lattice footbridge at the northern end of the terminus, located within the trainshed. The incorporation of the SE&CR’s main war memorial here was unusual, for the other large railway companies erected these at their main termini in London. The layout upon the sea platform had grown to an extensive arrangement of tracks, numerous sidings having been brought into use to handle substantial levels of freight traffic during the war period. Dover Marine was controlled by an SE&CR-designed 120-lever signal box positioned to the west of the station, immediately adjacent to the tracks from Priory. The signal box comprised a substantial brick base and was in fact a much larger version of the signal cabin which still exists at Folkestone Harbour, demonstrating traits of those early Saxby & Farmer products. A 455-foot long enclosed glazed footbridge was suspended above the double-track of the former Admiralty Pier, and this took passengers over the complex approaches from the Folkestone direction. A physical connection was also made between this footbridge and the Lord Warden Hotel. The latter was a four-storey colossus, the main section of which was built upon a floor plan of 130-foot by 120-foot. Originally opened in 1851, the hotel was built on a site immediately behind the SER’s Dover Town station.

 

Locomotive facilities at the site initially comprised just a turntable and cylindrical water tank, located behind the signal box. As previously mentioned, on the closure of Dover Town, the locomotive allocation was concentrated on the existing depot at Priory. However, the inadequacy of the Priory site was emphasised after completion of the SE&CR’s Dover area enlargement works, and a new improvement scheme was soon set in motion after the formation of the Southern Railway. The SR devised a modernisation programme for the Dover area, which included a comprehensive rebuilding of Priory station, the closure of Harbour station, and the building of a new motive power depot. The proposals got underway in 1924, with the confirmation of a 280-foot-long five-road locomotive shed, to be built to the west of Dover Marine, alongside the running lines from Folkestone. As per the construction of the twelve-acre platform for the Marine station, large quantities of chalk were dumped into the sea, beside the former site of the ex-SER’s Dover Town, to reclaim enough land for a spacious complex. The depot came into use during 1928, comprising four eastward-facing dead-end tracks, a single through track, and a sixth line which terminated within an adjacent repair shed. The provision of a 65-foot turntable at the site resulted in the removal of that which resided behind the signal box at Dover Marine, and the water tank there also disappeared. The commissioning of the engine shed, which at 2007 prices cost approximately £7,767,500 to build, allowed the closure of the shed at Priory station, allowing the site there to become part of an enlarged goods yard. Dover Harbour station was subject to closure on 10th July 1927, all local traffic being concentrated at Priory and boat services being served exclusively at Marine station. Other improvements in the Dover area during the SR’s tenure included the rebuilding of the elevated track bed east of Shakespeare Tunnel from wood to concrete, and the laying of coal sidings at the Eastern Docks. Eight freight sidings also came into use alongside the Hawkesbury Street Curve, at Bulwark Street, partially upon the former site of the SER’s Dover Town engine shed. A dock basin for the train ferry, fed by a double-track emanating from the Dover Priory route, came into use during 1936, to the north of the Marine terminus.

 

Before continuing, it is worth examining one of the out-of-the-ordinary boat trains that served Dover Marine. Initially, the French inaugurated the ‘’Flèche d’Or’’ on 11th September 1926, a prestigious boat train running between Calais and Paris. The ‘’Compagnie Internationale des Wagons-Lits’’ (International Sleeping Car Company) ordered twenty British Pullman vehicles to operate the service: fifteen kitchen cars (Nos. 4001 to 4015) were built by the Birmingham Railway Carriage & Wagon Company, and fifteen parlour cars (Nos. 4016 to 4030) were constructed by the Metropolitan Carriage, Wagon & Finance Company. The luxury vehicles were delivered new in the now renowned Umber and Crème ‘’New Standard’’ Pullman colours of the British fleet, and were operated as pairs, rather than individual carriages. With reference to the latter, this meant that a kitchen car and a parlour car would be semi-permanently coupled into a pair known as a ‘’Couplage’’, or, if you like, ‘’Linkage’’. Initially, the Flèche d’Or service was operated by two trains, each ten vehicles in length. From 1932 onwards, Pullman vehicles were repainted into the standard colours worn by the rest of the Wagon-Lits fleet: a lighter shade of crème appeared in place of the British colour, and the umber lower half became dark blue.

 

The French’s efforts were matched on the other side of the Channel by an all-Pullman service run by the Southern Railway from Victoria. Colloquially, this was referred to as the ‘’White Pullman’’, because the other Pullman cars on the Eastern Section at that time still wore the crimson lake livery of the SE&CR. Officially, however, the service was called the ‘’Continental Express’’, but it was nevertheless referred to by passengers as the ‘’Golden Arrow’’, the English translation of the French title. This was a sign of things to come, for on 15th May 1929, the SR’s all-Pullman boat train service was re-launched as the ‘’Golden Arrow’’. Significant engineering works occurred on the ex-SER trunk line between Petts Wood Junction and Dover, which involved strengthening bridges to accommodate the heavier engines planned to haul this prestigious service. Maunsell ‘’Lord Nelson’’ 4-6-0 locomotives were selected as the prime motive power, with Urie 4-6-0 ‘’King Arthur’’ engines (later modified by Maunsell) supplementing the fleet.

 

Much of the time, the outward ‘’Golden Arrow’’ from Victoria was booked to arrive at Folkestone Harbour, but the return portion instead started at Dover Marine, which gave rise to some interesting shunting movements. As mentioned elsewhere on the website, the Folkestone Harbour branch has never had a direct connection with the main line, and access to it can only be made by means of a headshunt manoeuvre. This arrangement was implemented as a safety measure from the outset, since the branch descends at a steep gradient of 1 in 30 to the harbour. Thus, the Pullman service would arrive at Folkestone Junction, and initially terminate in the reception sidings positioned to the east of the station there, where the connection with the Harbour Branch was made. An ex-SE&CR R1 Class 0-6-0 Tank would then attach itself to the rear of the train, whilst the ‘’main line’’ engine was detached, and take the Golden Arrow stock down to Folkestone Harbour. This released the ‘’main line’’ locomotive from the headshunt, and consequently, it ran light along Folkestone Warren, to Dover Marine. At the latter, the engine would be rotated, more often than not by means of the triangular junction between the converging lines from Folkestone, Priory, and Marine stations, rather than on the turntable at Dover shed. After rotation, the locomotive would then head back to Folkestone Junction to collect the empty Pullman stock for the return working, which had previously been banked up the steep Harbour Branch incline by as many as four R1 Tanks. The tank engines would usually bring the train out onto the running lines at the Junction station, allowing the express locomotive to immediately couple to the stock. The Pullman vehicles would then be hauled empty to Dover Marine to form the return working to Victoria. This involved some indignity for the engine because for this empty stock movement, it had to run tender-first.

 

The declaration of war on Germany on 3rd September 1939 signalled the beginning of harsh times for the Port of Dover, as it became a prime target for bombing raids. Boat trains and steamer services were suspended immediately, and passenger services to the Marine station ceased. The Marine site was again dedicated to military traffic, just as it had been during World War I, and as a consequence, services along the ex-SER route went no further than Folkestone. Indeed, consistent shelling over the Channel, from France, had made the site unsafe to handle any form of passenger traffic, and even the 1928-opened engine shed had to close during the conflict, all engines being stationed at Ashford for the duration. The attractive Marine station suffered damage to the trainshed roof, but thankfully, this was modest enough to deem it practical and worthwhile to repair, normal service at the station resuming after the conflict. Since the advent of World War II, the prominent Lord Warden Hotel had been used as offices; the Marine Department occupied the building from 1952 onwards, by which time it was known as ‘’Southern House’’.

 

Initially, the British Railways era did not necessarily mean rationalisation for this extensive site, as it did at so many other stations nationwide. Rather, the emphasis was on modernising facilities, to cater for new rail freight boat traffic which, in these pre-Chunnel days, was still important and by no means in decline. Modernisation of the site began in 1953, with the renewal of the five quayside cranes which ran alongside the northern wall of the terminus. This was followed in February 1956 by the approval of the Kent Coast Electrification Scheme. Published within an ‘’Extension of Electrification’’ report of 1957 were the alterations proposed for the Marine station. In early 1959, the station was closed to passengers temporarily to allow modifications to be carried out. These involved the extension of both island platforms westward by 114-feet, beyond the extent of the trainshed, and the installation of canopies above the exposed surfaces. The platform extensions were constituted of prefabricated concrete components, manufactured at Exmouth Junction concrete works; the platform canopies were W-shaped and lacked any form of valance. The latter were virtually enlarged versions of the equally clinical canopies which emerged at the rebuilt Folkestone Central and St Mary Cray stations, and these additions somewhat marred the attractive stone façade of the SE&CR station. Third rail was installed on all platform lines during 1959, as part of the ‘’Chatham’’ line electrification of the scheme’s ‘’Phase 1’’, and these were subsequently energised for the commencement of the full electric timetable via this route on 15th June of that year. An enclosed riveted steel footbridge was also erected across the approach tracks from Dover Priory, linking the main entrance beside the Lord Warden Hotel with the Customs Hall, on the northern perimeter of the Western Docks. Naturally, steam continued to visit the station by means of the ex-SER trunk line from the Folkestone direction until the implementation of a full electric timetable on this route on 18th June 1962. The Golden Arrow had been hauled by E5000 series electric locomotives since 12th June 1961. Colour lights installed at the Marine station during the electrification scheme were of the three-aspect type. Before electrification, the empty stock of arrived services would be shunted out the seaward end of the trainshed, and up along the extent of the old Admiralty Pier, to clear the platform lines. Locomotives would also be required to run-a-round using the Admiralty Pier tracks.

 

The commencement of electric haulage on the Golden Arrow in the June of 1961 coincided with the demise of Dover engine shed. Hitherto, the depot had the responsibility of servicing the Stewarts Lane-allocated steam locomotives which brought the luxurious train down from Victoria. Closure of the sub-shed at nearby Folkestone Junction also occurred, but the site of Dover MPD was put to new railway use, becoming host to a plethora of goods sidings. Closure of goods sidings at Bulwark Street occurred on 15th August 1966, but Archcliffe Junction – at the Folkestone end of the Hawkesbury Street Curve – remained in existence. In the following decade, major works were planned around the Marine station’s peripheral: in 1973, proposals were put forward for the construction of a roll-on-roll-off vehicle shed, and in 1974, planning of a new hoverport at the Western Docks began. After a consultation period spanning 1975 to 1976 inclusive, the hoverport was formally commissioned for operation on 5th July 1978, and replaced a smaller affair situated in the Eastern Docks. Track rationalisation had also occurred beyond the rear of the trainshed, and the ‘’Golden Arrow’’ had ceased between Victoria and the Channel Ports after a final run on 30th September 1972. Since 1969, the number of Pullman cars in the train had been whittled down to five, and the rest of the formation consisted of Second Class BR Mk 1 vehicles.

 

On 14th May 1979, Dover Marine station was renamed ‘’Dover Western Docks’’, and on 31st October of the following year, the ‘’Night Ferry’’ London to Paris train made its final run. This had first operated on the evening of 14th October 1936, between London Victoria and Paris Gare du Nord, via Dover Marine and Dunkirk. The service was unique among the boat trains, because the carriage stock travelled across the Channel with the passengers and ran on both British and French railway networks. Indeed, the vehicles were smaller than standard Continental carriage stock, having been specially built to meet the restrictive loading gauge of the British system. The service had been suspended during the war years, the last train running through to Paris over the night of 3rd/4th September 1939. After the cessation of the conflict, the ‘’Compagnie Internationale des Wagons-Lits’’ (CIWL: International Sleeping Car Co.) found itself engaged in a search and rescue mission over the whole of Europe, to find several missing carriages. Stock of both the ‘’Night Ferry’’ and ‘’Orient Express’’ services had been taken over by the Germans, camouflaged and armoured, and subsequently used as army vehicles. The ‘’Night Ferry’’ service was resumed on 14th December 1947, and this was followed ten years later by the addition of a through sleeping car to Brussels. A sleeping car for Basle, Switzerland, was added to the service in 1967, but this lasted just two years.

 

Over the five years which followed the renaming of the station to ‘’Dover Western Docks’’, truncations of the lines within the trainshed, at their seaward ends, saw a ground level walkway come into use for passengers, behind the new buffer stops (a headshunt did, however, still remain for locomotive-hauled services). The SNCF train ferry continued to handle an abundance of ferry vans, shunted by Class 33/2 locomotives – the latter had been under the auspices of Railfreight Distribution (RfD) since that Business Sector’s formation on 10th October 1988. The ferry itself accommodated a double-track, and to maintain balance on the vessel, wagons on both lines would be loaded and unloaded simultaneously. During 1993, the train ferry shunting duty passed to Class 09 diesels.

 

Channel Tunnel boring began on 1st December 1987, and in light of this, the British Rail Board produced the dreaded report in 1989: the ‘’Proposed closure of Dover Western Docks Station and Folkestone Harbour branch’’. Passenger boat traffic was now seen as a thing of the past, as the advent of the proposed ‘’Eurostar’’ services through the Chunnel would now cater for this, providing a much faster and efficient service. Some of the freight carried upon the ferries could be transferred for haulage through the Chunnel; certain traffic, however, such as chemicals and inflammables, were not permitted through the tunnel, as they were safety hazards. Handling of these goods would therefore transfer to the Eastern Docks, involving the use of road transport, due to the lack of a rail connection there. During 1992, the headshunt facility at Western Docks station was taken out of use, meaning that locomotive-hauled services had to be shunt released – the latter duty was generally undertaken by a RfD Class 33/2. The fateful day was on Saturday 24th September 1994, when 4 CEP No. 1604 departed with the last advertised public departure to Victoria, scheduled for 21:44. The following day, the closure of the station was marked by the visit of ex-BR Pacific No. 70000 ‘’Britannia’’, with ‘’The Continental Farewell’’ rail tour from London Victoria. This had travelled via Balham, Beckenham Junction, and Tonbridge. The locomotive was masquerading as No. 70014 ‘’Iron Duke’’, which was one of two ‘’Britannias’’ formerly associated with the haulage of the famous ‘’Golden Arrow’’ on the South Eastern Division, between the years of 1952 and 1958 inclusive. At Western Docks, the tour met another ex-Golden Arrow locomotive, but of a more modern era: Type ‘’HA’’ E5000 series No. E5001. This locomotive fronted two tours on the same day, taking the excursion stock from Western Docks to Ashford and back, via Folkestone and Canterbury West.

 

It was not the total end of Dover Western Docks – yet. Until 19th November 1994, empty stock movements to and from the station continued to be available to passengers, albeit not advertised in the official timetable. Thereafter, the trainshed became a useful facility for stabling electric units for cleaning, until complete closure came with the decommissioning of the SE&CR signal box on 5th July of the following year. The bulldozers finally moved in at the beginning of 1996, but thankfully, since the main building was protected by Listed Status, demolitions only encompassed those additions made in 1959, as part of the Kent Coast Electrification Scheme. Naturally, the tightly curving track, with its famous crossovers, was also lifted, and as part of the works to convert the trainshed into a cruise liner terminal, the gap in-between the island platforms was in-filled, to provide a continuous floor at the same level. All red brick offices upon the platforms were retained, as was the elongated footbridge towards the Lord Warden Hotel. Even the substantial SE&CR signal box remained on site as office accommodation, but unlike the main station structure, this was not a Listed building. Tragically, the signal box met its end in 2000. The train ferry dock basin of 1936 was in-filled, and today its site is host to a sand operation.

 

The British Rail Board’s original report of 1989 outlined the closure of the Folkestone Harbour branch, but in the midst of the redevelopment at the Western Docks, the renowned steeply graded line continued to enjoy services. Unlike at Dover, where the passenger ferries at Eastern Docks were detached from the railway, Sea Cat sailings continued to operate from the railway pier at Folkestone, even after the opening of the Chunnel. These justified the retention of rail services to the Harbour station, which continued until the transference of the Sea Cat to Ramsgate in 2001.

 

kentrail.org.uk/dover_marine.htm

via Instagram ift.tt/2aiGlHV

Company/Owner: Maria De Leon Transit, Inc/Bataan Transit Company, Inc.

Fleet/Bus Number: 2311

Classification: Air-conditioned Provincial Bus

Coachbuilder: (Suzhou) Higer Bus Company, Ltd.

Body Model: Higer A80 KLQ6128LQ U-Tour

Engine Model: Yuchai YC6L330-42 (L62SA)

Chassis Model: Higer KLQ6128 monocoque chassis (LKLR1FS**NA)

Transmission: 6-speed Manual Transmission

Suspension: Air Suspension

Seating Configuration: 2×2

Seating Capacity: 49

Franchise route: Laoag (Ilocos Norte)–Manila via NLEX

Route: Sampaloc, Manila City [SMP, MN]–Laoag City, Ilocos Norte [LAO, IN] via E1 (NLEX–SLEX Connector-España–NLEX-Dau; SCTEX-Mabalacat–SCTEX-Amucao–TPLEX-Carmen) / N215 (Dau Access Road) / N2 (MacArthur Highway)

Municipalities/cities passing: Dau (Mabalacat City)–Carmen (Rosales) [CEN]/Villasis/Urdaneta City/Binalonan/Pozorrubio/Sison/Rosario/Santo Tomas/Agoo/Aringay/Caba/Bauang/San Fernando City [SFE]/San Juan (La Union)/Bacnotan/Balaoan/Luna/Bangar/Sudipen/Tagudin/Santa Cruz/Santa Lucia/Candon City [DON]/Santiago/San Esteban/Santa Maria/Narvacan/Santa/Bantay/San Ildefonso/Santo Domingo/Magsingal/San Juan (Ilocos Sur)/Cabugao/Sinait/Badoc/Pinili/Currimao/Paoay or Batac City/San Nicolas

Type of Operation: Provincial Operation Public Utility Bus (Regular Deluxe Class with USB charging ports)

Area of Operation: Ilocos Region (Region I)

 

Shot location: N215, Brgy. Dau, Mabalacat City, Pampanga

Date and time taken: April 9, 2024 (4:11 pm)

 

Notices:

* Please DON'T GRAB A PHOTO WITHOUT A PERMISSION. If you're going to GRAB IT, please give A CREDIT TO THE OWNER. Also, don't PRINT SCREEN my photos. Do not (re)upload this in any social media platforms (especially in YouTube and TikTok).

** If I have mistakes on the specifications, please comment in a good manner so that I can edit it immediately.

*** The specifications and routes (for provincial, inter-provincial, and city operation) mentioned above are subjected for verification and may be changed without prior notice.

**** The vehicle's registration plate(s), conduction sticker(s), and/or persons (if applicable) were pixelated/blurred to prevent any conflict with the photographer, the bus company and/or to the car owner for their security and/or privacy purposes. So, don't use their plate number, conduction sticker, and vehicle tag as an evidence for any incident. And, I have taken this photo for bus fanatics, bus enthusiasts, and bus lovers purposes.

Another round with those snarky chipmunks finally produced the shot I was looking for. Not perfect, but I liked it. Of course, they rarely take direction from us photographers so this pose, although slightly turned was what I wanted. They are so irresistible, and quite tolerant, I just had to keep trying.

Really?

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.

The vehicle type on display at the Imperial War Museum Duxford is a 850 gallon AVTUR Refueller fitted with twin booms to allow 'overwing' refuelling of Aircraft. Using both booms an Aircraft could be refueled at a rate of 65 gallons per minute. The pumping equipment was powered by a small petrol engine which mounted in a compartment at the rear of the vehicle. Half a dozen Bedford QL Bowser units were produced for the RAF with varying tank capacities and different fuel loads.

 

The Bedford QL was the most numerous of 4x4 3 ton Trucks in service with the British Armed Forces during World War Two, over 52,000 were produced between February 1941 and May 1945. As a standard vehicle it was used as a platform on which to mount a wide variety of specialist bodies. At the outbreak of World War Two the British War Office contacted Bedford to produce a 3 ton 4x4 General Purpose Truck, a prototype was built in 1940 and production started in March 1941. The Bedford QL was in production from 1941 to 1945, and made this Bedford's first vehicle series for the Military.

 

Variants:-

 

▪︎QL1 Prototype

 

▪︎QLB Bofors Gun Tractor, approximately 5,500 QLB's were built, several QLB's were fitted with shortened GS Bodies and Recovery Cranes to be used as Wreckers by the Danish Army, in use until late 1960's.

 

▪︎QLC Fire Engine / Signals Vehicle / Fuel Bowser

 

▪︎QLD General Service Cargo Truck and was the most numerous version in the series

Machinery / Kitchen / Battery Storage

 

▪︎QLR Signals Vehicle, originally mounted on the QLC chassis/cab, special QLR chassis were soon put into production, which differed from the standard type in having special Electrical Equipment, Radio Suppression, fitment of a 660w Auxiliary Generator driven by the transfer case power-take-off and, like the QLT, two 16 gallon petrol tanks instead of one behind the cab. The Interior Furniture, Partitioning and Radio Equipment varied from the different functions. On vehicles installed for the Wireless Role, a tent could be erected at the rear. Between cab and man body were lockers for Aerial Masts and other equipment. Beneath the body were further lockers and racks for Cable Drums, Batteries, Tyre Chains, 20 gallon Drinking Water Tank, Rectifier Box, Tools, Fuel Tank for the Auxiliary Engine, Jerrycans and other items. The basic body shells were produced by Duple, Lagonda, Mulliner, Tickford and others. A revised body was introduced during 1944 for the Command High and Low Power and Wireless High Power roles. This body had an improved 'L-Shaped' Tent which could be erected alongside the left-hand side and rear of the body.

 

▪︎QLT Troop Carrier, from August 1941 and until the end of World War Two more than 3,300 QLT's were produced.

 

▪︎QLW Air Portable Tipper.

 

▪︎Lorry, 3 ton, GS Bedford Half-Track (Bedford-Bren - prototype only)

 

Following the fall of Singapore rubber was scarce and so at the request of the Ministry of Supply a Bedford QL was adapted using a ''Carden Lloyd'' suspension taken from a Bren Gun Carrier. While the Bedford-Bren was capable of impressive feats of tractive power (which could have been easily produced in its own right as a Prime Mover) British authorities, unlike the Americans and Germans, did not favour the Half-Track. The shortage of rubber was not as severe as anticipated and official interest in the project waned. Not only did this British parallel to the German 'Maultier' (Sd.Kfz) is the name given to series of Half-Track Trucks used by Germany during World War Two, they were based on Opel, Mercedes-Benz, Alfa-Romeo or Ford trucks. They did not go into production, the single prototype was converted back into an All-Wheel Drive Vehicle.

 

▪︎Lorry, 3 ton, 4 x 4, Bedford, experimental (Bedford Giraffe - prototype only)

 

An attempt to make a Motor Vehicle capable of ''Deep Wading'' for river crossings and Amphibious Landing, the Bedford 'Giraffe' was developed as insurance against the Shallow Wading Kits under development not proving effective in deeper water. As a 'plan B' Vauxhall adapted a Bedford GL by mounting its Engine, Cab and Gearbox on an elevated girder frame some seven feet high, with a chain drive transmitting power to the propshaft. The ungainly but effective vehicle demonstrated it was a viable solution should hastily extemporised waterproofing kits fail but they proved effective and so no specialised type was required.

  

▪︎Place of Origin: United Kingdom

▪︎Used By: British Armed Forces

▪︎Wars: Second World War

▪︎Manufacturer: Bedford (General Motors)

▪︎Produced: 1941 to 1945

▪︎Number Built: 52,2479

▪︎Variants: QL1 / QLB / QLC / QLD / QLR / QLT / QLW

▪︎Mass: 7,225lb (empty) / 15,400lb (loaded)

▪︎Length: 19ft 8in

▪︎Width: 7ft 5in

▪︎Height: 10ft

▪︎Crew: 1 Driver up to 11 Passengers (depending on variant)

▪︎Powerplant: Bedford 6-cylinder 3,519cc petrol 2hp

▪︎Payload Capacity: 3 ton

▪︎Suspension: Wheel 4x4

▪︎Operational Range: 156 miles.

90-tonne capacity Network Rail IEA-A Bogie Box Wagon 31.70.5892.019-8 passing through Bescot Stadium station on the 29th July 2014. 40 of these wagons were built in Poland in 2009 and are used by Network Rail for infrastructure duties. These vehicles are all registered in the RIV system and have no 'traditional' UK-style numbering applied.

By continuously surrounding man with the products of modern industry, and so to speak never letting him see anything else (except, as in museums for example, in the guise of mere ‘curiosities’ having no relation with the ‘real’ circumstances of his life and consequently no effective influence on it), he is really compelled to shut himself up inside the narrow circle of ‘ordinary life’, as in a prison without escape. In a traditional civilization, on the contrary, each object was at the same time as perfectly fitted as possible to the use for which it was immediately destined and also made so that it could at any moment, and owing to the very fact that real use was being made of it (instead of its being treated more or less as a dead thing as the moderns do with everything that they

consider to be a ‘work of art’), serve as a ‘support’ for meditation,

linking the individual with something other than the mere corporeal modality, thus helping everyone to elevate himself to a superior state according to the measure of his capacities : what an abyss there is between these two conceptions of human existence!

 

The qualitative degeneration of all things is closely linked to that

of money, as is shown by the fact that nowadays the ‘worth’ of an object is ordinarily ‘estimated’ only in terms of its price, considered simply as a ‘figure’, a ‘sum’, or a numerical quantity of money; in fact, with most of our contemporaries, every judgment brought to bear on an object is nearly always based exclusively on what it costs. The word ‘estimate’ has been emphasized because it has in itself a double meaning, qualitative and quantitative; today the first meaning has been lost to sight, or what amounts to the same thing, means have been found to equate it to the second, and thus it comes about that not only is the ‘worth’ of an object ‘estimated’ according to its price, but the ‘worth’ of a man is ‘estimated’ according to his wealth. (The Americans have gone so far in this direction that they commonly say that a man is ‘worth’ so much, intending to convey in that way the figure to which his fortune has risen; they say too, not that a man has succeeded in his affairs, but that he ‘is a success’, and this is as much as to identify the individual completely with his material gains.)

 

The same thing has naturally happened to the word ‘value’, and it may be noticed in passing that on this is based a curious abuse of the word by certain recent philosophers, who have even gone so far as to invent as a description of their theories the expression ‘philosophy of values’; underlying their thoughts is the idea that everything, to whatever order it may belong, is capable of being conceived quantitatively and expressed numerically; and ‘moralism’, which is their other predominant preoccupation, thus comes to be closely associated with the quantitative point of view . (This association, by the way, is not an entirely new thing, for it actually goes back to the ‘moral arithmetic’ of Bentham, which dates from the end of the eighteenth century.)

 

These examples show too that there has been a real degeneration of language, inevitably accompanying or following that of everything else; indeed, in a world in which every attempt is made to reduce all things to quantity it is evidently necessary to use a language that itself evokes nothing but purely quantitative ideas.

 

***

 

The materialistic attitude, whether it be a question of explicit and formal materialism or of a simple ‘practical’ materialism, necessarily imposes on the whole ‘psycho-physiological’ constitution of the human being a real and very important modification. This is easily understood, and in fact it is only necessary to look round in order to conclude that modern man has become quite impermeable to any influences other than such as impinge on his senses; not only have his faculties of comprehension become more and more limited, but also the field of his perception has become correspondingly restricted. The result is a sort of reinforcement of the profane point of view, for this point of view was first born of a defect of comprehension, and thus of a limitation, and this limitation as it becomes accentuated and extends to all domains, itself seems to justify the point of view, at least in the eyes of those who are affected by it. Indeed, what reason can they have thereafter for admitting the existence of something that they can neither perceive nor conceive, that is to say of everything that could show them the insufficiency and the falsity of the profane point of view itself?

 

Thus arises the idea of what is commonly called ‘ordinary life’ or

everyday life’; this is in fact understood to mean above all a life in which nothing that is not purely human can intervene in any way, owing to the elimination from it of any sacred, ritual, or symbolical character (it matters little whether this character be thought of as specifically religious or as conforming to some other traditional modality, because the relevant point in all cases is the effective action of ‘spiritual influences’), the very words ‘ordinary’ or ‘everyday’ moreover implying that everything that surpasses conceptions of that order is, even when it has not yet been expressly denied, at least relegated to an ‘extra-ordinary’ domain, regarded as exceptional, strange, and unaccustomed. This is strictly speaking a reversal of the normal order as represented by integrally traditional civilizations, in which the profane point of view does not exist in any way, and the reversal can only logically end in an ignorance or a complete denial of the ‘supra-human’. Moreover some people go so far as to make a similar use, with the same meaning, of the expression ‘real life’, and this usage has a profoundly and singularly ironical character, for the truth is that the thing so named is on the contrary nothing but the worst of illusions; this does not mean that everything it contains is actually devoid of all reality, although such reality as it has, which is broadly speaking that of the sensible order, is at the lowest level of all, there being below it only such things as are definitely beneath the level of all manifested existence. It is however the way in which things are conceived that is so wholly false, because it separates them from every superior principle, and so denies them precisely that which makes all their reality; that is why, in all strictness, no such thing as a profane domain really exists, but only a profane point of view, which becomes more and more invasive until in the end it comprehends human existence in its entirety.

 

This makes it understandable how, in the conception of ‘ordinary life’, one stage succeeds another almost insensibly, degeneration becoming progressively more marked all the time. At first it is allowed that some things are not accessible to any traditional influence, then those things themselves come to be looked on as normal; from that point it is all too easy to arrive at considering them as the only ‘real’ things, which amounts to setting aside as ‘unreal’ all that is ‘supra-human’; and later on, when the human domain comes to be conceived in a more and more narrowly limited way, until it is finally reduced to the corporeal modality alone, everything that belongs to the supra-sensible order is set aside as unreal. It is enough to notice how our contemporaries constantly make use of the word ‘real’ as a synonym oT ‘sensible’ without even thinking about it, in order at once to become aware that they have indeed fully reached the final stage, and that this way of looking at things has become so completely incorporated into their very nature as to have become so to speak almost instinctive with them. Modern philosophy, which is more than anything else merely a ‘systematized’ expression of the common mentality, subsequently reacts on the latter to a certain extent, and the two have pursued parallel courses;

that of philosophy began with the Cartesian eulogy of ‘good sense’ alluded to earlier, and which is very revealing in this connection, for ‘ordinary life’ surely is first and foremost the domain of this so-called ‘good sense’, also called ‘common sense’, and is no less limited than it and in the same way; next, through rationalism, which is fundamentally only a more specially philosophical aspect of ‘humanism’, that is to say, of the reduction of everything to an exclusively human point of view, materialism or positivism are gradually attained: whether one chooses, as in materialism, expressly to deny everything that is beyond the sensible world, or whether one is content, as in positivism (which for that reason likes also to call itself ‘agnosticism’, making an honourable title for itself out of what is really only the avowal of an incurable ignorance), to refuse to be concerned with anything of the kind and to declare it ‘inaccessible’ or ‘unknowable’, the result is exactly the same in either case, and it is precisely the result of which a description has just been given.

 

It may be repeated here that in most cases there is naturally in question only something that can be called a ‘practical’ materialism or positivism, not dependent on any philosophical theory, for philosophical theory is now and always will be quite foreign to the majority; but this makes matters all the more serious, not only because the materialistic state of mind thereby obtains an incomparably wider diffusion, but also because it is all the more irremediable the less it is deliberate and clearly conscious, for when it becomes so it has then really penetrated and as it were impregnated the whole nature of the individual. This is sufficiently shown by what has already been said about factual materialism and about the way in which people who nevertheless fancy themselves ‘religious’ accommodate themselves thereto; the same example also shows that philosophy properly so called has not the conclusive importance that some people would like to assign to it, or at least that its chief importance is as ‘representative’ of a certain mentality rather than as acting effectively and directly upon it: in any case, how could a particular philosophical conception meet with the smallest success if it did not fit in with some of the predominant tendencies of the period in which it is formulated? This does not mean that philosophers do not play their part just like anyone else in the modern deviation, for that would certainly be an overstatement; it only means that their part is in fact more restricted than one would be tempted to suppose at first sight, and is rather different from what it may seem to be outwardly. In quite a general way moreover whatever is most apparent is always, in accordance with the laws which control all manifestation, a consequence rather than a cause, an end-point rather than a starting-point, and in any case it is no use searching in the apparent for whatever may be the really effective agent in an order more profound, whether the action in question be exercised in a normal and legitimate direction, or in a directly contrary direction, as in the case now under consideration.

 

Mechanism and materialism themselves have only been able to acquire a widespread influence by extending from the philosophical into the scientific domain: anything related to the latter, or anything that gives the impression, rightly or wrongly, of being endowed with a ‘scientific’ character, doubtless exercises, for various reasons, much more influence than do philosophical theories on the common mentality, in which there is always at least an implicit belief in the truth of science, for the hypothetical character of science passes quite unperceived, whereas everything classed as ‘philosophy’ leaves it more or less indifferent; the existence of practical and utilitarian applications in the one case and their absence in the other is no doubt not entirely unconnected with this. This recalls once more the idea of ‘ordinary life’, in which an effective part is played by a fairly strong dose of pragmatism’; and that statement is of course made quite independently of the fact that some of our contemporaries have tried to build up ‘pragmatism’ into a philosophical system: this only became possible by reason of the utilitarian twist that is inherent in the modern and profane mentality in general, and because, at the present stage of intellectual decadence, the very notion of truth has come to be completely lost to sight, so much so that the notion of utility or of convenience has ended by replacing it entirely. However that may be, as soon as it is agreed that ‘reality’ consists exclusively in what presents itself to the senses, it is quite natural that the value attributed to any particular thing should to some extent be measured by its capacity to produce effects in the sensible order; it is evident moreover that ‘science’, considered in the modern fashion as being essentially grouped with industry, if not more or less completely one with it, must for that reason occupy the first rank, science thus finding itself mingled as closely as possible with ordinary life, in which it becomes one of the principal factors; and in return, the hypotheses on which it claims to be founded, however gratuitous and unjustified they may be, must themselves benefit by this privileged situation in the eyes of the people. It goes without saying that the practical applications really depend in no way on the truth of the hypotheses, and it may be wondered what would become of a science of this sort— seeing that as knowledge in the true sense it is nothing— if it were divorced from the applications to which it gives rise; but it is a fact that science such as it is ‘succeeds’, and for the instinctively utilitarian spirit of the modern public ‘results’ or ‘success’ become a sort of ‘criterion of truth’, if indeed the word ‘truth’ can be used in this connection and still retain some sort of meaning.

 

Besides, whatever point of view is being considered, whether

philosophical, scientific, or simply ‘practical’, it is evident that in the end all such points of view only represent so many different aspects of one and the same tendency, and also that this tendency, like all those that have an equal right to be regarded as constituting the modern spirit, can certainly not have developed spontaneously.

Advantage has already been taken of many other opportunities to explain this last point, but since this is a matter that cannot be too strongly insisted on, it will be necessary to return later on to a more precise exposition of the place occupied by materialism in the broad plan whereby the modern deviation is brought about. Clearly the materialists themselves are more incapable than anyone else of becoming aware of these things or even of conceiving them as possible, blinded as they are by their preconceived ideas, which close for them every outlet from the narrow domain in which they are accustomed to move; doubtless they would be as astonished to hear of them as they would be to know that men have existed and still exist for whom what they call ‘ordinary life’ would be quite the most extraordinary thing imaginable, because it corresponds to nothing that occurs at all in their existence. Nevertheless such is the case, and furthermore, these are the men who must be regarded as truly ‘normal’, while the materialists, with all their boasted ‘good sense’ and all the ‘progress’ of which they proudly consider themselves to be the most finished products and the most ‘advanced’ representatives, are really only beings in whom certain faculties have become atrophied to the extent of being completely abolished. It is incidentally only under such conditions that the sensible world can appear to them as a ‘closed system’, in the interior of which they feel themselves to be in perfect security: it remains to be shown how this illusion can, in a certain sense and in a certain measure, be ‘realized’ through the existence of materialism itself; but it will also appear later that this nevertheless represents as it were an eminently unstable state of equilibrium, and that the world has even now reached a point where the security of ‘ordinary life’, on which the whole outward organization of the modern world has rested up till now, runs serious risks of being troubled by unanticipated ‘interferences’.

 

Excerpts from:

 

René Guénon - The Reign of Quantity and the Signs of the Times

 

Comerica Park is an open-air ballpark located in Downtown Detroit. It serves as the home of the Detroit Tigers of Major League Baseball, replacing Tiger Stadium in 2000.

 

The park is named after Comerica Bank, which was founded in Detroit and was based there when the park opened. Comerica's headquarters have since been moved to Dallas, though the bank still retains a large presence in Detroit. The stadium's seating capacity is 41,297. There is a Detroit People Mover station about a block from the stadium (at Grand Circus Park). Comerica Park sits on the original site of the Detroit College of Law.

 

Since their founding in 1901, the Tigers had played at the corner of Michigan and Trumbull Avenues in Detroit's Corktown section. For the last 88 of those years, they played at what eventually became Tiger Stadium. By the mid-1990s, it had become apparent that the much-beloved park could not be renovated any further.

 

Groundbreaking for a new ballpark to replace Tiger Stadium for the Tigers was held on October 29, 1997 and the new stadium was opened to the public in 2000. At the time of construction, the scoreboard in left field was the largest in Major League Baseball. The first game was held on April 11, 2000, against the Seattle Mariners. The new stadium is part of a downtown revitalization plan for the city of Detroit, which included the construction of Ford Field, adjacent to the park. In December 1998, Comerica Bank agreed to pay $66 million over 30 years for the naming rights for the new ballpark. Upon its opening, there was some effort to try to find a nickname for the park, with the abbreviation CoPa suggested by many. It is often referred to simply as Comerica. The first playoff game at Comerica was played on October 6, 2006 against the New York Yankees. It hosted its first World Series later that month.

 

In contrast to Tiger Stadium, which had long been considered one of the most hitter-friendly parks in baseball, Comerica Park is considered to be extremely friendly to pitchers. Except for dead center—420 feet (130 m) versus Tiger Stadium's 440 feet (130 m)—the outfield dimensions were more expansive than those at Tiger Stadium. This led to complaints from players and fans alike, most famously from Bobby Higginson who sarcastically called the venue Comerica National Park. After Minute Maid Park reduces its center field fence from 436 feet (133 m) to 409 feet (125 m) in 2017, 420 feet will be the longest in baseball.

 

Although a few public figures—notably radio announcer Ernie Harwell—supported the dimensions, most agreed that the left-field wall, in particular, needed to be brought closer to home plate. Before the 2003 MLB season the club did so, moving the distance from left-center field from 395 to 370 feet (120 to 113 m). This also removed the flagpole from the field of play, originally incorporated as an homage to Tiger Stadium. Two years later, the bullpens were moved from right field to an empty area in left field created when the fence was moved in. In place of the old bullpens in right field, 950 seats were added for a new capacity of 41,070. This made one of the most pitcher-friendly ballparks transform into the third most batter-friendly (with extra bases also taken into account).

 

Also of note, the current layout of the playing field at Comerica Park means that when a player is at bat, the direction he is facing looks farther to the south than at any other Major League Baseball park.

 

The stadium also includes many baseball-themed features, including a "Monument Park" in the deep center field stands, complete with statues of former Tigers Ty Cobb, Hal Newhouser, Charlie Gehringer, Hank Greenberg, Al Kaline, and Willie Horton.

 

Entrance to the ballpark is located across from the Fox Theatre and between two historic downtown churches, St. John Episcopal Church and Central United Methodist Church. Outside of the main entrance to the stadium there is a tiger statue that is approximately 15 feet (4.6 m) in height. There are 8 other heroic-sized tiger statues throughout the park, including two prowling on top of the scoreboard in left field. These tigers' eyes light up after a Tigers home run or a victory and the sound of a growling tiger plays as well. The tigers were originally created by sculptor Michael Keropian and fabricated by ShowMotion Inc. in Norwalk, Connecticut. Along the brick walls outside of the park are 33 tiger heads with lighted baseballs in their mouths.

 

The field itself features a distinctive dirt strip between home plate and the pitcher's mound. This strip, sometimes known as the "keyhole", was common in early ballparks, yet very rare in modern facilities (the only other current major-league park to feature one is Chase Field in Phoenix).

 

en.wikipedia.org/wiki/Comerica_Park

 

en.wikipedia.org/wiki/Wikipedia:Text_of_Creative_Commons_...

Capacity HEAG: Capacity 281 begegnet Capacity 285

Port of Makassar, also known as Port of Soekarno-Hatta, is a seaport in Makassar, Indonesia. It has the highest passenger traffic among Indonesian ports and the largest cargo traffic in Sulawesi. It is considered a primary port (Pelabuhan Kelas Utama) by the Indonesian Government, along with the Port of Tanjung Priok (Jakarta), Port of Tanjung Perak (Surabaya), and Port of Belawan (Medan).

 

An expansion to the port, dubbed New Port Makassar, is under construction with an expected additional capacity of 1.5 million TEUs in its first phase. The Indonesian Ministry of Transportation has expressed a desire to designate the port as hub for the rest of Eastern Indonesia, in accordance to the current government's maritime axis program.

 

Makassar (Buginese-Makassarese: ᨀᨚᨈ ᨆᨀᨔᨑ; historically spelled Macassar) is the capital of the Indonesian province of South Sulawesi. It is the largest city in the region of Eastern Indonesia and the country's fifth largest urban centre after Jakarta, Surabaya, Bandung, and Medan. From 1971 to 1999, the city was named after one of its subdistricts, Ujung Pandang. The city is located on the southwest coast of the island of Sulawesi, facing the Makassar Strait.

 

Throughout its history, Makassar has been an important trading port, hosting the center of the Gowa Sultanate and a Portuguese naval base before its conquest by the Dutch East India Company in the 17th century. It remained an important port in the Dutch East Indies, serving Eastern Indonesian regions with Makassarese fishermen going as far south as the Australian coast. For a brief period after Indonesian independence, Makassar became the capital of the State of East Indonesia, during which an uprising occurred.

 

The city's area is 199.3 square kilometres and it had a population of around 1.6 million in 2013. Its built-up (or metro) area has 1,976,168 inhabitants covering Makassar City and 15 districts. Its official metropolitan area, known as Mamminasata, with 17 additional districts, covers an area of 2,548 square kilometres and had a population of around 2.4 million according to 2010 Census. According to the National Development Planning Agency, Makassar is one of the four main central cities of Indonesia, alongside Medan, Jakarta, and Surabaya. According to Bank Indonesia, Makassar has the second-highest commercial property values in Indonesia, after Greater Jakarta.

 

HISTORY

The trade in spices figured prominently in the history of Sulawesi, which involved frequent struggles between rival native and foreign powers for control of the lucrative trade during the pre-colonial and colonial period, when spices from the region were in high demand in the West. Much of South Sulawesi's early history was written in old texts that can be traced back to the 13th and 14th centuries.

 

Makassar is mentioned in the Nagarakretagama, a Javanese eulogy composed in 14th century during the reign of Majapahit king Hayam Wuruk. In the text, Makassar is mentioned as an island under Majapahit dominance, alongside Butun, Salaya and Banggawi.

 

MAKASSARESE KINGDOM

The 9th King of Gowa Tumaparisi Kallonna (1512-1546) is described in the royal chronicle as the first Gowa ruler to ally with the nearby trade-oriented polity of Tallo, a partnership which endured throughout Makassar's apogee as an independent kingdom. The centre of the dual kingdom was at Sombaopu, near the then mouth of the Jeneberang River about 10 km south of the present city centre, where, where an international port and a fortress were gradually developed. First Malay traders (expelled from their Melaka metropolis by the Portuguese in 1511), then Portuguese from at least the 1540s, began to make this port their base for trading to the Spice Islands' (Maluku), further east.

 

The growth of Dutch maritime power over the spice trade after 1600 made Makassar more vital as an alternative port open to all traders, as well as a source of rice to trade with rice-deficient Maluku. The Dutch East India Company (VOC) sought a monopoly of Malukan nutmeg and cloves, and came close to succeeding at the expense of English, Portuguese and Muslims from the 1620s. The Makassar kings maintained a policy of free trade, insisting on the right of any visitor to do business in the city, and rejecting the attempts of the Dutch to establish a monopoly.

 

Makassar depended particularly on the Muslim Malay and Catholic Portuguese sailors communities as its two crucial economic assets. However the English East India Company also established a post there in 1613, the Danish Company arrived in 1618, and Chinese, Spanish and Indian traders were all important. When the Dutch conquered Portuguese Melaka in 1641, Makassar became the largest Portuguese base in Southeast Asia. The Portuguese population had been in the hundreds, but rose to several thousand, served by churches of the Franciscans, Dominicans and Jesuits as well as the regular clergy. By the 16th century, Makassar had become Sulawesi's major port and centre of the powerful Gowa and Tallo sultanates which between them had a series of 11 fortresses and strongholds and a fortified sea wall that extended along the coast. Portuguese rulers called the city Macáçar.

 

Makassar was very ably led in the first half of the 17th century, when it effectively resisted Dutch pressure to close down its trade to Maluku, and made allies rather than enemies of the neighbouring Bugis states. Karaeng Matoaya (c.1573-1636) was ruler of Tallo from 1593, as well as Chancellor or Chief Minister (Tuma'bicara-butta) of the partner kingdom of Gowa. He managed the succession to the Gowa throne in 1593 of the 7-year-old boy later known as Sultan Alaud-din, and guided him through the acceptance of Islam in 1603, numerous modernizations in military and civil governance, and cordial relations with the foreign traders. The conversion of the citizens to Islam was followed by the first official Friday Prayer in the city, traditionally dated to 9 November 1607, which is celebrated today as the city's official anniversary. John Jourdain called Makassar in his day "the kindest people in all the Indias to strangers". Matoaya's eldest son succeeded him on the throne of Tallo, but as Chancellor he had evidently groomed his brilliant second son, Karaeng Pattingalloang (1600-54), who exercised that position from 1639 until his death. Pattingalloang must have been partly educated by Portuguese, since as an adult he spoke Portuguese "as fluently as people from Lisbon itself", and avidly read all the books that came his way in Portuguese, Spanish or Latin. French Jesuit Alexandre de Rhodes described his passion for mathematics and astronomy, on which he pestered the priest endlessly, while even one of his Dutch adversaries conceded he was "a man of great knowledge, science and understanding."

 

DUTCH COLONIAL PERIOD

After Pattingalloang's death in 1654, a new king of Gowa, Sultan Hasanuddin, rejected the alliance with Tallo by declaring he would be his own Chancellor. Conflicts within the kingdom quickly escalated, the Bugis rebelled under the leadership of Bone, and the Dutch VOC seized its long-awaited chance to conquer Makassar with the help of the Bugis (1667-9). Their first conquest in 1667 was the northern Makassar fort of Ujung Pandang, while in 1669 they conquered and destroyed Sombaopu in one of the greatest battles of 17th century Indonesia. The VOC moved the city centre northward, around the Ujung Pandang fort they rebuilt and renamed Fort Rotterdam. From this base they managed to destroy the strongholds of the Sultan of Gowa who was then forced to live on the outskirts of Makassar. Following the Java War (1825–30), Prince Diponegoro was exiled to Fort Rotterdam until his death in 1855.

 

After the arrival of the Dutch, there was an important Portuguese community, also call a bandel, that received the name of Borrobos. Around 1660 the leader of this community, which today would be equivalent to a neighborhood, was the Portuguese Francisco Vieira de Figueiredo.

 

The character of this old trading center changed as a walled city known as Vlaardingen grew. Gradually, in defiance of the Dutch, the Arabs, Malays and Buddhist returned to trade outside the fortress walls, and were joined later by the Chinese.

The town again became a collecting point for the produce of eastern Indonesia – the copra, rattan, Pearls, trepang and sandalwood and the famous oil made from bado nuts used in Europe as men's hair dressing – hence the anti-macassars (embroidered cloths protecting the head-rests of upholstered chairs).

 

Although the Dutch controlled the coast, it was not until the early 20th century that they gained power over the southern interior through a series of treaties with local rulers. Meanwhile, Dutch missionaries converted many of the Toraja people to Christianity. By 1938, the population of Makassar had reached around 84,000 – a town described by writer Joseph Conrad as "the prettiest and perhaps, cleanest looking of all the towns in the islands".

 

In World War II the Makassar area was defended by approximately 1000 men of the Royal Netherlands East Indies Army commanded by Colonel M. Vooren. He decided that he could not defend the coast, and was planning to fight a guerrilla war inland. The Japanese landed near Makassar on 9 February 1942. The defenders retreated but were soon overtaken and captured.

 

AFTER INDEPENDENCE

In 1945 came the Indonesian declaration of Independence, and in 1946, Makassar became the capital of the State of East Indonesia, part of the United States of Indonesia. In 1950, it was the site of fighting between pro-Federalist forces under Captain Abdul Assiz and Republican forces under Colonel Sunkono during the Makassar uprising. By the 1950s, the population had increased to such a degree that many of the historic sites gave way to modern development, and today one needs to look very carefully to find the few remains of the city's once grand history.

 

CONNECTION WITH AUSTRALIA

Makassar is also a major fishing center in Sulawesi. One of its major industries is the trepang (sea-cucumber) industry. Trepang fishing brought the Makassan people into contact with Indigenous Australian peoples of northern Australia, long before European settlement (from 1788).

 

C. C. MacKnight in his 1976 work entitled Voyage to Marege: Macassan Trepangers in Northern Australia has shown that they began frequenting the north of Australia around 1700 in search of trepang (sea-slug, sea cucumber, Beche-de-mer), an edible Holothurian. They left their waters during the Northwest Monsoon in December or January for what is now Arnhem Land, Marriage or Marega and the Kimberley region or Kayu Djawa. They returned home with the south-east trade winds in April.

A fleet of between 24 and 26 Macassan perahus was seen in 1803 by French explorers under Nicolas Baudin on the Holothuria Banks in the Timor Sea. In February 1803, Matthew Flinders in the Investigator met six perahus with 20–25 men each on board and was told by the fleet's chief Pobasso, that there were 60 perahus then on the north Australian coast. They were fishing for trepang and appeared to have only a small compass as a navigation aid. In June 1818 Macassan trepang fishing was noted by Phillip Parker King in the vicinity of Port Essington in the Arafura Sea. In 1865 R.J. Sholl, then Government Resident for the British settlement at Camden Sound (near Augustus Island in the Kimberley region) observed seven 'Macassan' perahus with a total of around 300 men on board. He believed that they made kidnapping raids and ranged as far south as Roebuck Bay (later Broome) where 'quite a fleet' was seen around 1866. Sholl believed that they did not venture south into other areas such as Nickol Bay (where the European pearling industry commenced around 1865) due to the absence of trepang in those waters. The Macassan voyages appear to have ceased sometime in the late nineteenth century, and their place was taken by other sailors operating from elsewhere in the Indonesian Archipelago.

 

ECONOMY

The city is southern Sulawesi's primary port, with regular domestic and international shipping connections. It is nationally famous as an important port of call for the pinisi boats, sailing ships which are among the last in use for regular long-distance trade.

 

During the colonial era, the city was widely known as the namesake of Makassar oil, which it exported in great quantity. Makassar ebony is a warm black hue, streaked with tan or brown tones, and highly prized for use in making fine cabinetry and veneers.

 

Nowadays, as the largest city in Sulawesi Island and Eastern Indonesia, the city's economy depends highly on the service sector, which makes up approximately 70% of activity. Restaurant and hotel services are the largest contributor (29.14%), followed by transportation and communication (14.86%), trading (14.86), and finance (10.58%). Industrial activity is next most important after the service sector, with 21.34% of overall activity.

 

TRANSPORTATION

Makassar has a public transportation system called pete-pete. A pete-pete (known elsewhere in Indonesia as an angkot) is a minibus that has been modified to carry passengers. The route of Makassar's pete-petes is denoted by the letter on the windshield. Makassar is also known for its becak (pedicabs), which are smaller than the "becak" in the island of Java. In Makassar, people who drive pedicabs are called Daeng. In addition to becak and pete-pete, the city has a government-run bus system, and taxis.

 

A bus rapid transit (BRT), which is known as "Trans Mamminasata" was started in 2014. It has some routes through Makassar to cities around Makassar region such as Maros, Takallar, and Gowa. Run by Indonesian Transportation Department, each bus has 20 seats and space for 20 standing passengers.

 

A 35-kilometer monorail in the areas of Makassar, Maros Regency, Sungguminasa (Gowa Regency), and Takalar Regency (the Mamminasata region) was proposed in 2011, with operations commencing in 2014, at a predicted cost of Rp.4 trillion ($468 million). The memorandum of understanding was signed on 25 July 2011 by Makassar city, Maros Regency and Gowa Regency. In 2014, the project was officially abandoned, citing insufficient ridership and a lack of financial feasibility.

 

The city of Makassar, its outlying districts, and the South Sulawesi Province are served by Hasanuddin International Airport. The airport is located outside the Makassar city administration area, being situated in the nearby Maros Regency.

The city is served by Soekarno-Hatta Sea Port. In January 2012 it was announced that due to limited capacity of the current dock at Soekarno-Hatta sea port, it will be expanded to 150x30 square meters to avoid the need for at least two ships to queue every day.

 

ADMINISTRATION AND GOVERNANCE

The executive head of the city is the mayor, who is elected by direct vote for a period of five years. The mayor is assisted by a deputy-mayor, who is also an elected person. There is a legislative assembly for the city, members of which are also elected for a period of five years. Makassar City is divided into 15 administrative districts and 153 urban villages. Districts in Makassar city are Biringkanaya, Bontoala, Sangkarang Islands, Makassar, Mamajang, Manggala, Mariso, Panakkukang, Rappocini, Tallo, Tamalanrea, Tamalate, Ujung Pandang, Ujung Tanah and Wajo.

 

GEOGRAPHY

This official metropolitan area covers 2.689,89 km2 and had a population of 2.696.242 (2017). The metropolitan area of Makassar (Mamminasata) extends over 47 administrative districts (kecamatan), consisting of all 15 districts within the city, all 9 districts of Takalar Regency, 11 (out of 18) districts of Gowa Regency and 12 (out of 14) districts of Maros Regency.

 

Districts of Takalar Regency which included in the metro area are, Mangara Bombang, Mappakasunggu, Sanrobone, Polombangkeng Selatan, Pattallassang, Polombangkeng Utara, Galesong Selatan, Galesong and Galesong Utara. Districts of Gowa Regency which included in the metro area are, Somba Opu, Bontomarannu, Pallangga, Bajeng, Bajeng Barat, Barombong, Manuju, Pattallassang, Parangloe, Bontonompo and Bontonompo Selatan. Districts of Maros Regency which included in the metro area are, Maros Baru, Turikale, Marusu, Mandai, Moncongloe, Bontoa, Lau, Tanralili, Tompo Bulu, Bantimurung, Simbang and Cenrana.

 

CLIMATE

Makassar has a tropical monsoon climate. The average temperature for the year in Makassar is 27.5 °C, with little variation due to its near-equatorial latitude: the average high is around 32.5 °C and the average low around 22.5 °C all year long. In contrast to the virtually consistent temperature, rainfall shows wide variation between months in Makassar due to movement of the Intertropical Convergence Zone. Makassar averages around 3,137 millimetres of rain on 187 days during the year, but during the month with least rainfall – August – only 15 millimetres on two days of rain can be expected. In contrast, during its very wet wet season, Makassar can expect over 530 millimetres per month between December and February. During the wettest month of January, 734 millimetres can be expected to fall on twenty-seven rainy days.

 

MAIN SIGHTS

Makassar is home to several prominent landmarks including:

- the 17th century Dutch fort Fort Rotterdam

- the Trans Studio Makassar—the third largest indoor theme park in the world

- the Karebosi Link—the first underground shopping center in Indonesia

- the floating mosque located at Losari Beach.

- the Nusantara

- the Bantimurung - Bulusaraung National Park well-known karst area, famous for the remarkable collection of butterflies in the local area, is nearby to Makassar (around 40 km to the north).

 

DEMOGRAPHICS

Makassar is a multi-ethnic city, populated mostly by Makassarese and Buginese. The remainder are Torajans, Mandarese, Butonese, Chinese and Javanese. The current population is approximately 1.5 million, with a Metropolitan total of 2.2 million.

 

EDUCATION

State University of Makassar

Hasanuddin University

Alauddin Islamic State University

Universitas Muhammadiyah Makassar

Universitas Muslim Indonesia

 

By 2007 the city government began requiring all skirts of schoolgirls be below the knee.

 

TRADITIONAL FOOD

Makassar has several famous traditional foods. The most famous is Coto Makassar. It is a stew made from the mixture of nuts, spices, and selected offal which may include beef brain, tongue and intestine. Konro rib dish is also a popular traditional food in Makassar. Both Coto Makassar and Konro are usually eaten with Burasa or Ketupat, a glutinous rice cake. Another famous cuisine from Makassar is Ayam Goreng Sulawesi (Celebes fried chicken); the chicken is marinated with a traditional soy sauce recipe for up to 24 hours before being fried to a golden colour. The dish is usually served with chicken broth, rice and special sambal (chilli sauce).

 

In addition, Makassar is the home of Pisang Epe (pressed banana), as well as Pisang Ijo (green banana). Pisang Epe is a banana which is pressed, grilled, and covered with palm sugar sauce and sometimes eaten with Durian. Many street vendors sell Pisang Epe, especially around the area of Losari beach. Pisang Ijo is a banana covered with green colored flours, coconut milk, and syrup. Pisang Ijo is sometimes served iced, and often eaten during Ramadan.

 

WIKIPEDIA

Unit: 150UID

Location: Frodsham

Train: 1D36 11:37 Manchester Airport - Llandudno

TEIGN C Damen Stan 1405

 

IMO: - N/A

MMSI: 235082804

Call Sign: MWBM9

AIS Vessel Type: Dredger

 

GENERAL

DAMEN YARD NUMBER: 503705

Avelingen-West 20

4202 MS Gorinchem

The Netherlands

Phone: +31 (0)183 63 99 11

info@damen.com

DELIVERY DATE August 2001

BASIC FUNCTIONS Towing, mooring, pushing and dredging operations

FLAG United Kingdom [GB]

OWNED Teignmouth Harbour Commission

 

CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch

 

DIMENSIONS

LENGTH 14.40 m

BEAM 4.73 m

DEPTH AT SIDES 205 m

DRAUGHT AFT 171 m

DISPLACEMENT 48 ton

  

TANK CAPACITIES

Fuel oil 6.9 m³

 

PERFORMANCES (TRIALS)

BOLLARD PULL AHEAD 8.0 ton

SPEED 9.8 knots

 

PROPULSION SYSTEM

MAIN ENGINE 2x Caterpillar 3406C TA/A

TOTAL POWER 477 bmW (640i hp) at 1800 rpm

GEARBOX 2x Twin Disc MG 5091/3.82:1

PROPELLERS Bronze fixed pitch propeller

KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings

ENGINE CONTROL Kobelt

STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator

 

AUXILIARY EQUIPMENT

BILGE PUMP Sterling SIH 20, 32 m/hr

BATTERY SETS 2x 24V, 200 Ah + change over facility

COOLING SYSTEM Closed cooling system

ALARM SYSTEM Engines, gearboxes and bilge alarms

FRESH WATER PRESSURE SET Speck 24V

 

DECK LAY-OUT

ANCHORS 2x 48 kg Pool (HHP)

CHAIN 70 m, Ø 13mm, shortlink U2

ANCHOR WINCH Hand-operated

TOWING HOOK Mampaey, 15.3 ton SWL

COUPLING WINCH

PUSHBOW Cylindrical nubber fender Ø 380 mm

 

ACCOMMODATION

The wheelhouse ceiling and sides are insulated with mineral wool and

panelled. The wheelhouse floor is covered with rubber/synthetic floor

covering, make Bolidt, color blue The wheelhouse has one

helmsman seat, a bench and table with chair Below deck two berths, a

kitchen unit and a toilet space are arranged.

 

NAUTICAL AND COMMUNICATION EQUIPMENT

SEARCHLIGHT Den Haan 170 W 24 V

VHF RADIO Sailor RT 2048 25 W

NAVIGATION Navigation lights incl towing and pilot lights

 

Teignmouth Harbour Commission

The Harbour Commission is a Trust Port created by Statute.

The principal Order is the Teignmouth Harbour Order 1924

as amended by the Teignmouth Harbour Revision Order 2003

19-12-2015

ASEAG

MB Capacity

Aachen

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