View allAll Photos Tagged Development
Despite its small size, there are some places in Singapore that may still be seen as ulu (remote) or less known.
One such location is Sungei Kadut. It is mainly known for its industrial estate in the area and can be somewhat difficult to reach due to is limited transport connectivity.. With rapid changes in Singapore's industrial development, many of the industrial buildings in the area have either moved out or simply lay derelict.
#analog stuff | argentique
F. Dix petits traits noirs en ronde autour d'un pigeon noir, aussi.
ENG. Landing zone.
Cour du Palais Royal, Paris, août 2016.
No EXIF : film photography
Numérisation du négatif au X10 pour lecture.
Scan for reading, with my X10.
#TMAX400 #TMY IE800 self development in HC-110 dil.B during 5'30" at 20°.
trying some macro...
old beroflex AF 35-70mm lens from an old minolta dynax 3ix cam. as i don't have any adapter on my e-mount, i used some piece of toilette paper roll :).
proceed in darktable
All of the images are "tracings" and hail from various sources. The entry covers at least two or three days from last week and more or less reads from top to bottom.
this land used to be an informal settlement now reclaimed by the national government for development
Nikon D4s in development (image by Nikon)
Read more here
www.kentyuphotography.com/blog/2014/01/nikon-d4s-is-here/
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Kent Yu Photography
Wellington Wedding Photographer
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The west side of the island, near to Playa Blanca in Lanzarote. Much development stopped during the 2008 financial crash.
2012
"No, not really. Just that Jaz and I are crazy in love, and playing sex games that get a little out of control sometimes."
~Juicy
by: Noelle Mack
Land Force representatives from the Southern African Development Community conduct planning for the upcoming peacekeeping and disaster relief exercise Southern Accord 2016 at the final planning conference in Lilongwe Malawi on April 13. (U.S. Army Africa photo)
To learn more about U.S. Army Africa visit our official website at www.usaraf.army.mil
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Original Caption: Two people have a portion of Gaviota State Beach, all to themselves. The area is scheduled for additional oil processing facilities. Restrictions on shoreline development have been tightened since the passage of the Coastal Zone Conservation Act in November, 1972. The commissions charged with deciding development must submit a report to the state legislature by January, 1976, with guidelines which will affect future coastal development, June 1975
U.S. National Archives’ Local Identifier: 412-DA-15057
Photographer: O'Rear, Charles, 1941-
Subjects:
Santa Barbara (Santa Barbara County, California)
Environmental Protection Agency
Project DOCUMERICA
Persistent URL: research.archives.gov/description/557509
Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.
For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html
Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
a bit lopsided - that's what happens when you prepare you pictures on bouncy train....Around March 2014. Argyll Street. London.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The Vickers Vanguard was a British short/medium-range turboprop airliner introduced in 1959 by Vickers-Armstrongs, a development of their successful Viscount design with considerably more internal room. The Vanguard was introduced just before the first of the large jet-powered airliners, and was largely ignored by the market. Only 44 were built and the Vanguard entered service in late 1960.
Even though the Vanguard could match the early passenger jets on short distances, the type was quickly relegated to other roles: In 1966, Air Canada removed all the seats in CF-TKK and refitted the aircraft for pure cargo work, in which role it could carry 42,000 lb (19,050 kg) of freight. Known by the airline as the "Cargoliner," it was the only such conversion, but survived to be the last Canadian Vanguard to be retired in December 1972.
BEA operated nine Vanguards modified to the V953C "Merchantman" all-cargo layout from 1969. A large forward cargo door measuring 139 by 80 inches (350 by 200 cm) was incorporated. The Merchantmen continued in service with BA until late 1979.
Beyond civil use, the most noteworthy military operator was Thailand, with an anti-submarine and maritime surveillance aircraft conversion for the Royal Thai Navy, the SeaGuard MR.1. The need for aerial maritime patrol with proprietary aircraft was first formulated during the withdrawal of United States forces from Thailand in the mid Seventies, when the Thai Air Force assumed use of the installations at Takhli and Nakhon Ratchasima (Korat).
Inspired by similar conversions, e. g. the Canadian CP-107 Argus derived from the Bristol Britannia airliner and the highly successful Douglas P-3 derived from the L-188 Electra, the Thai "SeaGuard MR.1" fleet was created from three former Canadian airliners (ex Air Canada), converted by Canadair in Montreal.
Work started in 1977, and the former airliner underwent considerable modifications. The SeaGuard MR.1's core system became an AN/APS-115 radar, a development of the earlier, analogue AN/APS-80A used in American aircraft like the P-3A .The AN/APS-115 was state of the art technology and the first attempt of digitization by providing digital input into the onboard digital combat system. The system was able to achieve a resolution of 1.5 ft and the typical range against a submarine periscope is 15.5 nautical miles. Since the 42" rotating search antenna necessitated a relatively large fairing. A draggy, ventral position (e. g. like the P-2 or Il-38) was ruled out, for aerodynamic and structural reasons, as well as for space for an internal weapon bay (see below), so that a characteristic "duck bill" radome was added to the SeaGuard's nose.
The SeaGuard MR.1 was also equipped with a magnetic anomaly detector (MAD) in an extended fiber glass tail stinger, far from other electronics and ferrous metals on the aircraft. The MAD enabled the aircraft's crew (a typical crew numbered roughly 9 members) to detect the magnetic anomaly of a submarine in the Earth's magnetic field. The limited range of this instrument required the aircraft to be near the submarine at low altitude, so that it could primarily be used for pinpointing the location of a submarine immediately prior to a torpedo or depth bomb attack.
Streamlined fairings under the outer wings carried extra fuel and a searchlight (starboard) as well as a missile guidance antenna and a 'sniffer' (port) that could detect exhaust fumes and particles from diesel submarines.
Ordnance was to be carried in a single internal bomb bay under the forward fuselage, which was structurally beefed up for the rougher conditions over sea and prolonged low altitude operations. Special care was also given to the structure's protection against the naval environment, too. An additional fuel tank was installed in the wing root section and, while the rear section carried a trim fuel tank, avionics and other, lighter mission equipment.
The 28 ft 4 in (8,64 m) long bay could house conventional Mark 50 torpedoes or Mark 46 torpedoes as well as mines and depth charges. Active and passive sonobuoys could also be carried in the bay, and there were also two vertical ejection shafts with pressure locks in the aft fuselage from which single sonobuoys or other sensor carriers could be manually dropped, e. g. for weather research. Additional underwing stations under the inner and outer wings could carry additional armament and equipment.
The first or a total of three SeaGuard conversions for the Thai Navy was delivered in early 1978, and the trio became fully operational in early 1979, serving in both military and civil duties, e. g. in offshore SAR and pollution control missions.
The Thai SeaGuard MR.1s were kept longer in service than expected. Originally, they were scheduled to serve until 1990, to be replaced by three ex USN P-3A ordered in 1989, but deliveries were delayed because of financial problems and government changes in Thailand, so that the old and well-worn SeaGuards had to soldier on.
In late 1993 the Orions destined for Thailand finally arrived at the NADEP at NAS Jacksonville, where the aircraft were modified to meet RTN requirements, two aircraft were modified to P-3T standard (mainly based on the TAC/NAV Mod version), the third was originally delivered as a UP-3T in late 1995, but was later modified to VP-3T standard with a strengthened floor, passenger seats and a limited SENTAC station enabling the aircraft to perform light surveillance duties. The last flight of a Royal Thai Navy SeaGuard MR.1 took place on October 3rd 1995, and all three aircraft were subsequently scrapped.
General characteristics:
Crew: 11
Length incl. MAD tail boom: 143 ft 5in (43.77 m)
Wingspan: 118 ft 7 in (36.10 m)
Height: 34 ft 11 in (10.60 m)
Wing area: 1,527 ft2 (142 m2)
Empty weight: 82,500 lb (37,421 kg)
Loaded weight: 141,000 lb (63,977 kg)
Powerplant:
4× Rolls-Royce Tyne RTy.11 Mk 512 turboprop, 5,545 hp (4,700 shp, 4,135 kW) each
Performance:
Maximum speed: 425 mph (684 km/h, 367 kn)
Cruise speed at altitude: 378 mph (610 km/h, 328 kn)
Patrol speed: 195 mph (315 km/h, 170 kn)
Range: 4,039 mi (6,500 km; 3,510 nmi) with 3,500 kg (7,709 lb) payload,
maximum fuel and reserves for one hour.
2,299 mi (3,700 km (2,010 nmi) with 5,448 kg (12.000 lb) maximum payload,
at 84 - 85% of maximum continuous power.
Combat radius: 1,546 mi (2,490 km, 1,346 nmi), three hours on-station at 1,500 feet
Endurance: 10 hours
Service ceiling: 28,300 ft[1] (8,625 m)
Wing loading: 92 lb/ft2 (450 kg/m2)
Power/mass: 0.16 hp/lb (0.26 kW/kg)
Armament:
Bomb bay with eight internal weapon stations
Six hardpoints under the outer wings for 127 mm (5.0 in) HVARs or missiles like the AGM-12 Bullpup,
AGM-62 Walleye or Martel ASM, or sensor and air sampling pods
Four more hardpoints under the inner wings for gravity bombs of up to 1.000 lb (454 kg) caliber,
various sea mines and depth charges, torpedoes or inflatable life rafts for rescue missions.
Total internal and external ordnance capacity of 12,000 lb (5.448 kg)
The kit and its assembly:
Another contribution to the 2016 “In the Navy” Group Build at whatifmodelers.com, and a build outside the usual comfort zone. This time, I wanted to build a whiffy maritime patrol aircraft, based on a classic post-WWII airliner, since there were and are many benchmarks (e.g. the Lockheed P-3, based on the Aurora, the Canadian CP-140 Argus, based on the Bristol Britannia, or the Il-38, based on the Il-18).
I found the Airfix Vickers Vanguard as potential basis – and there had actually been a maritime patrol proposal for the RAF. At least one respective whif kit had been built – and there’s even a kit conversion set available.
Anyway, I wanted a personal conversion, and the modifications are actually rather modest:
- Closure of many windows
- Implantation of a nose radome from a VEB Plasticart 1:100 Tu-20/95
- Adapted nose landing gear
- An MAD boom, made from heated, thick OOB sprue
- Underwing pods with a starboard search light (modified MiG 15 slipper tanks)
- A cockpit compartment w/o interior was added, primarily to block sight into the fuselage
- Several small radomes, antennae fairings and strakes were added along the upper and lower hull
- Propellers received a metal axis
- A bomb bay was simulated with engravings and semi-circular fairings, simulating door hinges
- External ordnance could have been added, but I resisted and kept the aircraft clean
- The clear styrene windows were omitted, later to be filled with ClearFix
While these mods appear rather simple, getting this vintage Airfix kit together turned out to be a real fight. No part actually matched another, lots of trimming and putty everywhere were necessary. Raised (even though very fine) panel lines, classic flash (not much, but annoying) and some sinkholes were included, too, as well as rather massive trailing edges. To make things worse, the fuselage halves turned out to be somewhat warped: the seam along the fuselage was canted inwards and the windscreen did not fit at all. O.K., it’s an old kit, but not an easy build, despite the limited number of parts.
Painting and markings:
This part turned out to be a true challenge. A self-evident option would have been an RAF aircraft, e .g. in Extra Sea Grey/Sky, white + grey (early Nimrod style), Hemp + Barley Grey or Medium Sea Grey, the latter two with low viz markings. But I found this option to be too obvious – and I wanted something flashy, and exotic.
Tedious legwork eventually revealed the Royal Thai Navy as potential operator, as well as several authentic livery options. The most pleasing (to me) was the flying boat’s (HU-16 and CL-215) design: overall dark blue with a white fuselage upper half and bright, orange-red wingtips and a fuselage band.
This design was simply adapted to the low-winged Vanguard airliner. The basic dark blue is Humbrol 104 (Oxford Blue), while the upper fuselage was painted first in a very light grey and off-white from the rattle can (which reacted with each other and yielded a mottled finish…). The rest was painted with brushes and lots of masking tape.
The orange wing tips and the fuselage band were created with decal sheet (TL Modellbau), in order to avoid the further trouble of masking and creating an opaque paint film. Black trim was added through generic decal stripes.
After basic painting was finished some panel shading/highlighting with pure white, Lufthansa Blau (Revell 350, RAL 5013) and dayglow orange was added for a more lively impression.
The Thai Navy route was further backed by several 1:144 decal sets from Siam Scale, a company from Thailand that offers a range of aftermarket decals for the country’s air force and navy vehicles.
Finally, the kit was sealed with a not-too-matt acrylic varnish, and as final step the fuselage windows were filled with Humbrol’s ClearFix, because this method was IMHO cleaner than the OOB clear styrene windows and the hustle of masking them, together with the risk of losing one or more in the painting process into the fuselage...
After all, and including many troubles, a pretty aircraft, even though the build as well as the paint job was more of a fight. I know why I do not like 1:144 scale as well as airliners either, and combining both turned out to be just as unnerving as expected… And with the duck bill radome, it’s probably the ugliest Vickers Vanguard ever imagined.
Lab member no. 4 bids you welcome to the frontier of multiverse-space-time quantum research. Grab a can of Dr Pepper, crack some formulas and maybe soon you will solve one of the Millennium Problems.
Happy New Year folks! For my first picture in 2024 I build this miniature backroom of the Steins;Gate Future Gadget Laboratory. Luckily this location is well documented online and for reference I mainly used this render by ninjo3D. It was a fun built and came together petty well. Hopefully it can make up for the fact that I didn’t included the most interesting part of this figure.
For more of my pictures please visit Moe University on: FB, TW, IG
character: Kurisu Makise / Steins;Gate
owner: :edhutschek:
taken with: Sony Alpha 7R II / 55mm f1.8 lens
"indoor setup"
The background this picture was taken against wasn't great, so have some edited-in bricks instead.
Change is afoot on the Toton Lane to Nottingham park and ride service, since the temporary allocation of mostly double deckers (for social distancing) can be eased off slightly and various members of the RB fleet fill in while the branded vehicles receive attention, with a couple being off the road at any given time. The first of these was 28, now back in traffic on the P&R in its updated livery so now the other buses can have their turn at being repainted.
Reduced PVR:
Although there are six buses branded for the park and ride, a revised timetable sees the same level of service (every 10 min departures with a small amount of recovery time at Toton Lane) but with a PVR of five buses, completely cutting out one of the service boards because a few months ago I sat up all night devising an ingenious new timetable. There are five boards Monday to Saturday and three on a Sunday, so having six branded buses is a massive overkill; four, maybe five would be better.
New Livery for the Darts:
Because I tried to paint all six P&R buses in 2017/18 at the same time, it ended up taking ages and the paint finish was pretty rubbish across all of them. Also I'm a bit sick of the livery now, only having lime green at the front and looking generally uninspired. Because I ideally want to get some more double deckers for the P&R and oust at least three of the Darts onto the 201/211 I wanted to change the livery so it looked better for the P&R but could also be repurposed without me having to repaint them all again.
Repainting 28:
28 is the first Dart to be painted into the revised livery, which isn't too much of a drastic change from the previous one but different enough. The most important part is that I got the finish far better than before, so the whole thing looks neater. Unfortunately I managed to sand off most of the front detail so it looks rather flat... hopefully I won't end up doing the same to the other three. I eventually decided the headlights I painted on looked too rectangular, so I've changed them slightly since this photo and now 28 looks far more like an SLF Pointer. (with the 'rectangle' lights it looks almost like a Mercedes O405!)
Repainting 27 and 31:
Next to be pulled from service is 27, which I'm currently in the process of repainting. 31 wasn't meant to be done until after the Darts, but I had a closer look at it and thought it looked so bad I needed to fix it immediately, so that's being painted at the moment too. I just didn't like the idea of the revised P&R livery on the double deckers, so it's staying in the original P&R livery for now. What I do with it in the future I can worry about when I get to that stage.
Potential for New Buses:
As good as they are, the Darts are a bit of a compromise on the P&R since they are rather small for the job they have. The P&R could really do with a 100% allocation of deckers, but the existing double deckers in the fleet are a bit of a motley collection and, besides, none of them are Euro 6; unlike the Darts with their retrofitted E200 engines. I thought it wouldn't be too impossible to find four - five at a push - double deckers this year to completely renew the P&R fleet, enabling the six buses you see here to be cascaded off to other interesting developments on the RB network.
Of course this relies on some bus/model shows taking place and then me actually getting to them... and then them having models of low floor deckers for sale that aren't £25+ apiece. Hold on, this is sounding less likely by the minute.
In The Meantime:
For now the P&R is mostly back to normal, with 25/6/8/9 on it (providing they aren't breaking down that day) and the 5th board being covered by just about anything Enviro-Dart sized or bigger... 8 the ALX500, 14 the B7 Artic and 20 the BYD electric have all filled in although more commonly it's either 12, 16 or 30. Since going back to normal, the P&R hasn't seen either of the Excels again... yet. When 27 and 31 are finished I'll move on to the other two Darts, then 29 providing I don't change my mind again like I did with 31. Hopefully by then I'll have figured out how viable my "buy 4 or 5 double deckers" plan is and maybe even got some of them! Who knows?
(I mean I really do have a load of things planned for RB which pretty much hinge on me replacing all the current P&R fleet with new deckers.)
A collection of pots and tubs on the patio whils the pond, rockery and raspberry canes are about a yearold here I guess.
Advancing Inclusive Trade
Kitrhona Cerri, Executive Director, Thinking Ahead on Societal Change (TASC) Platform, Graduate Institute Geneva, Switzerland ; Sanda Ojiambo, Assistant Secretary-General and Chief Executive Officer, United Nations Global Compact, New York; Alex Campbell, Director, Washington Office, International Trade Union Confederation (ITUC), Belgium; Amol Mehra, Director, Industry Transformation, Laudes Foundation, Switzerland; Daan Wensing, Chief Executive Officer, Chair of the Executive Board, IDH - The Sustainable Trade Initiative, Netherlands; Mirek Dušek, Managing Director; Global Programming Group, World Economic Forum; Pham Binh Minh, Permanent Deputy Prime Minister of Viet Nam. Copyright: World Economic Forum/Jeffery Jones
Sustainable Development Impact Meetings, New York, USA 19 - 23 September 2022
Management is one basic piece of the business. With better and viable management, a business can get wanted development and benefit in less time. On account of digitization, Management Software is being utilized in each sort of business. Same goes for restaurant or bar business. To get a specific development, restaurant and bar business people counsel Restaurant and Bar Management Software Development Services to build up a management software for them.
Source: maxanderson.postach.io/post/what-benefits-can-be-get-by-r...
HafenCity Hamburg
HafenCity is being developed from west to east and from north to south – 62 projects are completed in 2017 and another 70 are under construction or in the planning stage; deals through sale of land or exclusive options have been closed on around 1.65 million sqm GFA. In the meantime, HafenCity has established its popularity as a place to live and work. Nowadays more than 1,800 residential units are completed approx. 12,000 people work in HafenCity as a whole, employed by more than 730 companies
HafenCity is among the most outstanding urban development projects on the waterfront anywhere. Based on a sophisticated concept, it is expanding the area of Hamburg City by 40 percent. It also has spin-off effects for the existing city centre, the whole of the Hanseatic city state with its 1.8 million inhabitants and its surrounding metropolitan region with a population of some five million. Hamburg’s identity as a maritime port city will be underscored in the process and HafenCity itself serve as a blueprint for the development of the European city of the 21st century. It is already regarded as a model for major international urban development projects, although its development timescale continues through to 2025/30.
In 2009, Am Sandtorkai/Dalmannkai led the way as the first completed neighbourhood in HafenCity’s development. The beginning of 2017 saw the opening of Hamburg’s outstanding and internationally applauded new Elbphilharmonie Concert Hall, designed by Herzog & de Meuron, which sits atop the historic Kaispeicher A warehouse building. The new Hamburg landmark accommodates two concert auditoria, a five-star hotel and around 45 apartments. Close by, completion of the second large neighbourhood, Am Sandtorpark/Grasbrook, popular with many young families, followed at the beginning of 2011. The first primary school with kindergarten opened here in 2009, followed in 2013 by the popular Grasbrook park – primary school children were also involved in its design. Meanwhile, on Strandkai to the south, the first buildings completed there in 2009, Unilever headquarters and the Marco Polo Tower, an ensemble of office building and residential multi-storey, won multiple awards. At the same time, the first open spaces directly adjoining the River Elbe were opened up.
The last weekend of August took place the yearly World Statues Festival in the city centre of Arnhem (Netherlands) with more then 250 participants and over 300.000 visitors.
The 5th anniversary of World Statues is on the 29th and 30th of August 2009.
Here the act "Edukans".
The Dutch organisation "Edukans Foundation" supports underprivileged children in developing countries to go to school, without distinguishing between ethnicity, creed or political conviction. Edukans supports small-scale educational projects by reliable private local organisations, in situations where local authorities fail to deliver.
Edukans chooses for projects which improve the accessibility, the flexibility and the relevance of education in general for underprivileged children.