Wind power is the conversion of wind energy into a useful form of energy, such as electricity, using wind turbines. At the end of 2008, worldwide nameplate capacity of wind-powered generators was 121.2 gigawatts (GW).[1] In 2008, wind power produced about 1.5% of worldwide electricity usage;[1][2] and is growing rapidly, having doubled in the three years between 2005 and 2008. Several countries have achieved relatively high levels of wind power penetration, such as 19% of stationary electricity production in Denmark, 11% in Spain and Portugal, and 7% in Germany and the Republic of Ireland in 2008. As of May 2009, eighty countries around the world are using wind power on a commercial basis.[2]

Large-scale wind farms are connected to the electric power transmission network; smaller facilities are used to provide electricity to isolated locations. Utility companies increasingly buy back surplus electricity produced by small domestic turbines. Wind energy as a power source is attractive as an alternative to fossil fuels, because it is plentiful, renewable, widely distributed, clean, and produces no greenhouse gas emissions. However, the construction of wind farms is not universally welcomed because of their visual impact and other effects on the environment.

Wind power is non-dispatchable, meaning that for economic operation, all of the available output must be taken when it is available. Other resources, such as hydropower, and standard load management techniques must be used to match supply with demand. The intermittency of wind seldom creates problems when using wind power to supply a low proportion of total demand.[3][4]

Humans have been using wind power for at least 5,500 years to propel sailboats and sailing ships, and architects have used wind-driven natural ventilation in buildings since similarly ancient times. Windmills have been used for irrigation pumping and for milling grain since the 7th century AD.

In the United States, the development of the "water-pumping windmill" was the major factor in allowing the farming and ranching of vast areas otherwise devoid of readily accessible water. Windpumps contributed to the expansion of rail transport systems throughout the world, by pumping water from water wells for the steam locomotives.[5] The multi-bladed wind turbine atop a lattice tower made of wood or steel was, for many years, a fixture of the landscape throughout rural America. When fitted with generators and battery banks, small wind machines provided electricity to isolated farms.

In July 1887, a Scottish academic, Professor James Blyth, undertook wind power experiments that culminated in a UK patent in 1891.[6] In the United States, Charles F. Brush produced electricity using a wind powered machine, starting in the winter of 1887-1888, which powered his home and laboratory until about 1900. In the 1890s, the Danish scientist and inventor Poul la Cour constructed wind turbines to generate electricity, which was then used to produce hydrogen.[6] These were the first of what was to become the modern form of wind turbine.

Small wind turbines for lighting of isolated rural buildings were widespread in the first part of the 20th century. Larger units intended for connection to a distribution network were tried at several locations including Yalta in 1931 and in Vermont in 1941.

The modern wind power industry began in 1979 with the serial production of wind turbines by Danish manufacturers Kuriant, Vestas, Nordtank, and Bonus. These early turbines were small by today's standards, with capacities of 20–30 kW each. Since then, they have increased greatly in size, while wind turbine production has expanded to many countries.

The Earth is unevenly heated by the sun, such that the poles receive less energy from the sun than the equator; along with this, dry land heats up (and cools down) more quickly than the seas do. The differential heating drives a global atmospheric convection system reaching from the Earth's surface to the stratosphere which acts as a virtual ceiling. Most of the energy stored in these wind movements can be found at high altitudes where continuous wind speeds of over 160 km/h (99 mph) occur. Eventually, the wind energy is converted through friction into diffuse heat throughout the Earth's surface and the atmosphere.

The total amount of economically extractable power available from the wind is considerably more than present human power use from all sources.[7] An estimated 72 TW of wind power on the Earth potentially can be commercially viable,[8] compared to about 15 TW average global power consumption from all sources in 2005. Not all the energy of the wind flowing past a given point can be recovered (see Betz' law).

[edit] Distribution of wind speed

The strength of wind varies, and an average value for a given location does not alone indicate the amount of energy a wind turbine could produce there. To assess the frequency of wind speeds at a particular location, a probability distribution function is often fit to the observed data. Different locations will have different wind speed distributions. The Weibull model closely mirrors the actual distribution of hourly wind speeds at many locations. The Weibull factor is often close to 2 and therefore a Rayleigh distribution can be used as a less accurate, but simpler model.

Because so much power is generated by higher wind speed, much of the energy comes in short bursts. The 2002 Lee Ranch sample is telling;[9] half of the energy available arrived in just 15% of the operating time. The consequence is that wind energy from a particular turbine or wind farm does not have as consistent an output as fuel-fired power plants; utilities that use wind power provide power from starting existing generation for times when the wind is weak thus wind power is primarily a fuel saver rather than a capacity saver. Making wind power more consistent requires that various existing technologies and methods be extended, in particular the use of stronger inter-regional transmission lines to link widely distributed wind farms. Problems of variability are addressed by grid energy storage, batteries, pumped-storage hydroelectricity and energy demand management.[10]

Lifeboat category: Atlantic 85 Inshore

Maximum speed:– 35 knots

Range / endurance:– 3 hours maximum

Displacement / weight:Atlantic 85 – 1.8 tonnes

Beam / width:– 2.85m

Draught / depth:– 0.53m

Fuel capacity:– 210 litres

Construction

FRC with Hypalon tubeEndurance3 hours

Engines2 x 115hp Yamaha Outboard

Crew4

Survivor capacity: 20

Hulls built by Souter Marine (later SAR Composites at Lymington), and tubes by Avon. Final assembly completed at the RNLI Inshore Lifeboat Centre at Cowes, Isle of Wight. The Atlantic 85 replaced the Atlantic 75 in RNLI service.

Communications and navigation Includes

Fitted and hand-held VHF (very high frequency) radio

intercom (Atlantic 85 only)

onboard global positioning system (GPS)

radar (Atlantic 85 only)

VHF direction-finding (VDF) equipment (Atlantic 85 only)

electronic chart

The Atlantic 85 is part of the B-class of lifeboats that serve the shores of the United Kingdom and Ireland as a part of the RNLI inshore fleet.

The Atlantic 85 is the third generation B-class Rigid Inflatable Boat (RIB) developed from the Atlantic 21 and the later Atlantic 75. The Atlantic design of the B-class of lifeboats is named after Atlantic College, where the design was originally developed.

Design

The hull is constructed in a fibre reinforced composite, consisting of a carbon fibre and foam core laminate with an epoxy glass and foam sandwich layup. The tubes are Hypalon.

The boat is powered by twin 115 hp (86 kW) Yamaha 4-stroke outboard engines that have been inversion-proofed to ensure the engines are still operational after a capsize.

Like previous RIBs, it has a manually operated self-righting mechanism that deploys an airbag mounted atop the A-frame. It is capable of being beached in an emergency without sustaining damage to engines or steering gear. The Atlantic 85 is fitted with radar and VHF direction finding equipment and can be operated safely in daylight in a force 6/7 and at night in a force 5/6.

The Atlantic 85 also has intercom communications between the crew and VHF radio via their helmets, DGPS & Chartplotter. It also carries a searchlight, night-vision equipment and illuminating paraflares for night-time operations.

To ensure equipment is kept to a high standard of repair, boats go through annual or bi-annual overhauls, and 4-year refits.

Director General of Revenue of Somalia Jafar Mohamed Ahmed, Director General of Somalia National Bureau of Statistics Sharmarke Farah, Senior Economist Vincent de Paul Koukpaizan, and Deputy Division Chief of the IMF Statistics Department Zaijin Zhan participate in a Capacity Development Talk titled Building Capacity in Fragile States moderated by Noha El-Gebaly at the International Monetary Fund.

IMF Photo/Cory Hancock

12 April 2022

Washington, DC, United States

Photo ref: CH220412072.arw

Mercedes-Benz Citaro C2 GL CapaCity L

WEB62844813142122

Grey Hawk - Mach 8-10 - 7th / 8th Gen Hypersonic Super Fighter Aircraft, IO Aircraft www.ioaircraft.com

New peek, very little is posted or public. Grey Hawk - Mach 8-10 Hypersonic 7th/8th Gen Super Fighter. This is not a graphics design, but ready to be built this moment. Heavy CFD, Design Work, Systems, etc.

All technologies developed and refined. Can out maneuver an F22 or SU-35 all day long subsonically, and no missile on earth could catch it. Lots of details omitted intentionally, but even internal payload capacity is double the F-22 Raptor. - www.ioaircraft.com/hypersonic.php

Length: 60'

Span: 30'

Engines: 2 U-TBCC (Unified Turbine Based Combined Cycle)

2 360° Thrust Vectoring Center Turbines

Fuel: Kero / Hydrogen

Payload: Up to 4 2,000 LBS JDAM's Internally

Up to 6 2,000 LBS JDAM's Externally

Range: 5,000nm + Aerial Refueling Capable

www.ioaircraft.com/hypersonic.php

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Unified Turbine Based Combined Cycle. Current technologies and what Lockheed is trying to force on the Dept of Defense, for that low speed Mach 5 plane DOD gave them $1 billion to build and would disintegrate above Mach 5, is TBCC. 2 separate propulsion systems in the same airframe, which requires TWICE the airframe space to use.

Unified Turbine Based Combined Cycle is 1 propulsion system cutting that airframe deficit in half, and also able to operate above Mach 10 up to Mach 15 in atmosphere, and a simple nozzle modification allows for outside atmosphere rocket mode, ie orbital capable.

Additionally, Reaction Engines maximum air breather mode is Mach 4.5, above that it will explode in flight from internal pressures are too high to operate. Thus, must switch to non air breather rocket mode to operate in atmosphere in hypersonic velocities. Which as a result, makes it not feasible for anything practical. It also takes an immense amount of fuel to function.

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Advanced Additive Manufacturing for Hypersonic Aircraft

Utilizing new methods of fabrication and construction, make it possible to use additive manufacturing, dramatically reducing the time and costs of producing hypersonic platforms from missiles, aircraft, and space capable craft. Instead of aircraft being produced in piece, then bolted together; small platforms can be produced as a single unit and large platforms can be produces in large section and mated without bolting. These techniques include using exotic materials and advanced assembly processes, with an end result of streamlining the production costs and time for hypersonic aircraft; reducing months of assembly to weeks. Overall, this process greatly reduced the cost for producing hypersonic platforms. Even to such an extent that a Hellfire missile costs apx $100,000 but by utilizing our technologies, replacing it with a Mach 8-10 hypersonic missile of our physics/engineering and that missile would cost roughly $75,000 each delivered.

Materials used for these manufacturing processes are not disclosed, but overall, provides a foundation for extremely high stresses and thermodynamics, ideal for hypersonic platforms. This specific methodology and materials applications is many decades ahead of all known programs. Even to the extend of normalized space flight and re-entry, without concern of thermodynamic failure.

*Note, most entities that are experimenting with additive manufacturing for hypersonic aircraft, this makes it mainstream and standardized processes, which also applies for mass production.

What would normally be measured in years and perhaps a decade to go from drawing board to test flights, is reduced to singular months and ready for production within a year maximum.

Unified Turbine Based Combined Cycle (U-TBCC)

To date, the closest that NASA and industry have achieved for turbine based aircraft to fly at hypersonic velocities is by mounting a turbine into an aircraft and sharing the inlet with a scramjet or rocket based motor. Reaction Engines Sabre is not able to achieve hypersonic velocities and can only transition into a non air breathing rocket for beyond Mach 4.5

However, utilizing Unified Turbine Based Combine Cycle also known as U-TBCC, the two separate platforms are able to share a common inlet and the dual mode ramjet/scramjet is contained within the engine itself, which allows for a much smaller airframe footprint, thus engingeers are able to then design much higher performance aerial platforms for hypersonic flight, including the ability for constructing true single stage to orbit aircraft by utilizing a modification/version that allows for transition to outside atmosphere propulsion without any other propulsion platforms within the aircraft. By transitioning and developing aircraft to use Unified Turbine Based Combined Cycle, this propulsion system opens up new options to replace that airframe deficit for increased fuel capacity and/or payload.

Enhanced Dynamic Cavitation

Dramatically Increasing the efficiency of fuel air mixture for combustion processes at hypersonic velocities within scramjet propulsion platforms. The aspects of these processes are non disclosable.

Dynamic Scramjet Ignition Processes

For optimal scramjet ignition, a process known as Self Start is sought after, but in many cases if the platform becomes out of attitude, the scramjet will ignite. We have already solved this problem which as a result, a scramjet propulsion system can ignite at lower velocities, high velocities, at optimal attitude or not optimal attitude. It doesn't matter, it will ignite anyways at the proper point for maximum thrust capabilities at hypersonic velocities.

Hydrogen vs Kerosene Fuel Sources

Kerosene is an easy fuel to work with, and most western nations developing scramjet platforms use Kerosene for that fact. However, while kerosene has better thermal properties then Hydrogen, Hydrogen is a far superior fuel source in scramjet propulsion flight, do it having a much higher efficiency capability. Because of this aspect, in conjunction with our developments, it allows for a MUCH increased fuel to air mixture, combustion, thrust; and ability for higher speeds; instead of very low hypersonic velocities in the Mach 5-6 range. Instead, Mach 8-10 range, while we have begun developing hypersonic capabilities to exceed 15 in atmosphere within less then 5 years.

Conforming High Pressure Tank Technology for CNG and H2.

As most know in hypersonics, Hydrogen is a superior fuel source, but due to the storage abilities, can only be stored in cylinders thus much less fuel supply. Not anymore, we developed conforming high pressure storage technology for use in aerospace, automotive sectors, maritime, etc; which means any overall shape required for 8,000+ PSI CNG or Hydrogen. For hypersonic platforms, this means the ability to store a much larger volume of hydrogen vs cylinders.

As an example, X-43 flown by Nasa which flew at Mach 9.97. The fuel source was Hydrogen, which is extremely more volatile and combustible then kerosene (JP-7), via a cylinder in the main body. If it had used our technology, that entire section of the airframe would had been an 8,000 PSI H2 tank, which would had yielded 5-6 times the capacity. While the X-43 flew 11 seconds under power at Mach 9.97, at 6 times the fuel capacity would had yielded apx 66 seconds of fuel under power at Mach 9.97. If it had flew slower, around Mach 6, same principles applied would had yielded apx 500 seconds of fuel supply under power (slower speeds required less energy to maintain).

Enhanced Fuel Mixture During Shock Train Interaction

Normally, fuel injection is conducted at the correct insertion point within the shock train for maximum burn/combustion. Our methodologies differ, since almost half the fuel injection is conducted PRE shock train within the isolator, so at the point of isolator injection the fuel enhances the combustion process, which then requires less fuel injection to reach the same level of thrust capabilities.

Improved Bow Shock Interaction

Smoother interaction at hypersonic velocities and mitigating heat/stresses for beyond Mach 6 thermodynamics, which extraordinarily improves Type 3, 4, and 5 shock interaction.

6,000+ Fahrenheit Thermal Resistance

To date, the maximum thermal resistance was tested at AFRL in the spring of 2018, which resulted in a 3,200F thermal resistance for a short duration. This technology, allows for normalized hypersonic thermal resistance of 3,000-3,500F sustained, and up to 6,500F resistance for short endurance, ie 90 seconds or less. 10-20 minute resistance estimate approximately 4,500F +/- 200F.

*** This technology advancement also applies to Aerospike rocket engines, in which it is common for Aerospike's to exceed 4,500-5,000F temperatures, which results in the melting of the reversed bell housing. That melting no longer ocurrs, providing for stable combustion to ocurr for the entire flight envelope

Scramjet Propulsion Side Wall Cooling

With old technologies, side wall cooling is required for hypersonic flight and scramjet propulsion systems, otherwise the isolator and combustion regions of a scramjet would melt, even using advanced ablatives and ceramics, due to their inability to cope with very high temperatures. Using technology we have developed for very high thermodynamics and high stresses, side wall cooling is no longer required, thus removing that variable from the design process and focusing on improved ignition processes and increasing net thrust values.

Lower Threshold for Hypersonic Ignition

Active and adaptive flight dynamics, resulting in the ability for scramjet ignition at a much lower velocity, ie within ramjet envelope, between Mach 2-4, and seamless transition from supersonic to hypersonic flight, ie supersonic ramjet (scramjet). This active and dynamic aspect, has a wide variety of parameters for many flight dynamics, velocities, and altitudes; which means platforms no longer need to be engineered for specific altitude ranges or preset velocities, but those parameters can then be selected during launch configuration and are able to adapt actively in flight.

Dramatically Improved Maneuvering Capabilities at Hypersonic Velocities

Hypersonic vehicles, like their less technologically advanced brethren, use large actuator and the developers hope those controls surfaces do not disintegrate in flight. In reality, it is like rolling the dice, they may or may not survive, hence another reason why the attempt to keep velocities to Mach 6 or below. We have shrunken down control actuators while almost doubling torque and response capabilities specifically for hypersonic dynamics and extreme stresses involved, which makes it possible for maximum input authority for Mach 10 and beyond.

Paradigm Shift in Control Surface Methodologies, Increasing Control Authority (Internal Mechanical Applications)

To date, most control surfaces for hypersonic missile platforms still use fins, similar to lower speed conventional missiles, and some using ducted fins. This is mostly due to lack of comprehension of hypersonic velocities in their own favor. Instead, the body itself incorporates those control surfaces, greatly enhancing the airframe strength, opening up more space for hardware and fuel capacity; while simultaneously enhancing the platforms maneuvering capabilities.

A scramjet missile can then fly like conventional missile platforms, and not straight and level at high altitudes, losing velocity on it's decent trajectory to target. Another added benefit to this aspect, is the ability to extend range greatly, so if anyone elses hypersonic missile platform were developed for 400 mile range, falling out of the sky due to lack of glide capabilities; our platforms can easily reach 600+ miles, with minimal glide deceleration.

+++ DISCLAIMER +++

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

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Some background:

The mighty Suchoj SuCh-1 started its life in early March 1943, when the Sukhoi OKB finished work on the design of a high-speed fighter with a unique powerplant arrangement. The aircraft was an all-metal low-wing mono­plane with conventional tail surfaces. The three-section wings had constant dihedral and basically trapezoidal planform; the sta­bilizers had zero dihedral.

All in all only 120 of these powerful machines were built until the end of hostilities, as the feared mass attacks of German long range bombers did not materialize. as the Su-7 was complicated to operate and jet engines promised a far more efficient way of propulsion for high speeds, the type was already retired in 1947 and replaced by 1st generation jet fighters like the Yak-15 and MiG-9, which carried a similar armament, attained a better performance (except for the range) but weighed only half of the large and heavy SuCh-1.

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General characteristics

Crew: One

Length: 11.75 m (38 ft 5 3/4 in)

Wingspan: 13.85 m (45 ft 3 1/4 in)

Height: 5.30 m (17 ft 4 in)

Empty weight: 5.250 kg (11.565 lb)

Max. take-off weight: 8.100 kg (17.840 lb)

Powerplant:

2× Klimov VK-107A liquid-cooled V12 engines with an output of 1.650 hp (1.210 kW) each at sea level and 900 hp (650 kW) at 8.300m (27.220 ft)

Performance:

Maximum speed: 720 km/h (447 mph) at height, clean configuration

Range: 750 km (465 mi)

Service ceiling: 11.700 m (38.400 ft)

Rate of climb: 876 m/mim (2.850 ft/min)

Armament:

1× Nudelman-Richter NR-37 37mm cannon with 60 RPG, firing through the propeller hub

2× Nudelman N-23 23mm cannons with 120 RPG in the wings

Many different cannon and machine gun arrangements coulod be found, though.

*Information about the conceptual Suchoj I-2M107 was primarily gathered from the book 'OKB Suchoj', written by Yefim Gordon & Dmitriy Komissarov; Hersham (UK), 2010.

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The kit and its assembly (a long story!):

This abomination of an aircraft is/was real, even though the I-2M107 was never built – the fictional name Suchoj-Chizhevskiy SuCh-1 was actually chosen because I could not find any plausible Su-X code for a WWII fighter. Vladimir A. Chizhevskiy actually joined the Suchoj OKB in mid WWII, so I deemed this alternative to be plausible.

I had this on the agenda for a long time, but the horrors of kitbashing kept me from building it - until now. The current Anthony P memorial Group Build (for the deceased fellow member at whatifmodelers.com, RIP) was a good motivation to tackle this brute thing. Fortunately, I already had some major ingredients in store, so work could start asap.

From that, anything else was improvised from the scrap box, and with only a three side view of the I-2M107 as guidance. It became a true Frankenstein creation with...

● Fuselage and inner wings from the (horrible) NOVO Attacker

● Wings from an Italeri Fw 190 D-9 attached to them

● Nose is a resin Griffon from an Avro Lincoln conversion set from OzMods

● Tail cone is a radar nose from an F-4J Phantom II

● Tail fin is a horizontal stabilizer from a Matchbox SB2C Helldiver

● Vertical stabilizers come from a Matchbox Me 410

● Oil coolers are modified front landing gear wells from two Revell G.91 kits

● Cockpit hood comes from a Revell P-39 Airacobra

● Landing gear comes from an Italeri Fw 190 D-9, covers were modified/improvised

● Main wheels belong to a MPM Ryan Dark Shark

● Tail wheel belongs to a Matchbox Harrier

● The propeller was scratched, IIRC from a Grumman Hellcat drop tank front and blades from an Airfix A-1 Skyraider. Inside, a metal axis was mounted.

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Work started with the fuselage and the wings as separate segments.

The Attacker fuselage lost its fin and the cockpit and air intakes were simply cut away, just as the tail pipe. The resin Griffon was slightly shortened at the front, but more or less directly attached to the fuselage, after I had cut out openings for the four rows of exhaust nozzles.

Then, the new tail cone was glued onto the end and the original fairings for the Attacker's stabilizer cut away and sanded even - anything had to be made new.

The wings were a bit tricky. I had hoped to use the Attacker's OOB wings, but these were not only much too small and did not have the proper shape, they also lacked landing gear wells!

Finding a solution was not easy, and I had to improvise. After some trials I decided to cut the Attacker wing span at about the width where the guns are located, and then add Fw 190 wings.

The depth would be fine, even though the Fw 190 wings were a bit thicker, and they offered a leading edge kink which was good for the original and characteristic I-2M107's wing root extensions. The latter were sculpted from a 6mm thick core or styrene sheet, added to the Attacker parts' leading edge, and the rest, as well as the lacking Attacker wing's thickness, sculpted with 2C and later NC putty.

Furthermore I cut out and sculpted landing gear wells, another challenging, since these had to cover the Attacker/Fw 190 parts' intersection! LOTS of putty work, sanding and shaving, but as a benefit I was able to use the Attacker kit's original wing/fuselage joints. Effectively, my placement turned out to be a bit far outside, so the track appears too wide - the price to pay when you work on single parts. Anyway, I left it was it turned out, as a major correction at a late working stage would mean to tear anything apart again...

Back to the nose: adding the propeller and the cockpit into the massive nose was the next working station. The propeller had to be huge, and also needed a rather big spinner. A contraprop was ruled out, even though it would have looked great here. But eventually I settled for a scratch-built thing, made from a teardrop-shaped drop tank front onto which the four blades from a A-1 Skyraider were glued. Probably the biggest prop I have ever put onto a 1:72 scale model! Since the resin nose was massive, drilling a hole and adding a metal axis to the propeller was enough.

With that in place I started carving out a cockpit opening - it worked better and easier than expected with a mini drill and a coarse shaving head! The opening is still rather small, a seat and a pilot hardly fit, but it works - I found a rather smallish pilot figure, and added a seat and some other small details from the scrap box, just to have something inside.

For a canopy I found a very old (30 years, I guess...) clear part from a Revell P-39 Airacobra in the scrap box, which was almost perfect in shape and width. It was a bit blind and stained with ancient enamel paint, but some wet sanding and serious polishing almost got it back to translucent status. Since I would not open the cockpit, this was a sufficient solution.

The asymmetrical cockpit opening was, in an initial step, faired with styrene strips, for a rough outline, and then sculpted with 2C and later NC putty, blending it into the rest of the fuselage.

For the tail surfaces, the SB2C stabilizer was cut away at its base - it is not a bad donation piece, its shape and rudder come pretty close to the I-2M107's original design!

The stabilizers I used on my kitbash come from a Me 410, and their leading edge was a cut away so that the sweep angle would be a bit larger. They lack depth, compared to the I-2M107's original design, but since the wings have become more slender, too, I think it's a good compromise, and the best what I had at hand in the spares stash.

Finally, and before detail work could start, the wings were attached to the fuselage. I eventually set them back by ~6mm, so that the new, extended leading edge would match the respective fairing on the fuselage. The resulting gap at the trailing edge was, again, filled with 2C and NC putty.

A personal change was a different oil cooler arrangement. The original location was to be in the wings' leading edge, just in front of the landing gear wells - but that appeared a bit doubtful, as I could not find a plausible solution where the exit for the air would be? Consequently, and in order to avoid even more messy putty sculpting on the wings, I decided to re-locate the oil coolers completely, into shallow, tunnel-like fairings under the wing roots, not unlike the radiator arrangement on a Spitfire or Bf 109.

In order to check the surface quality I decided to add a coat of grey primer, once the fuselage/wing segments had been connected. This showed only minor flaws, but made another turn with NC putty and wet sanding necessary.

Now it was time for finishing touches, e .g. mounting the landing gear, completing the cockpit and adding exhaust stubs - cut individually from HO scale model railroad roof tiles and inserted into the four fuselage fairings.

The canopy was fixed into place with white glue, which also helped closing some small gaps.

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Painting and markings:

While the I-2M107 looks odd, to say the least, I wanted to keep the paint scheme rather simple and quasi-authentic. I went for a pale grey/green camouflage, used e. g. on late war Yakovlev Yak-3 fighters.

Basic colors are Humbrol 31 (Slate Grey, it has a very greenish, even teal, hue), ModelMaster 1740 (Dark Gull Grey, FS 36231) and Humbrol 167 (Barley Grey) for the lower sides with a wavy waterline. Since only marginal surface details were left over, I decided to fake panels and panel lines with paint.

Panels were simulated with lighter shades of the basic tones (RLM 62 from ModelMaster, Humbrol 140 and 127 below), panel lines were painted with highly thinned grey acrylic paint and a special brush - in German it's called a 'Schlepppinsel', it's got very long hairs and is also used to paint scallops on car models, and similar things are used for real car tuning/custom paintwork, too.

Sure, the painted panel lines are a bit rough, but I did not want to risk any damage through manual engraving on the rather delicate mixed-media surface of the kitbashed model. For an overall look or first impression it's very good, though.

As 'highlights' I added a white spinner and half of the fin was painted white, too.

The decals were puzzled together. The flashes and the tactical code number come from a Hobby Boss La-7, the Red Stars, IIRC, belong to a vintage MiG-21F from Hasegawa. The "Rodinu" slogan actually belongs to a 1:35 Soviet Tank decals set.

Finally, after some additional dry painting with light grey, some oil stains around the engines and coolers and soot stains at the exhaust stubs and guns (painted, plus some grinded graphite, as it yields a nice, metallic shimmer that looks like oil or burnt metal), everything was sealed under a coat of matt acrylic varnish.

If it had been built, the Suchoj I-2M107 must have been an impressive aircraft - it was bigger than a P-47 Thunderbolt or an A-1 Skyraider, and one can only wonder how its field performance would have been?

Similar concepts had been underway in UK, too, e. g. for a heavy naval attack aircraft, but the I-2M107 with its asymmetrical cockpit and engine arrangement were unique. A worthy whif, even if some details like the landing gear or the borrowed nose section are not 100% 'correct'.

American rockers Foo Fighters played the first of three last-minute UK club shows at Brighton’s 600-capacity Concorde 2 venue in Sussex ahead of a headline slot during the closing ceremony of the first Invictus Games at the Queen Elizabeth Olympic Park in London.

Posing under the pseudonym 'The Holy Shits', tickets for the show were announced at 4pm the previous day and sold out (almost) instantly. Using the small capacity of the venue and loyal fan base as a precedent for choosing a mixed setlist, Dave Grohl, Nate Medal, Taylor Hawkins, Chris Shiflett, Pat Smear and Rami Jaffee tore through a 2-hour set peppered with tracks less-often played live including opener Enough Space, Up In Arms and Big Me.

Pointing out the presence of tribute band UK Foo Fighters in the audience, Grohl called up front man Jay Apperley to the stage to sing a song – ”Come up here brother, let’s see what you’ve got!”. Apperley scrambled through the sweaty crowd to the stage but went green as the opening riffs of screamer White Limo were strummed, however he did the song justice as Grohl relinquished vocal duties on one of the more vocally challenging songs in the Foo Fighter’s repertoire.

The main set was closed out with Hey, Johnny Park! and Everlong from second reconrd The Colour and the Shape before the band returned to the stage for a one-song encore of classic One by One track All My Life which was dedicated to all the fans outside the venue, who had been listening through the windows the entire night. Grohl requested the blinds be lifted so the fans outside could catch a glimpse of the magic on stage, requested the main audience quieten down so he could hear the outside screams and often drifted over to play to them during the closer.

All in all a fantastic re-introduction to one of the best touring rock bands of today and while no new material from the band’s forthcoming studio release ‘Sonic Highways’ was played, we very much look forward to the live experience with new material.

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

This China Suction Sewage Truck, also known as combination vacuum jetting truck or sewer vacuum truck, is a kind of vehicle specially used to suck, transport, and transfer sludge and sewage in sewer lines, rainwater wells, and sedimentary wells. It can help to reduce the labor intensity of work in sewer as well as to keep poisonous gases away from workers.

It is not only a good choice for cleaning pipelines, but also a good assistant for large factories to deal with sewage, greasy dirt, and wastewater. Besides, sometimes it can be even used to clean brooks.

Apart from sucking, cleaning, and dredging sewer lines, this combination vacuum jetting truck possesses other advantages. The first one lies in that its advanced sewage circulation filtration system can recycle the sucked wastewater, thus saving a great deal of water. The second advantage is that the recycling use of water can help to reduce the times of adding and pouring out water, thus improving the work efficiency greatly.

This sewer vacuum truck mainly consists of chassis, tank, vacuum system, high pressure system, driving system, water recycling system, hydraulic system, and electrical system.

It should adopt RORO.

We can provide tri-axial and bi-axial combination vacuum jetter trucks for you to choose.

Performance of Combination Vacuum Jetter Truck:

1.It has incorporated vacuum sewage sucking, high-pressure cleaning, water recycling, large swing arm holder of hydraulic driving suction tubes, automatically retractable cleaning water pipes with length of 120m, and hydraulic driving system into just one body.

2. It can increase the water usage ratio by 100%, and by recycling water constantly, it can deal with more sewage as much as 175% that of other similar trucks

3. It enjoys 50% higher work efficiency, and 30% higher loading capacity.

4. This sewer vacuum truck can take continuous vacuum suction work.

5. It has a high-efficiency cleaning system to clean its sewage tank.

6. The sludge discharged by this truck can meet the high environmental standards.

Parameters of Combination Vacuum Jetter Truck:

Chassis

Appointed by the customer

Water flushing system

Brand: WOMA

Type: 185 ARP-GGG

Flow/pump: ± 406 l/min

Max Pressure: ± 180 bar

Power requirement: ± 135 kW

Drive line: Hydraulically driven from the 2nd PTO exit on the gearbox. Largely dimensioned and adequately protected for safe operation.

Jetting pump engaged and disengaged from the main control panel.

Safety features: The jetting pump will be automatically disengaged at minimum water level.

Water supply tank: Capacity ±1000L, incorporated with the cooling water tank.

Filling device, overflow and drain ducts are foreseen with the necessary valves and quick couplings.

Manhole is foreseen.

Water level sight glass with couplings at top and bottom for cleaning purposes.

Low level water detection in water tank.

Suction hose: 20m length, made in stainless steel with flexible tubing and foreseen with a water filter and the necessary isolation valves.

Pressure hose: The pressure duct can be connected to the air supply system of the truck to blow out all water in case of temperatures below 0°.

Manual set water pressure regulation device with overflow to the water tank.

Jetting hose reel: 200m cleaning length. Executed in stainless steel,fixed rear mounted,

swivelling through 180°

Drived by hydraulic motor.

Coiling off manually operated, coiling on automatic (spring system)

Foreseen with lever operated ball valve.

Power takeoff

The chassis has to be equipped at your expenses with:

1 PTO on the gearbox with twin outlets:

1 outlet for driving the vacuum pump

1 outlet for driving the needed hydraulic pumps

All outlets is able to work simultaneously when needed at their full power demand.

The exact execution of the PTO has to be determined together with our technical department.

Pressure vacuum tank

Shape: Cylindrical shaped tank with U-sectional external stiffening rings.

Material: Stainless steel, grade A240-316L (1.4404 acc DIN)

Capacity: ±5,000 Litres

Baffles: None foreseen.

Wall Thickness: ± 6 mm

Head Thickness: ± 6 mm (torispherical heads)

Design pressure: FV and 4,0 bar overpressure

Working pressure: -0.9 bar underpressure and 2 bar overpressure

Tipping ram: Front tipping ram with safety support for easy working under a tipped tank.

Manhole: 1 Off manhole, positioned on the top centre line of the barrel.

Overpressure safety: A bursting disc [graphite] is mounted with overpressure relief valve,flame arrestor and pressure gauge

Walkway: Aluminium low level walkway to man-way, with rigidly fixed handrail, accessible by ladder.

Vent Valve: A 80mm stainless steel butterfly valve, pneumatically operated from the main control panel, on tank top.

Discharge gutter: A stainless steel discharge gutter will be mounted at the rear to protect the chassis.

Advertising boards: Mounted on both sides of the barrel. Boards to be in aluminium, painted.

Rear door: Full door with hydraulically opening operation and heavy, adjustable hinges. No threshold because door bottom is at same level as tank floor.

Safety: Hydraulic check valves with auto check and mechanical hold in upper position.

Locking mechanism: The door is locked by hydraulic operated clamps.

Seal: Positive seal with rubber seal in neoprene.

Content indicator: By means of a stainless steel floating ball inside the tank and an indicating arrow on the outside.

When the tank is full, the suction duct is closed automatically and a horn signal is activated. By means of a by-pass switch you can still empty the suction hoses.

Inlet valve: One off 150mm ball valve, brand BV, with manual operation. Valve to be in steel with stainless steel ball and PTFE seals. Located in base of rear door. A riser pipe is fitted to the inlet line with a suitable bend. Terminating in 6” Camlock male connection with blank cap.

Outlet Valve: One off 150mm ball valve, brand BV, with manual operation. Valve to be in steel with stainless steel ball and PTFE seals. Located in base of rear door. Terminating in 6” Camlock male connection with blank cap. Valves locked pneumatically during transport.

Vacuum pump

Type: Liquid ring vacuum pump, make KENFLO, driven from the PTO on the gearbox with cardan shaft and V-belts. Engage and disengage from drivers cab, continuous operate at 8 meters of water vacuum..

Air Flow: ± 30,000lpm

Suction depth: 10m vertical depth below ground level.

Power requirement: ± 85 kW

Ductwork: 6" – in stainless steel and rubber hosing

Equipment: 1st cut-off with stainless steel floating ball, at top of tank.

stainless steel secondary cut-off.

Pneumatic operated transport valve on top of tank.

Non return valve at pump entrance.

Snifter valve 2”

Exhaust: On top of the water tank and at ground level. The upper exhaust is executed as “chimney” exhaust. Both exhausts are foreseen with a male coupling.

Pump cooling: Water tank in stainless steel 304(L), ± 1.500L, mounted just behind the drivers cab and foreseen with filling duct and discharge line, manhole and 40/30mm acrylic sight glass.

Cooling duct to pump foreseen with automatic operated isolation valve.

Filtration system

Brand Klass(Germany)

made of stainless steel, debris dewatered to at least 80% of solid content.

granularity 500μm

Tank mounting

The chassis will be equipped at our expense with a sub frame acc. chassis manufacturer's prescriptions.

At the rear, the tank is equipped with 2 heavy hinge points.

At the front, the tank rests in a tank saddle with rubber lining.

Hydraulic – pneumatic and electrical equipment

Equipment: All needed control valves and equipment for a smooth and easy operation of the unit are installed.

Hydraulic: The needed hydraulic pump is mounted directly onto the PTO on the gearbox.

The unit is foreseen with a suitable oil tank and the needed filters and valves.

Pneumatic: The necessary air supply is taken from the main air supply of the truck. The necessary safety valves are installed.

Electrical: The needed electrical current, 24VDC, is taken from the trucks electrical system and is foreseen with the needed fuses.

Additional safety features

Earthing: An earthing reel with 10m cable and spike is mounted.

Emergency stop: An emergency stop is installed on the main control panel.

Rotary beacon: 1 off amber coloured rotary beacon is mounted at the top at the rear.

Working light: 1 off working light is foreseen at the rear.

Control panel

Controls: All necessary controls needed for good operation are provided and will be discussed with the customer prior to mounting.

Labels: The whole unit is foreseen with clearly engraved labels where necessary.

Speed governor: A speed governor is foreseen at the control panel. Pre-wiring for this has to be executed by the chassis supplier at his expense.

Finishing

Hose racks: On one side a stainless steel hose storage rack with solid bottom. Length according to available place.

Swivel arm: swivelling in both the vertical and horizontal plane.

Tool boxes: On one side a multi compartment stainless steel toolbox is foreseen. The control panel is also located inside this box.

Mudwings: Synthetic mudwings are foreseen on all rear axles.

Traffic regulation: All necessary items to comply with the local traffic regulations are mounted on the truck.

Underrun protection: At the rear a fixed underrun protection will be installed.

Treatment

Sandblasting: All steel and stainless steel parts are sandblasted to grade SA2.5

Paint: The whole unit is painted in an acrylic paint in your FLN colours.

Inside: The inside of the tank is pickled and passivated.

Advertising: Not foreseen in this offer.

Delivery

Date: In mutual agreement.

Delivery: Ready to operate but without suctions hoses and other equipment, unless mentioned earlier in this offer.

Manual: The unit is foreseen with an operations manual and a manual for complete maintenance.

Training: Our company provides operate training.

As a professional manufacturer of combination vacuum jetter truck in China, FUJIAN TAIHUA TRANSPORTATION EQUIPMENT CO., LTD can also provide many special vehicles for you, such as low bed semi trailer, container flatbed semi trailer, container skeletal semi trailer, tipping semi trailer, van semi trailer, side wall semi trailer,fuel tanker semi trailer, bulk cement tanker semi trailer, bitumen tanker semi trailer, vacuum suction truck, water jetting truck, and more. All of our products have obtained ISO9001 and CCC certification. With reliable quality and competitive price, our products have been quite popular among clients in many countries like Saudi Arabia, UAE(United Arab Emirates), Tanzania, Kenya, Australia, New Zealand, Belgium, Bosnia and Herzegovina, Brazil, Cuba, Morocco, Algeria and such. If you need combination vacuum jetter truck, please don't hesitate to contact us.

americanurbex.com

1 May 2019. At a seminar held by the ASEAN+3 Macroeconomic Research Office (AMRO) on the sidelines of the 52nd Annual Meeting of the ADB Board of Governors, participants discussed how East Asia can tackle multiple challenges related to strengthening its collective development capacity and cross-border connectivity. The AREO 2019, a flagship report produced by AMRO, was launched immediately prior to the seminar. The report discusses the economic prospects of the dynamic East Asian region, as well as a thematic study on “Building Capacity and Connectivity for the New Economy.”

Visit the event page for more information on this event and its speakers.

Capacity-building Training Workshop on Conflict Resolution and Strategic Peacebuilding

www.usaraf.army.mil

U.S. Army Africa command team visit peacekeeping training sites in Rwanda, Burundi

Story and photo by Sgt. Maj. Kimberly Williams

U.S. Army Africa

ENTEBBE, Uganda – Capacity building is a top priority for U.S. Army Africa. Therefore, during a visit to Rwanda and Burundi Oct. 19-20, Maj. Gen. William B. Garrett III and Command Sgt. Maj. Gary Bronson, the command team for U.S. Army Africa, seized the opportunity to see Africa Contingency Operations Training and Assistance sites in both countries.

“I was very impressed by the ACOTA programs in Rwanda and Burundi, where we are working closely with our partners to increase their capacity to support peacekeeping operations,” said Garrett.

Managed and funded by the Department of State, ACOTA is an initiative designed to improve African ability to respond quickly to crises by providing selected militaries with the training and equipment required to execute humanitarian or peace support operations.

At each site, civilian facilitators work closely with U.S. military noncommissioned officers, sent to the countries as mentors, in order to provide the most up-to-date and realistic learning experience possible.

Bronson, as U.S. Army Africa’s senior NCO, took the opportunity to meet with the U.S. facilitators and mentors in both countries to determine the road ahead. In the future, said Bronson, U.S. Army Africa needs to develop a process to prepare U.S. Army mentors for their role and to match up the right individuals with the skills needed.

But, Bronson said he is very impressed with what he has seen so far in both Rwanda and Burundi.

The ACOTA program is Rwanda is focused on preparing soldiers for peacekeeping operations while deployed in Darfur, Sudan. The site in Rwanda also has a computer simulation lab, which is the only simulation center for peacekeeping support operations in Africa.

“The partnership is doing great,” said Col. Aloys Muganga, commandant of the Rwanda Military Academy at Gako, which hosts the ACOTA in Rwanda. “They have trained my people so well that we can now train ourselves.”

Similar to Rwanda, the ACOTA program in Burundi focuses on preparing soldiers for peacekeeping operations, but in this case, to Mogadishu, Somalia.

This is the seventh iteration of ACOTA in Burundi.

The four-week program in Burundi includes individual skills, collective skills, lane evaluations, weapons familiarization and live fire ranges.

The 1st Battalion of the Burundi Land Forces took part in the first ACOTA rotation in 2007 and just recently returned from deployment to Mogadishu. Now, the Burundi Land Forces are bringing in these experienced soldiers to train the next rotations.

Sgt. Norberto Ramos, from the U.S. Army National Guard’s Co. B, 165th Infantry Battalion from Puerto Rice, is in Burundi along with two other NCOs to provide mentorship during the four-week program. Ramos said he believes the ACOTA program is successful.

“This has been great,” he said. “You can see the Burundi soldiers’ eagerness to learn in their eyes. “They are a beautiful people.”

“I’m happier and more satisfied with what I’m doing here than any time before,” Ramos said. “It builds me up as a leader and a person. It is a pleasure and an honor to be here.”

CAPTION: Brig. Gen. Cyprien Ndikuriyo (left), Burundi Land Forces commander, describes the outstanding efforts of Capt. Nicolas Bashizimpaka (right), who recently returned from peacekeeping operations in Mogadishu, Somalia, as Maj. Gen. William B. Garrett III, U.S. Army Africa commanding general, presents a coin to Bashizimpaka. Bashizimpaka attended the first Africa Contingency Operations Training and Assistance program in Burundi and will now pass on his first-hand knowledge to train battalions before they deploy.

Another required for the list. Not many left now!

SWT High Capacity Desiro HC450562 sits at Clapham Junction with a Waterloo train.

A posed photograph showing the machinery in use working on the Red Scar escarpment North of the Ribble.

In order to deal with the massive earth-moving programme, the principal Contractor had assembled a fleet of heavy plant which included tractors, scrapers, large capacity excavators and rear-dump trucks. However, the rains of the Autumn 1956 made it virtually impossible to work the sandy clay sub-soil and the major earthworks were postponed until the following Spring. Due to the exceptional circumstances, the Contractor was granted a five months extension of time.

The first section of the motorway, and the first motorway in the country, the Preston by-pass, was built by Tarmac Construction and opened by the then Prime Minister Harold Macmillan on 5 December 1958. A brochure was produced for the opening ceremony and can be read Here

Before the incursion of the motorway, this was once a renowned beauty spot and described thus:

"Red Scar," the seat of Major Cross, a quaint Elizabethan mansion,

with modern additions, is situated on the table land opposite to the centre

of the river's curve. It is no slight privilege to be permitted to ramble through

the winding paths, shadowy vistas, and secluded dingles, musical with the

voices of singing brooks and birds, embosomed in the depths of these woods,

from the lone quietude of which we occasionally catch a glimpse of

the bright country beyond. Here are stately halls of Nature's architecture,

domed by the azure heaven, and paved in rich mosaic, lustrous with the

bloom of the wild blue hyacinth, and flakes of golden sheen by the bright

attenuated fingers of stray sunbeams at random flung ! Hanging leaves

form verdant curtains with quivering fringe, so perfect yet picturesque in

form, that sympathetic fancy denies that the rude east wind hath ever

breathed upon them, or the eye of living being previously mirrored their

beauty ! This little Eden is within about three miles from the manufacturing

town of Preston, and yet few of its inhabitants ever visit the spot. Some

animals, in dire extremity, are said to feed upon their own limbs. Doth the

ravenous appetite for material wealth absorb that portion of the soul which

rejoices and expands in the presence of the Beautiful ?

The "lone quietude" has given way to the constant roar of 8 lanes of motorway traffic.

Located approximately 60 miles south and west of Wichita, the Flat Ridge I wind farm utilizes 40 Clipper Windpower wind turbine generators, each with a rated capacity of 2.5 MW

May 5, 2021 - New York City - Governor Andrew M. Cuomo, joined by New York Yankees President Randy Levine, New York Mets President Sandy Alderson, state budget director Robert Mujica, and state health commissioner Dr. Howard Zucker, announced in New York City that New York’s baseball stadiums will open with expanded capacity on May 19 as the state returns to largely reopened economic activity from coronavirus shutdowns, setting the tone for a return to normalcy spurred by vaccinations. In another sign of the state’s push toward a reactivated economy, tickets for Broadway are going on sale Wednesday for a full return to shows on Sept. 14. As for baseball fans, those who have gotten their shots for COVID-19 will be able to enjoy normal seating on May 19 and be accompanied by children under 16. The unvaccinated will have to sit 6-feet apart as the stadiums for both the New York Yankees and the New York Mets enforce 33% capacity limits. All will be expected to wear masks.

Those fans who have not gotten the shots will be offered the chance to get them at the stadiums, with free tickets thrown in for a future game as a bonus. The Governor said he will allocate a large number of the Johnson & Johnson “one-shot” vaccinations at each ball park. (Kevin P. Coughlin / Office of Governor Andrew M. Cuomo)

GSR-19 ITU Academy - GSMA Capacity Building Taster

Port Vila, Vanuatu, 9-12 July 2019

©ITU/D.Woldu

MTA reached a major L Project milestone in November 2019 with the opening of a new station entrance at 1 Av as part of L Project-related capacity improvements. The 1 Av station will ultimately get two new elevators, four new street entrances, two new turnstile areas adding 600 square feet of public space, new wall tiles, energy-efficient lighting, new turnstiles, and reconstructed infrastructure of the original First Avenue entrances.

Additionally, sidewalk restoration related to the L Project on 14th Street also reached a milestone, with an early construction timeline expected in January, months ahead of schedule. With the restoration of the 14th Street sidewalk, the L Project work on 14th Street will move underground.

Photo: MTA / Trent Reeves

Euro II

Seating capacity:

Deluxe: 17 to 19 Seaters

NonDeluxe: 23 Seaters And Above

Deputy Director of the IMF Institute for Capacity Development Roger Nord and Acting Assistant Administrator of USAID Peter Natiello participate in a signing ceremony welcoming USAID as a partner of the IMF’s Caribbean Regional Capacity Development Centre during the 2021 Annual Meetings at the International Monetary Fund.

IMF Photo/Allison Shelley

18 October 2021

Washington, DC, United States

Photo ref: AS211018033.ARW

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

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

U.S. Agriculture Secretary Tom Vilsack announces the Biden-Harris Administration is investing $59 million across the country to increase independent meat and poultry processing capacity, expand market opportunities for farmers and create jobs in rural areas.

He announced the new investments while touring a processing facility in Harrisonburg that will be expanded with the funding. Secretary Vilsack and Deputy Secretary Jewel Bronaugh visited with local producers and members of the community to discuss the importance of these investments to the region’s economy.

USDA is providing the $59 million in grants to five independent processors under the Meat and Poultry Processing Expansion Program (MPPEP). The funding will help build new processing plants, create hundreds of jobs, give local producers and entrepreneurs more options and business opportunities, and give consumers more options at the grocery store.

In Virginia, Shenandoah Valley Organic LLC is receiving a $3.6 million grant to expand its organic chicken processing facility in Harrisonburg. The company will use the funding to buy new de-boning equipment, increase its wastewater treatment capacity and create more space for both employees and equipment. The expansion will create more than 300 jobs and allow the company to better serve local farmers and consumers by nearly doubling its processing capacity to 630,000 birds per week. (USDA photo by Tom Witham)

Family Photo: International Relations and Cooperation Minister Lindiwe Sisulu in her capacity as Chair of the SADC Council of Ministers, hosts the meeting of the SADC Council of Ministers on 26 and 27 March 2018 at the OR Tambo Building in Pretoria. (Photos: DIRCO)

G520 with freshly painted 100t high capacity VHLY grain wagons cross Hovell Street rounding the curve towards the Wodonga Goods Sidings.

These are a couple of old scans and as far as I can tell these look like some of my first photos taken on a disposable camera back when I was only about 13 or 14.

2003.

Date of Liability 01 05 2014

Date of First Registration 24 01 1994

Year of Manufacture 1994

Cylinder Capacity (cc) 1998cc

Quick Fact: Global wind capacity grew 12 percent in 2013, according to the GWEC ow.ly/wzR6J

© Mazur/catholicnews.org.uk

Millennium UN Plaza Hotel New York

One United Nations Plaza

44th Street between First and Second Avenue

New York, NY, 10017

The hotel rooms are in the upper portions of the two green-tinted glass buildings - the nearest is Two United Nations Plaza and the furthest is One United Nations Plaza.

----------

In the 1960s the U.N. had grown from 51 missions to over 120 missions without any parallel office and hotel room capacity being built in its neighborhood. According to the NY Times the city of New York was receiving complaints from the United Nations about the shortage of office space and hotel accommodations on the mideast side and it was having thoughts about leaving the city.

The city took action. In 1968 a joint agency was formed by the city, state and U.N. to develop a large scale extension of facilities across First Avenue from the U.N. The agency, the United Nations Development Corporation, acquired the land on the north side of 44th Street at 1st Avenue, essentially across the street from the U.N. headquarters.

The United Nations Development Corporation contracted with the architecture firm Roche-Dinkeloo. Kevin Roche acted as the principal designer for the firm while John Dinkeloo provided expertise in construction and technology. In the 60s and 70s they created stimulating examples of civic and corporate architecture. Later in the early 1990's they designed the 56-story Morgan Bank in the financial district.

The plan emerged for a four building complex of 40-story towers. The first building -- a combined office, apartment and hotel tower was completed in 1976.

The height of the tower was curtailed to 39-stories as it could not exceed height of the Secretariat Building of the U.N. Contradictorily - in 2000 Donald Trump built The Trump World Tower at United Nations Plaza three blocks to the north and was allowed to go 72 floors.

Known as One UN Plaza, it was completed with office space to the 26th floor and 247 hotel rooms on floors 27-39. On the 27th floor a health club with its glass-walled swimming pool was built. On the 39th floor is the only hotel tennis court available in Manhattan.

The 2nd phase known as Two UN Plaza was a mixed use office and hotel building. It was completed in 1983. It contained another 180 hotel rooms.

The exterior of the two buildings is uncompromisingly uniform in composition, being made of rectangular green-tinted glass plates tied together with narrow aluminum bands. The facade grid consists of floor-high elements of mirror windows -- the first used in NYC -- with four windows forming one element.

When the hotel opened in 1977 it was known as the United Nations Plaza Hotel - and in small print - (a United Nations Development Corporation project, managed by Hyatt International Corporation)

In the 1980s Hyatt added the hotel to its new Park Hyatt brand and altered the hotel's name to U.N. Plaza Hotel-Park Hyatt – New York, NY. Rakesh Sarna, the Chief Operating Officer for Hyatt International Operations, served as the hotel's general manager in the early 80's.

In 1997 the NY Times reported that Mayor Rudy Giuliani determined it was time for the city to sell off assets -particulary those that put the city in the role of landlord. He felt the city should not be in the hotel business and thought there was a growing demand by investors for New York City hotels. J.P. Morgan, the city's financial advisor, circulated the prospectus spelling out the terms of the hotel sale to large international hotel concerns, including Hyatt International which held the management contract to operate the hotel. The hotel portions of the two buildings had a complex ownership structure involving the city and the United Nations Development Corporation which complicated the sale.

The hotel quickly sold in 1997 ending the city's 21 year tenure in the hotel business. It was thought the city made out like a bandit receiving $102 million from Hong Kong-based Regal Hotels International. The $238,000 price per key for each of the 428 rooms was much more then earlier city estimates of a price range of $40 million to $85 million. The hotel was rebranded to the Regal UN Plaza.

During the preceding 10 years New York City's share of the hotel's profits, rent payments and property taxes averaged $2.48 million. By shifting the United Nations Plaza Hotel's ownership from public to private hands the city expected to receive annual city taxes of $6 million, which could increase to $9 million by the year 2010.

On July 28, 1997 Mayor Rudolph Giuliani "handed-over" the city-owned 427-room U.N. Plaza Hotel to Hong Kong-based Regal Hotels International - the final step of the $102 million purchase. The mayor was joined at the ceremony by Daniel Bong, Deputy Chairman of Regal Hotels International Holdings LTD, Douglas Pasquale, President and CEO of Regal Hotels and the hotel's General Manager Richard Wilhelm. Wilhelm later worked for Donald Trump as President and Managing Director of the Plaza Hotel in New York City.

In November 1999 the London real estate company Millennium & Copthorne, acquired the 28 Regal hotels in the United States from Regal Hotels International paying $640 million ( $253 million in cash plus assuming $387 million in debt).

Some of the hotels included in the deal were the Regal U.N. Plaza in New York, the Regal Biltmore in Los Angeles, the Regal Bostonian in Boston and the Regal McCormick Ranch in Scottsdale, Ariz.

Millennium & Copthorne is 52.4 percent owned by Singapore based CDL Hotels International. Millennium and Copthorne already owns 42 percent of the Plaza and has interests in the Millennium Broadway and the Millennium Hilton, all in Manhattan.

In 2001 Millennium Copthorne renamed the Regal UN Plaza to - Millennium Hotel, New York, UN Plaza.

In 2010, Wanda Chan, the General Manager for the Millennium UN Plaza Hotel New York, told leadersmag.com the hotel would start guest room renovation in 2011, including new furniture, new wall coverings, new carpets, and new window treatments. Also, the lobby lounge is to be redesigned as a social space and an amenity for the guests and the general public by serving coffee/teas in the afternoon and wine in the evening.

Metropolitan Corporation of Greater Winnipeg Streets and Transit Division Streets and Traffic Dept. Volume-Capacity Relationships 1962 - 1963 Peak Hour [map]. [1:58,656]. In: Transportation Planning Branch Streets and Traffic Department. Base Conditions Winnipeg Area Transportation Study, Volume One. [Winnipeg]: 1966, plate 19.

Prepared for the Council of the Metropolitan Corporation of Greater Winnipeg by the Streets and Transit Division.

For the purposes of this investigation, the practical capacity of an intersection is defined as the maximum volume of traffic that can be discharged by an intersection in an hour under ideal conditions with most of the vehicles being able to clear the intersection without waiting more than one signal cycle. Where the volume to capacity ratio exceeded 1.00 delay and congestion was prevalent during peak hour traffic loads and conditions were considered unsatisfactory. (Winnipeg Area Transportation Study, Volume One. p. 52)

IMF's DMD Carla Grasso introduced the speakers - Allison Holland, Gilbert Kalyandu, and Ashraf Khan as they discussed Capacity Development - Building Capacity in a Fragile State - Lessons Learned from Somalia at the IMF Headquarters during the 2019 IMF/World Bank Annual Meetings, October 16, 2019 in Washington, DC. IMF Photograph/Joshua Roberts

The Commonwealth Heads of Government Meeting is scheduled to be held at the BMICH, Colombo in November 2013. The last CHOGM meeting held in the South Asian Region was in India during the period November 23 to 29, 1983 and the 23rd CHOGM meeting to be held in Sri Lanka 30 years thereafter can be considered an important event not only for Sri Lanka but also for the entire South Asian Region.

Youth to the fore

With the culmination of the 23rd CHOGM meeting, the Chairmanship of the Commonwealth heads of States will be conferred on the President of Sri Lanka for two years commencing November 2013 until the next CHOGM meeting to be held in Port Louis, Mauritius in 2015.

Meanwhile, the 9th Commonwealth Youth Forum is scheduled to be held at the International Convention Centre, Hambantota during the period November 10 to 14, 2013. The Ministry of Youth Affairs and the National Youth Services Council are already playing an important role in this regard.

A Youth-Led Task Force (YLTF), consisting five youth leaders from Commonwealth member countries and five youth leaders from Sri Lanka, with co-chairs from each group will be responsible for the planning and the organising of the CYF. The Task Force will consist of five youth leaders from Commonwealth member countries and five youth leaders from Sri Lanka, with co-chairs from each group and is responsible for the entire program, including the daily agenda, themes for plenary sessions and the identification of resource persons, among others.

This will, no doubt, be an important juncture in the development of international relations of Sri Lanka. Therefore, I consider that this is the opportune moment to emphasise the importance of the Commonwealth Youth Program and its history.

The development plans that came the world over, both in developed and developing countries, after the Second World War paid greater attention to youth development related activities, the psychological aspects and the hopes and expectations of youth being considered most important.

At the same time the United Nations defined “youth” as those between the age groups of 15 to 24 years and launched special programs worldwide for their benefit with a view to improving their knowledge in Youth Development Activities. Some countries have introduced training courses leading to the award of university degrees and diplomas in the youth related fields. Presently the Commonwealth Youth Affairs division also is being considered an important institution within the commonwealth body.

The Commonwealth organisation is the second largest International Organisation in the world, the largest being the United Nations. Currently 54 countries hold membership of the Commonwealth. The membership of Fuji was suspended on December 8, 2006 due to a power struggle within the country leading to a coup d'etat. Zimbabwe withdrew voluntarily its membership on December 7, 2003 after its suspension of membership on March 19, 2002.

At present several countries are seeking membership of the Commonwealth. They are Algeria, Somaliland (a self-declared nation that is internationally recognised as an autonomous region of Somalia), Madagascar, South Sudan, Sudan, Surinam and Yemen.

The population of the member countries of the Commonwealth worldwide is around 228 billion (2,280 million) therefore hosting the 23rd meeting of the CHOGM and at the same time holding the Commonwealth Youth Program as well the commonwealth Economic Forum in the country will be of immense benefit to our nation.

The Commonwealth Youth Program is dedicated to the development of youth activities in the 54 member countries of the Commonwealth. Its Headquarters is located in London. To facilitate the activities of the Commonwealth Youth Forum, four regional centres had been established, viz. African, Asian, Caribbean and South Pacific. The African Regional Youth Centre is located in Lusaka, Zambia. The Asian Regional Youth Centre is located in Chandigarh, India. The Caribbean Regional Youth Centre is located in George Town, Guyana and the South Pacific Youth Centre is located in Honiara, Solomon Islands. The Commonwealth Youth Centre for Asia, which was established in 1975 and located in the Indian city of Chandigarh co-ordinates the youth development activities of Asian countries, viz., Bangladesh, Brunei, India, Malaysia, Maldives, Pakistan, Singapore and Sri Lanka. In the year 1984 two other regional centres were established in South Pacific and Caribbean: Georgetown, Guyana. The average age of more than half of the population of the Commonwealth member countries is 30 years and investing in these young people will be of paramount importance in achieving the “Millennium Development Goals”.

In this regard, I wish to refer to the “Coolum Declaration” in 2002 when the Commonwealth Heads of Governments made clear their determination to address the question of poverty alleviation by harnessing the skills, knowledge and energy of a highly motivated younger generation.

The CYP Asia Regional Centre currently runs programs extracted from the New “Plan of action for Youth Empowerment 2006-2015”, an overarching implementation agenda that provides a blueprint for youth development. It is relevant for governments, development partners, youth networks and young women and men who are valued partners in the process.

The Commonwealth Youth Forum (CYF) 2013 will be held for five days from No. 10-14, 2013, in Hambantota.

The CYF is organised with several objectives including ‘To allow youth leaders to exchange ideas and cultures, for youth participants to build skills and network, and to work toward identifying the most vital challenges and opportunities facing young people at present ‘The four days will be allocated for the main forum of the Commonwealth Youth Forum while one day will be set aside for sightseeing.

Participants of the CYF will have the opportunity to take part in professional skills development programs, capacity building activities and cross-cultural programs. These are the events and activities being planned for this year's CYF.

The General Assembly of Commonwealth Youth Council (CYC) will hold its sessions during the Commonwealth Youth Forum. The new officials for the Assembly will be selected during the session.

The General Assembly, the platform representing the voice of youth, will be an independent body, where their views can be raised freely. The General Assembly of the CYC will meet once in every two years and will be the highest decision-making organ of the CYF.

Newly elected youth leaders of the CYC and co-chairs of the CYF Youth-Led Task Force will interface with the Heads of Governments so as to share among themselves the experience they gain in their activities and to decide as to how the youth groups can work together with governments in order to achieve their objectives during the ensuing two years.

The other important event is the award ceremony which will be held to recognise and appreciate the accomplishments of award-winners from across the Commonwealth. The foreign delegates and their local counterparts will voluntarily participate in community projects locally arranged, which in turn will contribute to major national developments initiated by the government.

Arrangements will be made for the participants to be taken on site-seeing visits to places of historical and cultural significance, some of which are classified as ‘world heritage sites”. Such visits will enable us to show the world the rich heritage of the Sri Lankans and the organising capacity of the country.

The writer from the Sri Lanka Foreign Service is the Director (Middle East) Ministry of External Affairs, Colombo.

www.sundayobserver.lk/2013/08/25/fea01.asp

A detail from a devotional sand painting created by youths during the family session “Championing The Oneness of Humanity: Exploring Bahá’í Teachings Related to Sports” in August 2015 at Green Acre Bahá'í School in Eliot, Maine. Photo by Jasmin Kemp

Houston, Texas

Summersome ward has approximately twenty six patients when at capacity, mostly it had seventeen or so. Of those, five were long term patients like myself. We would pass each other in the corridors and greet one another, asking how we are but never enquiring about details. We all knew each other to some degree. I knew some better than others. On nights I couldn’t sleep I would sit with the night shift nurses at the station where others would be. We would talk about a wide range of topics. Despite the differences in opinions we were all united in one thing. There was a camaraderie because each of us there were fighting a weapons grade cunt called cancer.

I hadn’t slept in the night so ended up at the station where I learned that a long term patient had died in the early hours. She was a lovely lady, a fight in her that burned behind her kind eyes. She had been progressively weaker over the weeks. However nothing prepares you for their death. Nothing. You can’t help but get emotional, at this stage in my life I have given up fighting back the tears, clenching my jaw in defiance of the emotion that wells up from deep inside. I will miss her.

There was a knock on my door and Dr Hardy came in. Smiling she pulled the chair closer to my bed.

“It’s good to see you again Jack, how are you?” she asked.

“Dr Hardy, is it eleven already? Time flies when you are having fun I guess. I’m okay, no real pain, a few new bruises from the insulation injections.” I replied.

“Please call me Ann, I prefer less formality. Do you mind if I sit down?” she asked.

“Of course not, please do” I said motioning to the chair with a nod.

Pulling the chair further towards me she sat down and wriggled to get comfy. Crossing her legs she rested my medical notes on a knee and began turning over the pages.

“Major abdominal surgery, bowel cancer metastasised to the liver, pancreatic internal bleed. Diabetic. Chemo toxicity. You’ve been through it” she said casting a confirming glance at me.

“It’s been quite a ride” I replied.

I still wasn’t sure whether this was real world or the morphine again. The afternoon before she had touched my shoulder though, I had felt that. She was real therefore this wasn’t a hallucination I concluded. I would open up to her.

“Also have erratic heart rates that Dr Crusic has concerns about. Full house I guess” I added and smiled at her.

Ann got up and replaced the notes at the bottom of the bed, sitting back down. She crossed her legs again and leaned back in the chair. She pursed her lips.

“How do you feel following that conversation with Billy, sorry I mean Dr Crusic?”

I paused to think about this. I hadn’t really determined how I felt about it. Sounds ridiculous I know but I really hadn’t.

“I appreciated his direct approach in stating the facts. I don’t want to sound complacent to any of this, I accept I’m on the clock now and I have fantastic teams all helping me fight to stay alive. I appreciate every single one of them. However I know I could die at anytime now. Deep down I’ve known and accepted this when I was first told the seriousness of my condition.” I said.

Pausing for a moment I glanced at Ann. She was regarding me carefully but said nothing and in doing so encouraging me to continue.

“Without rambling on… I think that accurately describes how I feel about the conversation we had, and indeed how I feel now. I have my distractions, my blog, my music, and my exercise. All of these I believe keep me sane, objective and a desire to keep fighting. I have my memories.” I concluded.

“Is that your greatest fear as of now, death?” she asked as she rubbed her leg, one of those itches that just had to be scratched I guess.

“Not really no. Sepsis closing down my organs and the excruciating fucking pain. The many times I have been so ill that it was unlikely I would make it through the night. I think any fear I had of death… well I would just say it’s not a fear I have. My greatest fear right now is that I am ignoring someone so very near and dear to me” I said.

“Do you mind if I recline the bed a little, I am finding sitting up like this to be rather uncomfortable on my bum” I asked glancing back to her.

She reached for the bed control and it began to flatten out.

“Say when?” she said.

“When!” I exclaimed smiling back at her. “Thank you, that’s much better.”

“Who are you ignoring and why Jack?” she asked as she attempted to replace the control on the hook, missing it several times before finally finding the right angle so it caught.

You ought to try doing it in the dark, on morphine and while laying down, most of the time the control ended up on the floor shortly followed by me muttering ‘fuck it’.

There was a knock at the door and Caitlin appeared, time for the vitals. Caitlin was really kind with me, would always stay and chat. She saw Ann was sat at my side, greeted her and said that she wouldn’t be long.

“Short pain” Caitlin said as she pressed the button, the lance launching the needle into my finger.

“How come you don’t say sharp scratch, I was under the impression that was the default announcement before stabbing anyone” I asked Caitlin, offering her a smile.

She looked up from the monitoring phone and appeared to be considering my question. Apple iPhones by the way, it seems there is no industry that they haven’t penetrated with their kit.

“It’s not really a sharp scratch though is it, more like a little prick” she giggled.

Packing up the trolley she made for the door. Stopping in the open doorway, “but we can’t say little prick, it sounds rude” she added.

“I’ve been called much worse” I said after her. The door quietly shut and I was left with Ann looking at me with what I would describe as a rather quizzical expression.

“It’s true, I have been called much worse in my time. Most of it underserving I hasten to add, some of it I did deserve. Certainly no angel by any stretch of the imagination” I said.

Ann bowed her head laughing. Scratching that leg again she looked up and gave me a friendly smile. Running her fingers through her ponytail I sensed she was wondering what to say. However she wasn’t wondering at all, she probably knew what she was going to ask three or maybe four questions ahead.

“You had said your greatest fear was that you were ignoring someone important to you. I had asked who it is and why you feel the need to ignore them?” she persisted.

The feeling came over me very quickly, this was not a subject I wanted to discuss with anyone. I was ashamed of my actions. I needed to say goodbye but the hurt I knew I was causing to someone who did not deserve it. I could feel myself closing off, becoming guarded as if Ann had asked a deeply personal question. Which she had. She just didn’t realise maybe.

“Would you mind if this conversation was discussed at a later point, I don’t mean to be rude or appear unappreciative of your help and time. It’s because I am so ashamed of myself for not doing what is right, that it is hard for me to put this into words. Coherent words I mean. Coherent enough to convey the who and why” I asked.

“Of course. When you are comfortable with talking about it you can let me know. If it weighs heavily on your mind then I would recommend that you share it. It is clearly important you” she replied.

I quietly thanked her, not lifting my head from staring at the bed sheets. Now this was fucking rude of me. Ann wanted to help. I looked at her, into her eyes as tears rolled from mine.

“Jack, I am going to let you rest now. I will call in to see you tomorrow around the same time if that’s okay with you?” she asked placing her hand on my shoulder.

“Yes please, thank you Ann. I will look forward to that and I am so very sorry for all this. I don’t know what has come over me” I replied.

“You have nothing to apologise for Jack, I am here to help you where I can, whatever the issues” she said. The slight pressure from her hand went as I closed my eyes, the sound of the door quietly closing. I tapped the music app on the laptop, set it to shuffle and tried to sleep.

I vaguely remember Caitlin coming in, offering my arm for the vitals check. She was humming along to Pauly Fuemana’s ‘how bizarre’ playing on my laptop. It was a soft hum that relaxed me, sending me back to sleep. When I finally did open my eyes, the room was dark except for the small light that remained on all the time. I had slept through the rest of the morning and all of the afternoon.

A knock at the door. It was Clarissa. “Can I get you a drink love?” she asked.

“I’d love a highball Clarissa” I replied grinning.

“What’s a highball, never heard of that? Is that one of those funny coffee concoctions because we can’t do anything clever with the hot drinks I’m afraid”

“Typically, a highball is a shot from each bottle across the optics, a splash of mixer. If you ask for one in the Viper Room that is.”

Clarissa boomed out her contagious laugh. “You would be so lucky love, I can offer a cup of tea, white, two sugars?” she said still laughing.

“That would be perfect, thank you. Oh and if you see anyone from the diabetes team, don’t mention the sugar?”

She winked at me, the door slowly closed behind her.

And John was belting out God Save the Queen. Indeed John, God save her.

If you enjoy this content, please consider buying me a coffee at www.buymeacoffee.com/grifandesqz- Thank you.

I am diagnosed with terminal stage 4 colon cancer that has metastasised to my liver. I now have Type 1 or Type 2 diabetes and as a result of the colon cancer, I have an ileostomy called Elvis.

"The secret of happiness, you see, is not found in seeking more, but in developing the capacity to enjoy less." ~ Socrates

chiotsrun.com/2010/03/13/sunny-spring-days/

Giants Stadium, also called The Meadowlands, is the home stadium for the New York Giants and New York Jets NFL football teams, and Red Bull New York (formerly MetroStars) of MLS. It is located in East Rutherford, NJ as part of the Meadowlands Sports Complex, which also hosts the Meadowlands Racetrack and the Continental Airlines Arena. Official seating capacity as of 2004 is 80,242, making Giants Stadium the second largest stadium in the NFL behind FedEx Field. Giants Stadium was the first major league sporting venue in New Jersey.

Giants Stadium opened October 10, 1976, as 76,042 fans witnessed a loss by the Giants to the Dallas Cowboys. College football made its debut at Giants Stadium October 23, 1976, with Rutgers University defeating Columbia University, 47-0.

In 1984, the New York Jets became co-tenants with the Giants. While the stadium has a decidedly blue atmosphere, matching the Giants' team colors, when the Jets play there, the walls are covered with green banners, matching their colors.

The New York Cosmos of the North American Soccer League moved to Giants Stadium for the 1977 season and remained until the league folded in 1985. Soccer legend Pelé played his last game here October 1, 1977, playing the first half for the Cosmos and the second half for his old Brazilian team, Santos.

Other professional football teams that have called Giants Stadium home over the years include the New Jersey Generals of the United States Football League; the New York/New Jersey Knights of the World League of American Football; and the New York/New Jersey Hitmen of the XFL. The stadium has also hosted numerous college football games, including the Garden State Bowl from 1978-1981; Kickoff Classic from 1983 to 2002; the New York Urban League Classic since 1981; several Notre Dame-Navy and Notre Dame-Army games; and the Army-Navy Game on three occasions, most recently in 2002.

Nine games of the 1994 FIFA World Cup soccer tournament were held at Giants Stadium (including one semifinal), along with several games of the 1999 Women's World Cup. The largest crowd to ever attend an event at Giants Stadium was 82,948, as Pope John Paul II celebrated Mass during a rainstorm on October 5, 1995. Performers ranging from Bruce Springsteen to the Grateful Dead to The Rolling Stones to Bon Jovi have played Giants STadium. The majority of the Paradise City music video by Guns N' Roses was filmed at the stadium in 1988. For some years a rumor circulated that the remains of Jimmy Hoffa had been buried under one of the end zones at Giants Stadium.

10th Prime Minister of Canada. He served in this capacity from 1921 to 1930 and 1935 to 1948, as a member of the Liberal party. He was the longest serving prime minister in Canadian history with 22 years in this position. He also served in the House of Commons on three separate times, from 1908 until 1911, 1919 until 1925, and 1926 until 1948, and was the leader of the Liberal party from 1919 until 1948. A cautious politician, he tailored his policies to prevailing opinions. He was not a charismatic person and did not have a large personal following. Born in Berlin (now Kitchner), Ontario, Canada, his father was a lawyer and later a professor at Osgoode Hall Law School in Toronto, Ontario. His maternal grandfather was William Lyon Mackenzie, first mayor of Toronto and leader of the Upper Canada Rebellion in 1837. He received his pre-college education at Berlin Central School (now Suddaby Public School) and Berlin High School (now Kitchener-Waterloo Collegiate and Vocational School). He earned five university degrees, two from the University of Toronto (Bachelor of Arts (1895) and Master of Arts (1897), a Bachelor of Laws in 1896 from Osgoode Hall Law School, a Master of Arts in political economy from Harvard University at Cambridge, Massachusetts (1898), and was awarded a Doctorate of Philosophy from Harvard in 1909. Prior to attending Harvard, he studied at the University of Chicago and worked with Jane Addams at her settlement house, Hull House. He holds the distinction of being the only Canadian Prime Minister to have earned a Doctorate Degree. In 1900 he was appointed Deputy Minister at the head of the Canadian government's new Department of Labour, and became active in policy domains from Japanese immigration to railways, notably the Industrial Disputes Investigations Act (1907) which sought to avert labor strikes by prior conciliation. He was first elected to Parliament as a Liberal in a 1908 by-election, and was re-elected by acclamation in a 1909 by-election following his appointment as the first-ever Minister of Labour. After his defeat, he was hired in June 1914 by John D. Rockefeller, Jr. as a Director of the Rockefeller Foundation in New York City, New York, heading their new Department of Industrial Research. He worked for the Foundation until 1918, forming a close working association and friendship with Rockefeller, advising him through the turbulent period of the 1914 strike and Ludlow massacre at a family-owned coal company in Colorado, which subsequently set the stage for a new era in labor management in America. While was not a pacifist, he showed little enthusiasm for World War I and faced criticism for not serving in Canada's military and instead working for the Rockefellers. However, he was nearly 40 years old when the war began, and was not in good physical condition. In 1918 he, assisted by his friend F.A. McGregor, published the far-sighted book "Industry and Humanity: A Study in the Principles Underlying Industrial Reconstruction", a dense, abstract work that went over the head of most readers but revealed the practical idealism behind his political thinking. He emphasized that capital and labor were natural allies, not foes, and that the community at large (represented by the government) should be the third and decisive party in industrial disputes. In February 1918 he left the Rockefeller Foundation and became an independent consultant on labor issues with American corporations until 1919, when he was re-elected to the House of Commons and chosen as the leader of the Liberal party. In the 1921 election, his party defeated Arthur Meighen and the Conservatives, and he became Prime Minister. During his first term in office, he pursued a conservative domestic policy with the object of lowering wartime taxes along with wartime ethnic tensions, as well as defusing postwar labor conflicts. He sought a Canadian voice independent of Britain in foreign affairs, which became evident during the Chanak crisis in September 1922, when British Prime Minister David Lloyd George sought repeatedly for Canadian support, in which a war threatened between Britain and Turkey. In 1926 he advised the Governor General, Lord Byng, to dissolve Parliament and call another election, but Byng refused, the only time in Canadian history that the Governor General has exercised such a power. Instead, Byng called upon the Conservative Party leader, Arthur Meighen, to form a government. Meighen attempted to do so, but was unable to obtain a majority in the House of Commons and he, too, advised dissolution, which this time was accepted. In the ensuing Canadian federal election, he appealed for public support of the constitutional principle that the Governor General must accept the advice of his ministers, though this principle was at most only customary. The Liberals argued that the Governor General had interfered in politics and shown favor to one party over another. He and the Liberal party won the election and a clear majority in the House of Commons. In 1930 election, at the beginning of the Great Depression, the Liberals lost to the Conservative Party, led by Richard Bedford Bennett, who became the new Prime Minister and he stayed on as the Leader of the Opposition. He maintained no enthusiasm for the New Deal policies and programs of US President Franklin D. Roosevelt (which Bennett eventually tried to emulate, after floundering without solutions for several years), and he never advocated massive government action to alleviate depression in Canada. In 1935 the Liberals used the slogan "King or Chaos" to win a landslide in the 1935 election and King regained his former position as Prime Minister. Promising a much-desired trade treaty with the US, his government passed the 1935 Reciprocal Trade Agreement, which marked the turning point in Canadian-American economic relations, reversing the disastrous trade war of 1930-31, lowering tariffs, and yielding a dramatic increase in trade. He also implemented relief programs such as the National Housing Act and National Employment Commission. In March 1936, in response to the German remilitarization of the Rhineland, he had the Canadian High Commissioner in London inform the British government that if Britain went to war with Germany over the Rhineland issue that Canada would remain neutral. In June 1937, during an Imperial Conference of all the United Kingdom Prime Ministers in London convened during the coronation of King George VI and Queen Elizabeth, he informed British Prime Minister Neville Chamberlain that Canada would only go to war if Britain were directly attacked, and that if Britain were to become involved in a continental war then Chamberlain was not to expect Canadian support. Also during 1937, King visited Germany and met with Adolf Hitler, becoming the only North American head of government to do so. He was strongly influenced by German composer Richard Wagner's operas (also Hitler's favorite composer), and was of the opinion that Hitler was akin to mythical Wagnerian heroes within whom good and evil were struggling. He thought that good would eventually triumph and Hitler would redeem his people and lead them to a harmonious, uplifting future. These spiritual attitudes not only guided Canada's relations with Hitler but gave the prime minister the comforting sense of a higher mission, that of helping to lead Hitler to peace. In August 1939, with the prospects of another world war looming, he began mobilizing, with full mobilization on September 1. Unlike World War I, however, when Canada was automatically at war as soon as Britain joined, he asserted Canadian autonomy by waiting until September 10, a full week after Britain's declaration of war, when a vote in the House of Commons took place to support the government's decision to declare war. In August 1940 he signed an agreement with US President Roosevelt at Ogdensburg, New York, that provided for the close cooperation of Canadian and American forces, despite the fact that the US remained officially neutral until the Japanese bombing of Pearl Harbor, Hawaii on December 7, 1941. During World War II, under his leadership, Canada training airmen for the Commonwealth, guarded the western half of the North Atlantic Ocean against German U-boats, and providing combat troops for the invasions of Italy, France and Germany in 1943 through 1945. He proved highly successful in mobilizing the economy for war, with impressive results in industrial and agricultural output. To re-arm Canada he built the Royal Canadian Air Force as a viable military power, while at the same time keeping it separate from Britain's Royal Air Force, and was instrumental in obtaining the British Commonwealth Air Training Plan Agreement, which was signed in Ottawa in December 1939, binding Canada, Britain, New Zealand, and Australia to a program that eventually trained half the airmen from those four nations in World War II. After the start of war with Japan in December 1941 the government oversaw the Japanese-Canadian internment on Canada's west coast, which sent 22,000 British Columbia residents of Japanese descent to relocation camps, in response to intense public demand for removal over fears of espionage or sabotage. He and his Cabinet ignored reports from the Royal Canadian Mounted Police and Canadian military that most of the Japanese were law-abiding and not a considered a threat. In 1943 he hosted the First Quebec Conference with British Prime Minister Sir Winston Churchill, the Earl of Athlone (Alexander Cambridge, the 16th Governor General of Canada) and US President Franklin D. Roosevelt and the following year, he hosted the Second Quebec Conference with the same principals. In 1945 he won the Canadian federal election with a minority, but formed a functioning coalition to continue governing. The same year, he helped found the United Nations and attended the opening meetings in San Francisco, but he became pessimistic about the organization's future possibilities. After the war, he quickly dismantled wartime controls and began an ambitious program of social programs and laid the groundwork for Newfoundland and Labrador's entry into Canada, which did not take place until 1949, the year after he retired. In January 1948 he called on the Liberal Party to hold its first national convention since 1919 to choose a leader. In the August convention that year, they chose Louis St. Laurent as the new leader of the Liberal Party. Three months later, he retired after 22 years as Canada's Prime Minister. In private life he was highly eccentric, with his preference for communing with spirits, including those of Leonardo da Vinci, Sir Wilfrid Laurier, his dead mother, and several of his Irish Terrier dogs. He also claimed to communicate with the spirit of the late President Franklin D. Roosevelt. He sought personal reassurance from the spirit world, rather than seeking political advice. After his death, one of his mediums stated that she had not realized he was a politician. His occult interests were kept secret during his years in office, and only became publicized later. In 1953 "Time" magazine stated that he owned and used an Ouija board and a crystal ball. He died of pneumonia in Kingsmere, Quebec, Canada, at the age of 75, with his retirement plans to write his memoirs unfulfilled. His portrait is displayed on the Canadian $50 dollar note.

maniacbug.wordpress.com/2011/10/19/sensor-node/

Nonprofit Capacity Building Workshop 04/27/22

2014 Gore Aussie Muscle Mania Car Show (12-4-14)

5.0 Litre Red Motor 308 V8

Capacity 308 ci (5047 cc)

OHV V8, 2 valves per cylinder

four barrel Rochester Quadrajet carburettor

Bore and stroke 101.66 mm x 77.77 mm

Power output 240 bhp (179.0 kW) at 4800 rpm

Torque 315 bhp (434 Nm) at 3000 rpm

Compression ratio 9.0:1

308 Path To Power: The Basics

Here's a few pointers on how to get the most from your 308 without breaking the bank. I'll be concentrating more on the carby 5 litre's for now, but the same principles do apply with the EFI V8's.

Without even thinking about cams and headwork and all the rest of the nice little goodies you can throw at an engine, make sure it is breathing efficiently and in the best running condition you can make it first. Its the little things that don't cost much, but all add up to a generally nicer running, more flexible engine and can also promote longer engine life.

Oils Aint Oils

For the 308, I'd recommend Castrol Formula R 25W50. There are also some very good oils from Penrite and Torco in similar grade. Yes, there are plenty of other well known exotic oil brands that claim to release untold horsepower, but for the price, it is just not worth it when you are talking about a humble 308. So stick with the tried and proven.

Try to stay away from fully synthetic oils or oils that are very thin. Old holden engines aren't designed to use them and they will likely cause premature wear.

If you have a lifter noise upstairs, there is a very good product called Nulon Lifter Free. From most reports I've heard, it works well to get rid of all the oil gunk and sludge in the top end and throughout the motor. The cleaner the oil system, the smoother the engine will run and you will reduce the chance of premature engine wear, which is always a good thing.

A word of warning though, I wouldnt use it on a very old engine, since the sludge buildup may be too great and there is a risk that little bits will dislodge and block oil galleries, which is very bad Be sure to read the instructions carefully if you do use the stuff.

Ignition System

If you have an older 308 running points, get rid of it! The standard later model Bosch electronic ignition system (i.e VL) is a very good system for a mild 308 and is an easy swap. Make sure every component of your ignition system is up to scratch. Ignition is like a chain, it is only as good as it's weakest link, so make sure you have good leads, plugs, dizzy cap n rotor and coil. To maximise its potential even further, you can get the dizzy re-curved to suit more of a performance application.

Stick with known leads and plugs brands, like Top Gun/Eagle and NGK. Also be sure to protect the leads from any heat source, especially the extractors. Use those lead clips to neaten them up and route them correctly. Also, there's no nead to buy fat leads, 8.5-8.8mm leads will be fine. Bigger is not always better.

There are complete performance ignition systems for the 308 from brands such as MSD and Crane, but unless you are planning big power in the future, they are not really worth the minimal gain compared to the above system. Not knocking those high performance systems though, for consistent fat spark, look no further than those two brands. IC&E also do good high performance ignition systems too.

Cold Air

Most standard holden air intakes are rubbish and are just designed to keep noise down. A performance air filter using a K&N element is probably the first mod you would do to free up HP, but it doesnt stop there. Cold air is your friend, and getting as much of the stuff as possible into your engine is your primary goal. Furthermore, the gains can't always be seen on the chassis dyno, but will more than likely show up over the quarter mile.

If running a carby, not much can beat cutting a hole in your bonnet and running a conventional scoop. Furthermore, alot of people overlook this, but you can improve on this setup even further by isolating the incoming air from the scoop using a cold air box. The cold air box surrounds the carby and seals to the underside of the bonnet. This works well if the hole in your bonnet is opened up further around the filter. Perhaps the final piece of the cold air puzzle would be using a K&N Xstream top filter with this setup. You only have to look at this picture to realise why www.knfilters.com/universal/X-stream.htm

Thermos

Removing the engine fan and replacing them with thermo fans is an easy way to make 5-10hp. The only real hurdle in doing this however, is that alot of people fit fans that are too small or they don't use an engine shroud. Depending on what car you have, a set of VT or AU twin thermos is an easy and cheap upgrade. You shouldn't have any cooling problems with these setups. Using a lower temperature thermostat can also be a good idea, and don't forget quality coolant e.g. Tectaloy Gold. A radiator flush couldn't hurt either. Or even a bigger radiator might be good idea if yours is pissweak.

Exhaust System

You can't go past a set of extractors and an exhaust system to let the bent 8 growl and make some more power.

Street Holden motors tend to like the Tri-Y design (4-2-1) extractors more so than the tuned length type (4-1), and Tri-Y's are renowned for making more midrange grunt which helps a street car. Don't go too big on the primaries, 1 5/8" will be more than enough. Pacemaker extractors are the way to go. Difillipo and Gonzo make good pipes for the Holden engine, but usually they cater for more street strip type engines.

With the exhaust system, alot of people go too big with the system thinking bigger is better. A single 2.5" system would be enough for a stock 5 litre, or if a cam is on the cards, a twin 2.25" or single 3" is more than enough to support decent horsepower for a 308. Although having said that, you will really need to think where you are heading in the future. If you are planning something like a stroker later on down the track, go for a twin 2.5" system or twin 2.5" into single 3". You may lose power in the short term, but you won't have to change the exhaust when the stroker goes in later on.

If running a twin system, be sure to have some kind of merge or H pipe which helps to equalise exhaust pressure. It makes a nicer note and reduces drone too. Personally, I dont like the designs of the Merge/X Pipes on the market, simply because most of them arent designed very well. Unless you bought a merge pipe from Sureflo, use an H Pipe.

A mandrel bent exhaust would be nice to have, but the difference between mandrel bent and press bent is minimal. Although always have the tight n twisty areas of your exhaust system mandrel bent i.e. over the diff etc. I could talk endlessly about mufflers, but really, muffler choice will be dependant on how much money you have to spend. But in design, go for the Straight Thru type mufflers.

Carbies

Alot of people just throw on a Holley Double Pumper and disregard the 4 barrell Rochester, but both carbies have their good points and their bad points. The Holley is relatively easier to tune and is more of a performance oriented design, but the Rochester can be made to perform on par, if not better than the Holley if rebuilt and tuned by someone who knows their Rochesters, although the problem is usually finding someone that does. The Brocky spec Rochesters are meant to be pretty good. If you want to switch to a Holley, I wouldn't go anymore than a 600 Double Pumper or 650 Vacuum Secondary.

With either type of carby, the one thats tuned the best will outperform the other, regardless of brand. That’s one advantage of the Rochester - they tend to keep in tune better than Holley's. Also keep the venturi's clean by spraying them with some carby cleaner every now and then.

If you have bonnet clearance, another cheap little trick is to add on a 1 inch carby spacer to increase intake plenum volume. This usually gives more power and torque throughout the rev range. Although I would seek some expert advice on which kind of spacer would be right for your engine since there are types to suit different carbies, different manifolds etc.

(ref: www.aussiev8.com.au/holden-v8s/2861-308-path-power-basics...)

I've found Brewers fans to be fiercely loyal (probably the highest percentage of licensed-goods wearers in MLB) and extremely cordial. It might have been something due today with my Brewers cap from a long-ago giveaway.

The "Sleipnir" is a human-piloted rover, for exploration and sample collection, with large load capacities. It has independent suspensions that allow it to move easily on interplanetary soil. It also has 6 independent electric motors, one for each set of wheels. It has articulated arms on the front for preliminary analysis of the terrain in front of the rover itself, while on the back of the vehicle, there is a telescopic arm for collecting large samples, plus a winch.

The "Sleipnir" is driven by an operator at the command post, who can be accompanied by two other astronauts, who can disembark from the vehicle and explore the surrounding area. This is made possible thanks to a decompression chamber that isolates the passenger compartment (at 1 atm) from the outside.

Finally, the vehicle has a high-performance electric battery pack, rechargeable thanks to the various solar panels arranged on the vehicle.

Communications between the rover and the base, or the satellite network, are permitted by the presence of several antennas and a satellite dish.

Lafayette St

NoHo

Dave Grohl

American rockers Foo Fighters played the first of three last-minute UK club shows at Brighton’s 600-capacity Concorde 2 venue in Sussex ahead of a headline slot during the closing ceremony of the first Invictus Games at the Queen Elizabeth Olympic Park in London.

Posing under the pseudonym 'The Holy Shits', tickets for the show were announced at 4pm the previous day and sold out (almost) instantly. Using the small capacity of the venue and loyal fan base as a precedent for choosing a mixed setlist, Dave Grohl, Nate Medal, Taylor Hawkins, Chris Shiflett, Pat Smear and Rami Jaffee tore through a 2-hour set peppered with tracks less-often played live including opener Enough Space, Up In Arms and Big Me.

Pointing out the presence of tribute band UK Foo Fighters in the audience, Grohl called up front man Jay Apperley to the stage to sing a song – ”Come up here brother, let’s see what you’ve got!”. Apperley scrambled through the sweaty crowd to the stage but went green as the opening riffs of screamer White Limo were strummed, however he did the song justice as Grohl relinquished vocal duties on one of the more vocally challenging songs in the Foo Fighter’s repertoire.

The main set was closed out with Hey, Johnny Park! and Everlong from second reconrd The Colour and the Shape before the band returned to the stage for a one-song encore of classic One by One track All My Life which was dedicated to all the fans outside the venue, who had been listening through the windows the entire night. Grohl requested the blinds be lifted so the fans outside could catch a glimpse of the magic on stage, requested the main audience quieten down so he could hear the outside screams and often drifted over to play to them during the closer.

All in all a fantastic re-introduction to one of the best touring rock bands of today and while no new material from the band’s forthcoming studio release ‘Sonic Highways’ was played, we very much look forward to the live experience with new material.

Dominique Desruelle, Director of Institute for Capacity Development of the International Monetary Fund.

IMF Photo/KIM HAUGHTON

4 March 2021

Washington, DC, United States

Photo ref: KH210304017_1.jpg