View allAll Photos Tagged Deployment
U.S. Air Force Staff Sgt. Patrick D. Spivey, a military working dog handler from Antelope, Calif., teamed with Bodro, a 2-year-old Belgian Malinois, attached to Task Force Currhaee, 4th Brigade Combat Team, 101st Airborne Division, to run through patrol and attack drills at Bagram Air Field Dec. 16, 2010. The dog team trains regularly to maintain readiness for when the skill may be called upon to save lives. (Courtesy photo)
Special agents with the Diplomatic Security Service (DSS) Office of Mobile Security Deployments provide additional security for the DSS motorcade carrying U.S. Secretary of State Michael R. Pompeo, in New York City for the 74th UN General Assembly, Sept. 22, 2019. (U.S. Department of State photo)
Deploying the MOCNESS (Multiple Opening and Closing Net Environmental Sensing System) on Lake Michigan, May 8, 2015. Credit: NOAA
Staff deploy weighted recycled Christmas trees to create fish habitat in Wye Mills Lake, winter 2020.
More blogged at lynwalkerden.blogspot.com/
I photographed a very special family farewelling their sailor husband/father for a 6 month deployment to the Middle East. So much emotion, such a beautiful family! The countdown is on for his return in March when I'll be back to capture all the joy.
In coordination with the Lebanese Armed Forces (LAF), the United Nations Interim Force in Lebanon (UNIFIL) deployed a detachment of multinational force to Beirut in order to assist Lebanese authorities with their efforts to deal with the aftermath of the tragic 4 August explosions. 30 September 2020. Photo by Haidar Fahs (UNIFIL)
FWC Division of Law Enforcement storm response Hurricane Harvey; August 29, 2017.
FWC photo by Robert Klepper
+++ DISCLAIMER +++
Nothing you see here is real, even though the model, the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
No. 19 Squadron of the Royal Flying Corps was formed on 1 September 1915, from members of No. 5 Squadron, at Castle Bromwich training on a variety of aircraft before being deployed to France in July 1916 flying Royal Aircraft Factory B.E.12 and re-equipping with the more suitable French-built SPAD S.VIIs. From November 1917, the squadron started to receive Sopwith Dolphins to replace its SPADs, it being fully equipped with the Dolphin during January 1918, flying its first operational patrol with the new fighter on 3 February. In 1917, the squadron was re-equipped with Sopwith Dolphins, flying escort duties.
No. 19 Squadron was disbanded after the First World War on 31 December 1919. On 1 April 1923, the squadron was reformed at RAF Duxford with the Sopwith Snipe, initially operating as part of No. 2 Flying Training School (No. 2 FTS). After becoming independent No. 2 FTS, No. 19 Squadron remained at Duxford flying number of different fighters such as the Gloster Grebe, Armstrong Whitworth Siskin Mk. IIIa and the Bristol Bulldog Mk. IIa. In May 1935, the unit became the first squadron to be equipped with the Gloster Gauntlet which they flew until March 1939. In 1938, No. 19 Squadron became the first squadron in the RAF to operate the Supermarine Spitfire Mk. I, when K9789 was delivered on 4 August. The squadron lost its first Spitfire when K9792 crashed on landing at RAF Duxford on 20 September 1938, having only been delivered on 16 August.
After the outbreak of World War 2, No. 19 Squadron was stationed at RAF Duxford in September 1939, and was part of No. 12 Group, RAF Fighter Command. In May and June 1940, the squadron helped provide air cover over the Dunkirk beaches. In June 1940, No. 19 Squadron began the receive Spitfire Mk. Ibs, which were armed with the Hispano cannon, however due to reliability issues the unit soon reverted to the Spitfire Mk. Ia. No. 19 Squadron formed part of the Duxford Wing, No. 12 Group's 'Big Wing' formation during the Battle of Britain.
Later versions of Spitfires were flown until the arrival of North American Mustang Mk. IIIs for close-support duties in early 1944. After D-Day, No. 19 Squadron briefly went across the English Channel before starting long-range escort duties from RAF Peterhead, Scotland, for Coastal Command off the coast of Norway. The Squadron converted to the Mustang Mk. IV in April 1945 while based at RAF Peterhead.
Just as the Mustang transformed USAAF fighter escort operations on missions deep into Germany, so the RAF would use the impressive range of the aircraft to provide fighter cover for strike aircraft which would previously have operated autonomously. These missions included anti-shipping strikes by Beaufighters and Mosquitos along the coastline of Norway, which could last almost six hours in duration, with most of the flying time taking place over the vast, unforgiving expanse of the North Sea. Ensuring German units in Norway were never in a position to threaten the eastern coast of Britain and importantly, keeping significant forces occupied in the region and unable to reinforce units further south, these dangerous long-range operations continued right up until the eventual end of hostilities in Europe and in their own way, were as demanding as any flown by pilots serving through WWII. As Bomber Command decided to re-commence daylight strike operations from 1944, the European Theatre witnessed the unusual situation of both RAF and USAAF Mustangs providing bomber protection cover in the same airspace at the same time and as the Luftwaffe finally began to crack under the unrelenting pressure, Allied Mustangs were free to hunt for anything they deemed a suitable target. At this time, there must have been hundreds of Mustangs flying in European skies, both British and American, and all manner of production variants – even the first Allison powered Mustang Is were used right until the final stages of the War in Europe.
Flight Lieutenant Arthur S ‘Joe’ Doley joined the Royal Air Force during the Second World War and went on to fly Spitfires and Hurricanes with Nos 610 and 87 Squadrons, in Britain, North Africa and Italy. He later joined No19 Squadron at Peterhead in February 1945, where he was introduced to the Mustang IV and long-range operations over the North Sea, very different form the shorter-range combat operations he had been used to in North Africa and Italy. Even at this late stage of the war, Doley was kept extremely busy on these shipping strike protection missions and undertook at least 12 of these missions during the last few weeks of WWII, with several further missions aborted due to various technical issues. Following the end of hostilities, No.19 Squadron relocated to RAF Acklington on 13th May 1945, where it continued its association with the Mustang, even though the aircraft looked very different from their appearance during the final weeks of the war. The rather disheveled camouflage appearance associated with aircraft operating over large expanses of ocean had gone, to be replaced with a handsome natural metal presentation, which really suited the striking profile of the magnificent Mustang. It was during this time that Flt. Lt. Doley began his association with a particularly striking Mustang and one which must be considered one of the most distinctive piston-engine fighter aircraft to see service with the Royal Air Force. Mustang IV KM272 (QV-V) was resplendent with its blue and white spinner and front engine cowling, but also carried name ‘Dooleybird’ in large red letters on the port side of the fuselage.
After WWII, No. XIX (Fighter) Squadron soon exchanged their Mustangs for Spitfire Mk. XVIs. The original ‘Dooleybird’ was exchanged for a Spitfire LF.16, too (with NR761, to be specific), but the lively livery of KM 272 was taken over and to honor the pilot the machine was assigned the individual code letter ‘J’, for A. S. Doley’s nickname ‘Joe’.
The Spitfire Mk. XVI was the same as the Mk. IX in nearly all respects except for the engine, a Merlin 266. The Merlin 266 was the Merlin 66 and was built under license in the USA by the Packard Motor Company. The "2" was added as a prefix in order to avoid confusion with the British-built engines, as they were built with metric gauges that required different tooling in both production and maintenance, so that units would only exclusively use either type of engine and not mix it with other Spitfire variants. Because of a slightly taller intercooler and rearranged accessories on the Packard Merlins a new, bulged upper cowling was introduced which also appeared on late production IXs. Production commenced in September 1944 with the first aircraft reaching No.443 Sqn. Royal Canadian Air Force in January 1945. However, problems with the license-built engines limited the Mk. XVI’s introduction to front-line squadrons for several months, so that this version saw only limited use during the last months of WWII in Europe. A total of 1,054 Mk. XVIs were built at Castle Bromwich near Birmingham, with the last delivery taking place in August 1945. Spitfire Mk. XVIs equipped 36 RAF squadrons, including eight squadrons of the Royal Auxiliary Air Force after the war, these serving until 1951.
All Mk. XVI aircraft produced were of the Low-Altitude Fighter (LF) variety. This was not determined by the length of the wings (clipped wings were fitted to most LF Spitfires, though), but by the engine, which had been optimized for low-altitude operation. All production Mk. XVIs had clipped wings for low altitude work and were fitted with the rear fuselage fuel tanks with a combined capacity of 75 gal. Many (but not all) XVIs featured cut-down rear fuselages with bubble canopies, and on these aircraft the rear fuselage tank capacity was limited to 66 gal.
Armament for most Mk. XVIs (re-designated LF.16 soon after the war) consisted of 2× 20 mm Hispano II cannon and 2× 0.50” caliber Browning machine guns in the so-called “E” wing. 1× 500 lb (227 kg) bomb or an auxiliary tank could be carried under the fuselage on a central hardpoint, and 1× 250 lb (114 kg) bomb could be slung under each wing.
After their introduction in mid-1945, the Spitfire LF.16’s service with RAF No. 19 Squadron was only short and lasted only several months. In October 1946, the unit moved again, from Northumberland southward to RAF Wittering at the boundary between Cambridgeshire and Northamptonshire. There, the Spitfires were retired or handed over to RAuxAF units. NR 761 was handed over to No. 614 (County of Glamorgan) Squadron where it served until July 1950 (replaced with D. H. Vampires), and No. 19 (F) Squadron converted to the de Havilland Hornet Mk. I, which were operated for about five years until January 1951 when the Squadron received their first jet aircraft, the Gloster Meteor F.4.
General characteristics:
Crew: one pilot
Length: 31 ft 2 in (9,55 m)
Wingspan: 32 ft ½ in (9,93 m)
Height: 11 ft 5 in (3.86 m)
Wing area: 242.1 sqft (22.48 m²)
Airfoil: NACA 2209.4(tip)
Empty weight: 5,065 lb (2,297 kg)
Loaded weight: 6,622 lb (3,000 kg)
Max. takeoff weight: 8,731 lb (3,946 kg)
Powerplant:
1× Rolls-Royce Merlin 266 liquid-cooled V12 engine with a two speed, two-stage supercharger,
rated at 1.470 hp (1.096 kW) at 9.250 ft (2.820 m), maximum output of 1.710 hp (1,276 kW),
driving a 4 blade constant speed Rotol airscrew with Jablo or Hydulignum wood blades
Performance:
Maximum speed: 415 mph, (364 kn, 669 km/h)
Combat radius: 411 mi (360 nmi, 662 km)
Ferry range: 1,135 mi (991 nmi, 1,827 km)
Service ceiling: 40,500 ft (13,265 m)
Rate of climb: 2,600 ft/min (13.2 m/s)
Wing loading: 27.35 lb/sqft (133.5 kg/m²)
Power/mass: 0.22 hp/lb (0.36 kW/kg)
Armament:
2x 20mm Hispano Mk II cannon (120 RPG)
2x 0.5 in (12,7 mm) Browning machine guns (250 RPG)
Three hardpoints (1 ventral, 1 under each outer wing) for up to 1.000 lb (454 kg)
The kit and its assembly:
My submission for the 2022 “One Week” Group build at whatifmodellers.com, a tactical choice. This is what would at warthunder.com be called a “semi-authentic” whif. The inspiration came when I found a leftover decal sheet from the classic Matchbox P-51D/K Mustang kit, which offers the famous and pretty ‘Dooleybird’ KM 272 as a painting option from May 1945. I wondered how long the aircraft had carried this bright livery, and eventually found out that RAF No. 19 Squadron operated the Mustang only for a couple of months after the end of WWII, replaced by Spitfire LF.16s. This became the simple concept for this whif: what would such a Spitfire have looked like?
For the kit I went for Heller’s venerable Spitfire LF.16 kit: it is pretty cheap and still a decent representation of the last Merlin-powered type, despite some flaws. I also was happy that I could build the model basically OOB, without major modifications, saving time for the short group build period of just nine days for the model itself and the pictures. However, the Heller kit has its weaknesses: surface details are raised (yet quite fine), the cockpit interior is complete with bulkheads and a separate seat, but highly simplified. The same goes for the landing gear wells and the radiators: they are molded into the main parts. Detail freaks will certainly wrinkle their noses, but for the kit’s typical price it’s O.K. and there are certainly worse Spitfire kits in 1:72 around!
A fundamental problem, though: The overall material thickness is rather poor, what causes troubles when you glue the fuselage halves together and when inserting the wing section into its respective hull opening: aligning and simply attaching everything is hazardous, the wings are later so wobbly that their seams frequently break up!
The main landing gear is also very flimsy, and why the mold designers decided to use only half of the already tiny locator pins as attachment points is beyond my understanding. The legs are so wobbly that they hardly hold the model up – I had to support them with superglue.
Nevertheless, the kit was built totally OOB, I just implanted a styrene tube adapter for the propeller with a longer axis.
Painting and markings:
This was quite challenging, and I have the impression that the original RAF KM 272 and its livery are just as elusive and speculative as Indian Air Force C992, a MiG-21FL that carried a spectacular tiger stripe livery – often offered as a painting option in kits or depicted in artwork, but these are only based on blurry b/w pictures that do not reveal the aircraft’s actual colors and do not show details like the underside. The ‘Dooleybird’ seems to be a similar affair, and the more you try to find out about the aircraft, the more controversial the details become – esp. under the light that the aircraft apparently operated only for a couple of months in this livery in peacetime, so there cannot have been many variations.
For instance: what’s the color of the anti-glare panel? US-style olive drab or black? Or was it even dark blue? And how would this translate onto a later Spitfire? The cheatline under the anti-glare panel is controversial, too: Matchbox and some others depict it as dark blue (reflecting the white-and-blue spinner and the checkered collar behind it, No. 19 Squadron’s unit colors), while Airfix offers deep yellow with its recent 1:48 kit. Well, I do not believe in the latter, because a b/w picture of KM 272 at Airfix’ website that is used as reference for the model(!) shows the cheatlines in a relatively dark color, while the yellow wing leading edges are much lighter. Even when you consider different angles and light reflections of the respective areaa, I do not buy the yellow trim on the fuselage – so I stuck with the blue, which IMHO also looks better and more plausible. I coupled this with a black anti-glare panel; typical post-war Spitfires did not feature such a panel at all and were all-silver, but to replicate KM 272’s looks on the different airframe I kept it. As s side benefit, the dark panel stretches the Spitfire LF.16’s elegant lines with its low rear section even further.
Another dubious detail: the color of the codes. The Matchbox kit shows them in black, but roundel blue could have been an option, too. And even the ‘Dooleybird’ tag in red is not 100% certain: I have found an aftermarket decal sheet that shows it in blue! The more you look, the more confused you get… :-/
Painting started with an overall coat with a tone called “White Aluminum” from the rattle can, which yields a nice metallic shine. The cockpit was, typical for late WWII RAF aircraft, painted in a very dark grey (Revell 09 Anthracite), with dry-brushed details in a slightly lighter grey – but the cockpit is so tight that hardly anything can be discerned. The interior of the landing gear wells and of the radiators was painted with Humbrol 56 (Aluminum Dope), a more greyish silver tone.
The blue on the spinner and for the cheatlines is probably “Oxford Blue” (Humbrol 104), the same as the color used on the roundels, but I used a slightly lighter mix with some Humbrol 25, in an attempt to match the print color from the decals.
As mentioned above, the anti-glare panel became deep black. Since the contrast between the black and the blue was very weak I experimented with a white 0.5 mm demarcation line between the colors, but that looked weird and reduced the contrast even more, so that I eventually stuck to the original (Matchbox) design.
To liven up the silver airframe the fabric-covered surfaces on the tail were painted with Humbrol 56, too, and single panels all over the hull were painted with Revell 99 (Aluminum) for a light contrast. Then the model received a light black ink washing to emphasize the recessed surface details (esp. around the rudders/flaps), and some light post-panel-shading with Humbrol 27001 (Matt Aluminum Metallizer), slightly lighter than the overall White Aluminum, was done for an even more “uneven” surface.
The decals came next, and this took some improvisation. Roundels were, after some consideration, taken from the Matchbox sheet – even though these left me uncertain, too. These are still Type C roundels from the WWII period, but they are shown with a bright red that was AFAIK officially introduced in 1947 with the post-war Type D roundels? Or did KM 272 still use wartime “Identification Red (dull)“? I decided to stick with the brighter option, even if it was wrong, because it matches the aircraft’s overall rather bright complexion, and this is a what-if model, after all.
Fitting the checkered collar behind the propeller was quite challenging – from former builds of the Matchbox ‘Dooleybird’ many years ago I remembered that the decals already did not fit well around the original kit’s front end, and despite carrying a Merlin, too, the Spitfire’s cowling is quite different from the Mustang’s. To have more flexibility, I trimmed down the carrier film and cut each half of the ring into four segments and tried to apply them evenly – not perfect, but I think that I could not expect more.
The yellow ID markings on the outer wings’ leading edges were created with decal sheet material – again I was uncertain how long these would have been worn after WWII? KM 272 still had them, a successor one year later maybe not – but I kept them, too, to stay close to the original ‘Dooleybird’ and for the additional color on the airframe.
The serial number of this Spitfire, NR 761, is fictional and was AFAIK not assigned to an active RAF aircraft. To give the Spitfire a post-war look I decided to use a more modern font: all serial numbers on the fuselage and under the wings were created with material for respective decals from an Xtradecal BAC Lightning sheet. As an adaptation to the different underwing space due to the radiators I placed the large code letters in two lines instead of just one (as seen on KM 272, where the codes extend over the landing gear covers).
The tactical code on the flanks was created with single black 8 mm DIN font letters from TL Modellbau, which is similar to the RAF font but slightly bolder. Again, I was not certain how long the WWII practice with a pair of unit letters and a single letter for the individual aircraft had been kept by RAF units – but RAF Tempests in Europe were marked this way until at least mid-1946, and overseas even until 1949.
Once the decals were in place, the model received a light rubbing with graphite to apply an additional metallic shine and to emphasize the raised panel lines. Slightly more graphite was added behind the exhaust stubs. Finally, the model was sealed with semi-gloss acrylic varnish (Italeri), except for the anti-glare panel and the propeller blades, which became matt.
A project with many question marks – despite the simple idea and the alleged short building time. However, despite some twists and turns, the result looks very attractive, the fictional ‘Dooleybird’ successor is a real eye-catcher, esp. when you expect a Mustang at first glance behind the masquerade. 😉 Besides, I have plans to build the real ‘Dooleybird’ in 1:72, too, but based on the Academy P-51D/K and with some detail improvements to better match the real aircraft (which had, for instance, uncuffed propeller blades).
La 18e étape du Tour de France 2015 s'est déroulée le jeudi 23 juillet 2015 entre Gap et Saint-Jean-de-Maurienne sur une distance de 186,5 kilomètres.
Le départ de la course a lieu à Gap dans le département des Hautes-Alpes. Les coureurs prennent alors la direction du nord par la « route Napoléon » en direction du département de l'Isère atteint près du lac du Sautet.
Les coureurs arrivent dans le département de la Savoie dans le massif des Grandes Rousses à hauteur du lac de Grand Maison. De là, ils joignent et passent le col du Glandon (1 924 m) et entament la descente vers la Maurienne par la vallée des Villards. Une fois dans la vallée, le parcours se poursuit à travers Sainte-Marie-de-Cuines jusqu'à Pontamafrey-Montpascal après traversée de l'Arc. Débute alors l'inédite ascension des 18 lacets de Montvernier2, avant de redescendre à nouveau vers la vallée et de retraverser l’Arc avant l’arrivée finale à Saint-Jean-de-Maurienne.
Pierre Rolland attaque dès le premier kilomètre de cette deuxième étape alpine. Il est rejoint par Joaquim Rodriguez (second derrière Chris Froome au classement du maillot à pois) et Julian Arredondo puis d'autres hommes en contre-attaque, l'échappée se fixant à 29 coureurs : Fuglsang (Astana), Bardet, Bakelants, Riblon (AG2R), Pinot (FDJ), Kreuziger, Rogers (Tinkoff), Anacona, Castroviejo (Movistar), Caruso, Dennis (BMC), De Gendt (Lotto-Soudal), Preidler (Giant), Rodriguez (Katusha), Matthews, S.Yates (Orica), Rolland, Gautier, Sicard, Voeckler (Europcar), Arredondo, Jungels (Trek), Plaza (Lampre), Talansky, Martin (Cannondale-Garmin), Clement (IAM), Barta (Bora) et Pauwels (MTN). Un groupe de 11 coureurs (Fuglsang, Bardet, Anacona, Caruso, Rodriguez, Rolland, Gautier, Jungels, Talansky, Hesjedal et Pauwels) se détache dans le col du Glandon tandis que le peloton maillot jaune est lui aussi réduit, à 19 coureurs. Sur une accélération de Pierre Rolland à 4 km du col, Romain Bardet et Winner Anacona profitent de leurs qualités de grimpeurs pour passer en tête le sommet. Barguil, Contador puis Nibali attaquent Chris Froome dans ce long col mais le regroupement a lieu dans la descente sous l'impulsion du coéquipier du maillot jaune Geraint Thomas. Romain Bardet poursuit son effort dans le descente, lâche Winner Anacona et s'attaque aux lacets de Montvernier avec 45 secondes d'avance sur ses huit poursuivants directs, Fuglsang, Anacona, Caruso, Rolland, Gautier, Jungels, Talansky et Pauwels. Bardet résiste à ce groupe de chasse et remporte sa première étape sur la « grande boucle » tandis que les leaders du classement général se neutralisent et arrivent trois minutes après lui. Grâce à cette victoire, Bardet monte à la dixième place du classement général, aux dépens de Warren Barguil.
Thomas Voeckler, né le 22 juin 1979 à Schiltigheim (Bas-Rhin), est un coureur cycliste français.
Professionnel depuis 2001, il est membre de l'équipe Europcar. Il a notamment été champion de France sur route en 2004 et 2010, et vainqueur du Grand Prix de Plouay 2007, du Grand Prix cycliste de Québec, de quatre étapes du Tour de France en 2009, en 2010 et en 2012. Il s'est rendu populaire lors du Tour de France 2004 en portant le maillot jaune pendant dix jours. Il réédite cet exploit lors du Tour de France 2011 qu'il finit à la 4e place du classement général. Il remporte le maillot de meilleur grimpeur du Tour de France 2012. Il est considéré comme l'un des meilleurs coureurs français des années 2000.
Thomas Voeckler devient professionnel en 2001 avec l'équipe Bonjour. Au cours de sa carrière, il reste fidèle à Jean-René Bernaudeau, et évolue sous ses ordres dans la même équipe rebaptisée « Brioches la Boulangère », de 2003 à 2004, Bouygues Telecom de 2005 à 2008, BBox Bouygues Telecom de 2009 à 2010, puis Europcar depuis 2011.
2001-2002 : débuts chez Bonjour
Thomas Voeckler au Tour de l'Avenir 2001, portant alors le maillot de l'équipe Bonjour.
Thomas Voeckler devient professionnel en 2001 au sein de l'équipe Bonjour, dans laquelle il a été stagiaire en 2000. Alors qu'il n'est initialement pas dans l'équipe de départ pour le Tour d'Italie 2001, il est retenu à la suite des blessures de Frédéric Gabriel et Charles Guilbert7. Pour l'équipe, la course est marquée par les chutes et l'abandon de plusieurs coureurs. Voeckler a de son côté des difficultés dans les étapes de montagne où il termine à plusieurs reprises à la dernière place. Ce Giro, marqué à quelques jours de son terme par l'opération de police anti-dopage surnommée le « blitz », voit également l'équipe Bonjour se faire voler son stock de vélos à trois jours du terme de l'épreuve7. Dans une course verrouillée par les équipes italiennes, Voeckler essaie à plusieurs reprises de s'échapper mais ne peut le faire que le dernier jour7. Avant-dernier au classement général final, Voeckler est le seul coureur de la formation Bonjour à finir ce Giro7.
2003 : les premières victoires chez Brioches la Boulangère
Il remporte sa première victoire chez les professionnels en 2003 : la Classic Loire-Atlantique. Il remporte ensuite le Tour de Luxembourg et deux étapes. En septembre, il gagne une étape du Tour de l'Avenir. Il participe également la même année à son premier Tour de France, qu'il termine à la 119e place.
2004 : révélation avec le maillot jaune sur le Tour de France
En 2004, il effectue un travail d'équipier de plus en plus remarqué aux côtés de ses leaders Jérôme Pineau (avec qui il réalise un doublé sur la Clásica de Almería) et Sylvain Chavanel (qui remporte les Quatre jours de Dunkerque puis le Tour de Belgique avec Thomas comme dernier équipier). Il gagne ensuite la semi-classique À travers le Morbihan avant de terminer 5e de la Classique des Alpes aux côtés des grimpeurs espagnols Óscar Pereiro, Iban Mayo ou encore Óscar Sevilla. Il se révèle au grand public français en remportant le championnat de France à Pont-du-Fossé puis en enchaînant avec un excellent Tour de France 2004 au cours duquel il devient très populaire auprès du public français, se battant avec le maillot jaune sur les épaules durant la moitié de l'épreuve. Il se distingue lors de la 5e étape, faisant partie d'une échappée victorieuse de 184 km comprenant cinq coureurs qui terminent l'étape avec plus de 12 min d'avance sur le peloton. La victoire d'étape revient à l'Australien Stuart O'Grady mais c'est Thomas Voeckler, le mieux classé de l'échappée au classement général, qui endosse le maillot jaune à l'issue de l'étape8. Il porte le maillot jaune pendant dix jours, le défendant avec courage dans les Pyrénées face à Lance Armstrong et perdant le maillot blanc seulement lors du dernier contre la montre. Il termine à la 18e place du classement général.
Il est sélectionné pour représenter la France aux Jeux Olympiques à Athènes. Il se classe 20e de la course en ligne.
2005-2008
En 2005, l'équipe de Thomas Voeckler change de sponsor et devient Bouygues Telecom, elle intègre l'UCI Pro Tour, nouvelle première division mondiale de cyclisme. Thomas Voeckler choisit d'enchainer les participations aux grandes courses, privilégiant le gain d'expérience au résultat immédiat. Il dispute notamment Paris-Nice, le Tour des Flandres, Gand-Wevelgem, Paris-Roubaix, l'Amstel Gold Race, Liège-Bastogne-Liège, le Tour de Romandie, le Tour de Suisse, le Tour de France, la HEW Cyclassics, la Clasica San Sebastian, le Tour d'Espagne, le Championnat de Zurich, Paris-Tours et le Tour de Lombardie. Il ne remporte qu'une course, une étape des Quatre jours de Dunkerque, dont le classement général est remporté par son coéquipier Pierrick Fédrigo. Sur le Tour de France, il se distingue en portant durant une journée le maillot à pois de meilleur grimpeur.
En 2006, fort de son expérience, il bat tout d'abord Jens Voigt à l'arrivée d'une étape du Tour du Pays basque, puis gagne la Route du Sud et Paris-Bourges.
Thomas Voeckler lors du Tour de France 2007
En 2007, il déclare que si la direction de son équipe (Bouygues Telecom) consent à lui attribuer le rôle de leader principal pour le classement général il essayera de viser les premières places du Tour de France, et de renouveler ainsi l'exploit de ses 10 jours en jaune sur le Tour 2004. « J'ai beaucoup progressé en montagne, affirme-t-il, et une place dans les cinq premiers devrait je le pense m'être accessible, comme l'a fait Cyril Dessel l'année dernière (6e), même si je sais que je dois encore m'entraîner pour les épreuves de contre-la-montre afin d'être au maximum de ma forme cet été et prouver ce que je vaux réellement ». Il termine finalement à la 66e place du général individuel du Tour de France cette année.
En 2007, il remporte l'un des principaux succès de sa carrière en s'imposant au Grand Prix de Plouay, une course ProTour, devant Thor Hushovd et Danilo Di Luca, quelques jours après avoir gagné le Tour du Poitou-Charentes. Il remporte aussi le classement du meilleur grimpeur de Paris-Nice.
En 2008, Thomas Voeckler s'impose lors du Circuit de la Sarthe et du Grand Prix de Plumelec-Morbihan.
2009-2010
La saison 2009 pour lui débute dans de très bonnes conditions puisqu'il remporte l'Étoile de Bessèges (succédant à son coéquipier Trofimov) puis le Tour du Haut-Var. Durant Paris-Nice, Thomas Voeckler est victime d'une chute lors de la 6e étape, ce qui lui cause une triple fracture de la clavicule10. À son retour au mois de mai, il remporte le Trophée des grimpeurs. Le 8 juillet, il remporte en solitaire à Perpignan la cinquième étape du Tour de France 2009.
En 2010, il termine dixième de la classique Liège-Bastogne-Liège après la disqualification d'Alejandro Valverde pour ses résultats de 2010. En juin, il s'impose lors du championnat de France sur route. C'est sa deuxième victoire dans l'épreuve après celle de 200411. Le 19 juillet, il remporte la 15e étape du Tour de France en solitaire, après avoir attaqué ses compagnons d'échappée à 21 km de l'arrivée dans le Port de Balès classé hors catégorie. Il passe ainsi la ligne d'arrivée à Bagnères-de-Luchon avec 1 minute et vingt secondes d'avance sur l'Italien Alessandro Ballan et l'Espagnol Aitor Pérez. Expliquant avant la course être hors de forme, il remporte début septembre le Grand Prix cycliste de Québec, la première course Pro Tour sur le continent américain, après une attaque incisive dans le dernier kilomètre.
2010 est la dernière année de sponsoring de la société Bouygues Telecom. Elle est remplacée par le loueur de véhicules Europcar. Après avoir été tenté de partir chez Cofidis dans l'éventualité d'un échec de la recherche d'un nouveau sponsor, il reste aux côtés de Jean-René Bernaudeau.
Depuis 2011: Europcar
2011 : maillot jaune puis quatrième du Tour de France
Victoire de Thomas Voeckler au sprint lors de la 4e étape de Paris-Nice le 9 mars 2011 à Belleville
Thomas Voeckler remporte sa première victoire en 2011 lors du Tour méditerranéen. Profitant de l'erreur de Laurent Mangel qui célèbre prématurément sa victoire, Voeckler le bat au sprint lors de la première étape et prend alors la tête du classement général13. Sixième à la fin, il se met de nouveau en évidence la semaine suivante sur le Tour du Haut-Var qu'il remporte. Troisième de la première étape remportée par Samuel Dumoulin, il s'échappe avec Julien Antomarchi le lendemain à quelques kilomètres de l'arrivée finale. Assuré de remporter le classement final de l'épreuve, il ne dispute pas le sprint pour la victoire d'étape. Au mois de mars, il est leader du classement UCI Europe Tour14. Le 9 mars 2011, il remporte au sprint la 4e étape de Paris-Nice devant ses compagnons d'échappée Rémi Pauriol et Thomas De Gendt15. Il remporte ensuite en solitaire la huitième étape de cette course quatre jours plus tard.
Une semaine plus tard, le 19 mars, et malgré les efforts déployés dans le final de l'épreuve, Thomas Voeckler se classe dixième de la Classic Loire-Atlantique à 22 s du vainqueur néerlandais Lieuwe Westra16. Il prend sa revanche le lendemain en remportant « en costaud » sa cinquième victoire de la saison dans la course Cholet-Pays de Loire. Il place une attaque à 3 km de l'arrivée avec un vent de côté, et parvient à sortir du peloton avant de résister au retour des sprinteurs. Grâce à cette victoire, il rejoint Jérémy Roy à la première place provisoire de la Coupe de France de cyclisme sur route 201118,17. Il prend par la même occasion la tête du classement individuel de l'UCI Europe Tour.
Voeckler à Briançon, 2011
Thomas Voeckler en jaune lors du Tour de France 2011
En avril, il remporte une nouvelle victoire lors de la deuxième étape du Tour du Trentin devant Michele Scarponi, et termine septième du classement général de cette course. Le 7 mai, il enchaîne avec une victoire en solitaire à Cassel lors de la quatrième étape des Quatre jours de Dunkerque. Il prend alors la tête du classement général et il remporte le lendemain le classement final de la course, confortant ainsi sa première place au classement UCI Europe Tour. Le 5 juin, il prend le départ du Critérium du Dauphiné. Il se classe plusieurs fois parmi les dix premiers d'étapes de montagne et termine l'épreuve à la dixième place du classement général. Avec Christophe Kern, vainqueur de la cinquième étape et sixième du classement général, il participe à la victoire de l'équipe Europcar au classement par équipes20. Il termine troisième du championnat de France sur route, remporté par Sylvain Chavanel.
En juillet, il participe au Tour de France 2011 et y revêt le maillot jaune à l'issue de la 9e étape, après une échappée de 167 km. Lors de la 12e étape du Tour dans les Pyrénées, il résiste aux favoris (les frères Andy et Fränk Schleck, Cadel Evans ou encore Alberto Contador) et parvient à conserver son maillot de leader, en terminant 9e de l'étape, à 50 secondes du vainqueur. Il garde ce maillot après la 14e étape, lors de laquelle il rivalise avec les favoris dans la montée finale du Plateau de Beille. Quelques jours plus tard à Pinerolo, il perd vingt-sept secondes sur Alberto Contador et Cadel Evans sur une sortie de route sans conséquence physique dans la descente de la côte de Pramartino21. Lors de la 18e étape, au terme de la montée vers le col du Galibier, Thomas Voeckler parvient à sauver son maillot jaune pour 15 secondes en se plaçant dans la roue de Cadel Evans qui le distance dans les derniers mètres. Il perd la première place du classement général à l'issue de la 19e étape à l'Alpe d'Huez. Il concède deux minutes cinquante-huit à son coéquipier Pierre Rolland, vainqueur de l'étape. Il finit le Tour de France 2011 en 4e position. Depuis Christophe Moreau en 2000, il est le premier Français à figurer à une place aussi haute du classement général22. Ne pas avoir fini sur le podium de ce tour restera le plus grand regret de sa carrière.
2012 : places d'honneur sur les classiques ardennaises, meilleur grimpeur du Tour de France
Voeckler commence la saison 2012 à l'occasion du Tour méditerranéen. Il prend la huitième place du Tour des Flandres et remporte en solitaire la Flèche brabançonne. Il est ensuite cinquième de l'Amstel Gold Race. C'est le meilleur résultat d'un coureur français dans une classique ardennaise depuis douze ans24. Il termine ces classiques par une quatrième place lors de Liège-Bastogne-Liège. Engagé ensuite sur la Tropicale Amissa Bongo, il termine deuxième de la deuxième étape et s'impose le lendemain.
Malgré une douleur au genou l'empêchant de s’entraîner pendant douze jours consécutifs, il décide finalement de prendre le départ du Tour de France 2012. Il remporte la dixième étape, emmené par une échappée de cinq coureurs. À l'issue de cette étape, il passe en tête du classement du meilleur grimpeur et est élu homme le plus combatif de cette étape. Lors de la seizième étape, il s'impose à nouveau en solitaire après avoir passé les quatre difficultés du jour en tête (col d'Aubisque, col du Tourmalet, col d'Aspin et col de Peyresourde), il reprend également le maillot à pois abandonné quelques jours plus tôt à Fredrik Kessiakoff. Le lendemain, lors de la dernière étape de haute montagne, entre Bagnères-de-Luchon et Peyragudes, Voeckler veut à tout prix conserver son maillot de meilleur grimpeur, il fait partie de l'échappée du jour et passe en tête au sommet des trois premiers cols de la journée, s'assurant ainsi de revêtir le maillot à pois à Paris.
2013
En 2013, Voeckler, qui espère obtenir un résultat sur les classiques ardennaises, commence sa saison sur l'Étoile de Bessèges. Le 20 mars, alors qu'il est échappé en solitaire dans les derniers kilomètres d'À travers les Flandres, il est victime de crampes et est repris dans les derniers mètres de la course par plusieurs coureurs et termine cinquième d'une course gagnée par Oscar Gatto. Après avoir aidé Pierre Rolland à gagner le Circuit de la Sarthe, il participe aux ardennaises. Lors de l'Amstel Gold Race, il chute et se fracture la clavicule droite.
De retour à la compétition un mois plus tard, il chute à nouveau sur le Tour de Belgique, cette fois sans conséquence. Il renoue avec la victoire en juin en gagnant la sixième étape du Critérium du Dauphiné à l'issue d'un sprint à quatre coureurs. La semaine suivante, Voeckler remporte l'étape de montagne de la Route du Sud, prenant la tête de l'épreuve. Il l'emporte à Bagnères-de-Luchon devant Franco Pellizotti pour la troisième fois de sa carrière. Le lendemain, il gagne la course pyrénéenne pour la deuxième fois après l'édition 2006. Il participe une nouvelle fois au Tour de France mais n'y connait pas sa réussite habituelle et doit se contenter d'une anonyme soixante-cinquième place sans avoir réellement pu animer la course. Le 29 août, il remporte le contre-la-montre du Tour Poitou-Charentes, il s'agit de sa première victoire sur l'épreuve en solitaire, ce qui lui permet de prendre la tête du classement général33 qu'il s'adjuge le lendemain34. Le mois suivant, Thomas Voeckler se classe second du Tour du Doubs puis du Grand Prix de Wallonie à quelques jours d'intervalle. Il est devancé au sprint par le coureur letton Aleksejs Saramotins lors de l'épreuve française35 et par Jan Bakelants, ancien porteur du maillot jaune du Tour de France 2013, au sommet de la citadelle de Namur36. Sélectionné pour la course en ligne des championnats du monde de Florence37, Voeckler termine cette course en 61e place et est le dernier coureur classé38. La semaine suivante, après avoir terminé Milan-Turin en huitième position, Voeckler s'échappe en solitaire sur le Tour de Lombardie avant d'être rattrapé par ses poursuivants à 11 kilomètres de l'arrivée.
2014
Thomas Voeckler peu avant le départ du Grand Prix d'Isbergues 2014.
En 2014, Voeckler vise selon son directeur sportif Jean-René Bernaudeau Liège-Bastogne-Liège et le Tour de Lombardie41. Il décide de reprendre la compétition lors du Tour Down Under cependant il se fracture la clavicule six jours avant le début de l'épreuve42. Il reprend la compétition en février lors du Tour méditerranéen. Il termine 25e de l'Amstel Gold Race puis 36e de Liège-Bastogne-Liège. Il participe ensuite au Tour de Romandie. Attaquant sans réussite dans le final de la première étape, il prend la deuxième place lors de la quatrième étape, battu au sprint par Michael Albasini à l'issue d'une échappée. Il est 21e au classement général.
Percuté par une voiture durant un entraînement en août, il se luxe l'épaule et déclare donc forfait pour la 47e édition du Tour du Limousin. Son retour est fixé au Grand Prix Impanis-Van Petegem. Voeckler reprend cependant la compétition une semaine avant, au Tour du Doubs dont il est 46e. Le 12 octobre 2014, il termine second de la 108e édition de Paris-Tours après avoir été facilement maitrisé par le jeune espoir belge Jelle Wallays après une échappée de plus de 230 km. Deçu, Voeckler n'apparait pas sur le podium, raison pour laquelle son équipe perd tous les gains monétaires de la journée.
Style et position dans le peloton
Thomas Voeckler est considéré comme un coureur appartenant à la catégorie « puncheur-baroudeur » et sa bonne science de la course lui a permis de gagner plusieurs semi-classiques ou étapes47. Le Tour de France 2011 a mis au jour ses qualités de grimpeur, ainsi que quelques facultés en contre-la-montre. Il parvient à y suivre les meilleurs dans la montagne et se classe treizième lors du contre-la-montre de Grenoble. Il est également capable de bons résultats sur les pavés : il s'est classé quatrième du Grand Prix E3 en 2008, onzième du Circuit Het Nieuwsblad 2009 et il a par la suite gagné les Quatre jours de Dunkerque en 2011 en remportant l'étape « reine » qui comportait plusieurs ascensions pavées de Cassel. Il démontre encore ses qualités lors du Tour des Flandres 2012 qu'il finit à la huitième place. Il confirme la semaine suivante en remportant en solitaire la Flèche brabançonne, semi-classique hors-catégorie comportant des secteurs non asphaltés.
Considéré comme étant le coureur français le plus populaire des années 2000, Voeckler n'est pas apprécié par une grande partie de ses collègues du peloton, ce qu'il reconnait lui-même.
23/10/2021. Mumbai, India. Foreign Secretary Liz Truss looks out of the window of a helicopter after taking a tour of the HMS Queen Elizabeth, aircraft carrier, part of the Carrier Strike Group 2021 on deployment in the Indo-Pacific region, near Mumbai, India. Picture by Simon Dawson / No 10 Downing Street
More than 80 Soldiers from the 2-263rd Air Defense Artillery Battalion, 263rd Army Air and Missile Defense Command, South Carolina National Guard, were welcomed home to Anderson, South Carolina, Nov. 18, 2018, after a nearly yearlong deployment to the National Capital Region providing homeland defense in support of NORAD. (U.S. Army National Guard photo by Capt. Jessica Donnelly, South Carolina National Guard)
6862.Divers working from a landing craft are helping to prepare the 1,398 ton Army support ship JOHN MONASH AS3051 at her Woolwich, Sydney base for her first and only deployment to Vung Tau, Vietnam. As we've stated earlier, a deployment in 1971 was cancelled while the ship was en route.
Photo: Ron McIntosh, it appears here with permission, and was initially uploaded on Ron's Flickr photostream, called Rons Finds, which can be found here:
Airmen from the 179th Airlift Wing, Mansfield, Ohio, are greeted by their family members as they return to their home station in a C-130H Hercules, Mar. 7, 2019. Deployed aircrews completed over 49,000 bundles dropped, 16,500 passengers safely delivered and 3200 hours flown in support of Operation Inherent Resolve. (U.S. Air National Guard photo by Tech. Sgt. Joe Harwood)
Customs and Border Protection's Air and Marine Operations deploy a new asset to protect the United States. Marine Interdiction Agents use the Coastal Interceptor Vessel in coastal waters to combat maritime smuggling and defend the waterways along our nation’s border from acts of terrorism. The 41-Foot Interceptor Class Coastal Interceptor Vessel provides Marine Interdiction Agents with the protection, mobility, and reliability to intercept and apprehend maritime smugglers. The Coastal Interceptor Vessel will be deployed to marine units nationwide, including Puerto Rico and the U.S. Virgin Islands, throughout southeast Florida, and in San Diego, California. Photos by James Tourtellotte.
June 24, 2019
Long Beach, California
This four-panel photo illustrates the sequence of operations by a spill response operating team (SROT) in deploying oil spill containment boom from the offshore platform Ellen near Long Beach, California during a training activity. The orange boom is initially stored on the platform in a tight coil. When needed, platform personnel lift the boom and place it into the water. Next, a response vessel hooks the package and unwinds the boom to prepare it for deployment. Two response vessels then connect to each end of the containment boom and tow it in a U-shaped configuration to simulate collecting an oil spill. Once the training is completed, the boom is rewound in a tight coil and stored back on the platform. BSEE Preparedness Analysts from the Oil Spill Preparedness Division (OSPD) regularly inspect these types of equipment and observe industry training and exercise activities to ensure compliance with regulations and to monitor the overall vigor of the oil spill preparedness and response community.
Photo by: Robert Zaragoza, BSEE
Not only do they give off the same navigational beacon and energy signatures, even a quick visual won't tell you which one is which.
Photographs I made for Daniel Feinberg's Master of Fine Arts project, Deployment: The Plight of Ought
Daniels's statement below:
Deployment: The Plight of Ought, my Master of Fine Arts project, is a sculptural film project composed of multiple performances intended to encourage the viewer to consider our understanding of knowledge and unpredictability.
In the film, I position two forces against one another, both appearing to be heavily motivated by two separate impulses. One drive is intrinsic, existing as the self-motivation of me performing in the piece, while the other is external, represented by the other performer’s entry into a modified 1986 Pontiac Fiero. However, the applications of these motivations are presented in a way that challenges whether there actually is a difference between the two.
Following a series of events that establish the professed motivations of the two personas, an inevitable clash between the two takes place. This interaction exists as a climactic performance on an airport runway where I continuously collide with the front bumper of the Pontiac Fiero, running from forty yards away into it, while the automobile is driving stationary on an elevated roller system designed and constructed specifically for this event. The interaction continues until a customized airbag-system deploys in the face of the driver, marking the conclusion of the performance.
U.S. Army paratroopers from the 2nd Brigade Combat Team, 82nd Airborne Division, load onto an U.S. Air Force C-17 Globemaster III transport aircraft from the 437th Airlift Wing, Joint Base Charleston, S.C., on Green Ramp, Pope Army Airfield, N.C., Jan. 27, 2015, during an Emergency Deployment Readiness Exercise. Five hundred paratroopers were airdropped onto Wright Army Airfield, Fort Stewart, Ga., from five C-17 transport aircraft 18 hours after notification. As the nucleus of the nation's Global Response Force, the 82nd Airborne Division provides a strategic hedge for combatant commanders with a responsive, agile and operationally significant response force that is flexible in size and composition to accomplish missions anywhere in the world. Air Mobility Command's participation also illustrates the critical partnership between Mobility Air Forces and the U.S. Army by exercising Joint Forcible Entry: the capability of rapidly introducing forces into hostile environments to conduct operations—whether combat or humanitarian support. (U.S. Air Force photo/Marvin Krause)
The Sam Board(tm) is a WiFi connectivity solution for a tower site. It is a pre-packaged, standard tower board solution that allows Inveneo to separate the board design skill from the board deployment skill. Configurations for each onboard device are generated by a network design team, and complete Sam Boards are passed to deployment teams prior to installation. This allows us to quickly roll out new network locations using multiple in-country teams.
The Sam Board fits either in the telecom cabinet or in an outdoor enclosure. It's double layer design is very compact since the inside of a telecom cabinet usually has very limited space. When the board can't fit inside the cabinet, we have an outdoor weather proof enclosure that can be installed independent of the tower cabinet although the Sam Board can still receive power from it.
The board hosts the following devices:
1. Tower router
2. Managed switch for VLANs to be created and managed
3. Power controller/converter receives -48volt power from the tower cabinet, and runs it through a electronic fuse which protects rest of equipment on board. It also allows for remote power cycling of all the connected devices.
4. DC power strip connects the power controller to the devices on the board including the wifi gear mounted on the tower.
5. PoE injectors power devices using ethernet cable
The board powers a full WiFi antenna tower setup, including a number of configurations. One common example is 2 point-to-point WiFi dishes (one receiving internet and the other sending it off) and 4 local area distribution sector antennas. This equipment is mounted high on the tower and relays data to Sam Board router and switch that ties the tower to the rest of the wide area network.
The Sam Board is named for Sam Perales, who is proudly showing off his creation in the photo.
Testing the deployment of the Sentinel-1A radar antenna in the cleanroom at Thales Alenia Space in Cannes, France, on 21 January 2014. As the satellite is designed to operate in orbit, it is hung from a structure during tests to simulate weightlessness.
Credits: ESA–S. Corvaja, 2014
090229-N-7544A-046
NORFOLK, Va. (Feb. 29, 2009) - Gas Turbine System Technician Mechanical 2nd Class Ezekiel Lopez gives his wife a kiss goodbye before departing on a six-month deployment aboard guided-missile destroyer USS Laboon (DDG 58), Feb. 29. Laboon will be operating in the Sixth Fleet area of responsibility, where it will support theater security cooperation by participating in regional exercises with allies, making diplomatic port calls and responding to any contingency. (U.S. Navy photo by Mass Communication Specialist 3rd Class (SW/AW) Maddelin Angebrand/Released)
Deployed airmen return home from Southwest Asia to the Rosecrans Air National Guard Base, St. Joseph, Mo., on July 7, 2015. The airmen were deployed for 120 days supporting airlift missions to the region. (U.S. Air National Guard photo by Senior Airman Bruce Jenkins)
Double the range for even longer journeys
As the pioneer of all-electric mobility and Europe's number one seller of electric vehicles, Renault has stepped up its innovation programme and the deployment of its Zero Emissions strategy.
Fitted with the new Z.E. 40 battery, the Renault ZOE now delivers a record NEDC driving range of 400km, which is twice the distance delivered by the model at the time of its original launch.
The new Z.E. 40 battery has a real-world range of 300 kilometres in urban or suburban areas, for example.
The range permitted today by the ZOE is the longest of any mainstream all-electric vehicle and motorists can take advantage of this step forward now.
The ZOE is the best-selling electric vehicle in Europe and provides a real alternative to internal combustion-engine cars, since average daily commuting distances are well within the ZOE's capabilities.
The new battery removes the final psychological barrier that stands in the way of buying an electric car since ZOE users can now travel further and enjoy a wider variety of driving situations without worry about charging. This makes weekend trips a real possibility.
An innovation that doubles battery capacity with no increase in size
The ZOE's new Z.E. 40 battery boasts 41kWh of useful energy, equivalent to almost double the storage capacity of the ZOE's standard battery (22kWh of useful energy).
Developed in close partnership with LG Chem, the battery uses high-energy density lithium-ion technology.
Renault and LG engineers have succeeded in increasing storage capacity without making the battery any bigger or a lot heavier. It was optimised by working on the chemistry of the cells in order to increase their energy density, rather than stacking additional battery modules, a commonly used technique.
This major new technology has been developed while ensuring the battery's reliability or safety.
The battery's large storage capacity ensures longer range for the ZOE thanks to the meticulous work that went into integrating the battery in the vehicle. The electronic management system of the battery optimises the ZOE's energy use on the move, while the new air circulation system maintains the temperature of the ZOE's battery at a constant level, making the car economical to run in very hot or very cold weather.
Z.E. Trip: using the R-LINK navigation system to locate all charging points
Z.E. Trip makes long-distance driving a breeze in the ZOE by allowing drivers to locate all public charging points in some of the main European countries. Z.E. Trip can be accessed directly via the Renault R-LINK navigation system using the steering wheel-mounted controls or via the internet to prepare trips in advance. The service indicates the real-time availability of each charging point, as well as its type and whether it is compatible with the car. The driver can select a charging point based on its charging capacity so the speeds suit their requirements
Equipment levels: more choice and features
The ZOE Edition One / Bose: a new version offering exclusive features Renault has launched a new version of the ZOE that targets customers seeking exclusive features.
It stands out notably through its premium leather upholstery, heated front seats and a BOSE® audio system. The new version has been released as the Edition One limited edition in France and a Bose equipment level in other European markets.
The ZOE Edition One / Bose is available with an exclusive Yttrium Grey finish.
New design features on other equipment levels
The ZOE is now available with two new body colours, Intense Red and Titanium Grey.
There are new interior appointments for the ZEN version to provide an even brighter abin: a chrome R-LINK console surround, a geometric pattern for the dashboard trim and a gloss metallic Fumé Grey finish for the gear lever trim, speaker surrounds, etc.
The INTENS version now comes with electrical folding door mirrors and new two-tone 16-inch aluminium wheels. There is added refinement inside the cabin, too, thanks notably a new black finish for the upholstery and different materials around the cabin. A new elegant and vibrant blue Interior Pack is also available for Intens versions.
Testing the deployment of the Sentinel-1A radar antenna in the cleanroom at Thales Alenia Space in Cannes, France, on 21 January 2014. As the satellite is designed to operate in orbit, it is hung from a structure during tests to simulate weightlessness.
Credits: ESA–S. Corvaja, 2014
Military folks know that deployments are awful. The anxiety does not go away, we usually just get better at hiding it. There is nothing more terrifying to me than the thought of losing my husband. Thankfully, John has been home from his third deployment for over a year now, and I don't have this nightmare often, but during the deployment it was a weekly occurrence.
This image was created last summer for the Young Photographers Alliance Mentoring Program. I applied and was selected to participate for the Anchorage team. I worked with Clark Mishler (www.mishlerphotos.com/) and Jeff Schultz (www.schultzphoto.com/) and my fellow mentee. All the mentees, all over the world, were to create individual series of images based on the word "escape"; For my series, I chose to pursue the escape from reality that dreams provide. Dreams also reveal to us the anxiety and fears we cannot escape from in non-reality and all of my images were based on nightmares I have had.
Heads up: I'll be starting my third 365 project on January 01st, and I created a blog to go along with it because I want to encourage others doing 365s as well. Check it out here: www.mythird365.blogspot.com/
There are already several posts.