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Playtime for Grown Ups

 

By Calvin A. Colarusso, M.D.

Clinical Professor of Psychiatry,

University of California at San Diego

(12/07/2011)

 

Parents always tell kids to go out and play. But did you ever think that an adult, an adult and child psychiatrist no less, would tell YOU, the adult, to go out and play?

 

Well, Dr. Colarusso is doing just that. In this book he explains both the nature of play and the dynamics which make play such an essential part of human experience throughout the life cycle.

 

The message is get off that coach, get out of that rocking chair, and go and play. Adults need to play, maybe not as much as children do, but for the same reasons. Play is a way of mastering stress and trauma. It serves the same purpose for children and adults. The stresses of adulthood are in their own way more daunting than those of childhood. And we all have a need to master the traumatic overstimulation that characterizes our busy lives, to say nothing of the internal pressures that continually force us to deal with issues, relationships and experiences from the past and present.

 

Go and hit that great golf shot, watch an action movie, or see a good romance film and relive a youthful love affair. Join the Monday night football crowd. Reread Portnoy's Complaint. Take in your son's, daughter's or grandchild's soccer game. Buy some new sexual toys. They're all examples of how adults can and should play. Whatever you do, remember that play should be fun. But it's also a marvelous way to master the stresses of life. Just do it!

Playtime for Adults gives a clear understanding of the various forms of play available to adults and the reasons why play is important to mental and physical health, throughout adulthood.

 

This book includes:

An understanding of what motivates play

The role of thought and action in play

The different levels of play in childhood and adulthood

The relationships between creativity and play

The organizers of play in adulthood.

Sexual play

 

Understanding the nature of play and doing more of it will lead to a happier life.

 

ABOUT THE AUTHOR: Calvin A. Colarusso, M.D. is a board-certified Clinical Professor of Psychiatry at the University of California at San Diego, where he served for two decades as Director of the Child Psychiatry Residency Training Program.

 

He is also a Training and Supervising Analyst in child and adult psychoanalysis at the San Diego Psychoanalytic Institute and an internationally known lecturer to students, professionals, and the general public on many aspects of normal and pathologic development.

 

His books have been published in English, Korean, and Spanish. See amzn.to/calcolarusso.

 

Amazon Review

5.0 out of 5 stars hepful and practical, great info!, December 11, 2011

By Angela Johnson - See all my reviewsThis review is from: Playtime for Grown Ups (Kindle Edition)

 

"As a mother a of three active children, this was a book that I desperately needed to read. My life has been about them and only them since my oldest was born and although I don't regret anything for even a second, I have neglected myself for quite some time. This has led to me and the hubby not really connecting and enjoying each other like we had in the past. Of course if you ask him he won't admit it, but "play-time" for us has been nonexistent in our lives."

 

"The advice in this book has been wonderful and just by reading it, I've already started to feel better and more care-free. The author has a very friendly and uplifting style of writing, and his insights and ideas on adding creativity and play-time into the adults life are both practical and realistic. His intelligent thoughts on sexual play were probably my favorite part of the book, great ideas for keeping Mom emotionally and physically balanced ; )"

 

"Great book, I can't begin to recommend it enough. My husband has already agreed to read it too, I got him very interested with some of the ideas I told him about."

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

 

World Telecommunication Development Conference 2014 - Dubai ©ITU/ I.Wood

October 14, 2017 - WASHINGTON, DC. World Bank / IMF 2017 Annual Meetings. Development Committee

 

World Bank Group President Jim Yong Kim; International Monetary Fund Managing Director Christine Lagarde; Chair of the Development Committee Sri Mulyani Indrawati, Minister of Finance of Indonesia; Development Committee Executive Secretary Yvonne Tsikata, World Bank Vice President and Corporate Secretary. Photo: World Bank / Simone D. McCourtie

 

Photo ID: 101417-DevCommittee-0164f

Sierra, a 261.3 TeraFLOP/s Dell system, is dedicated to Lawrence Livermore National Laboratory’s unclassified Grand Challenge and Laboratory Directed Research and Development programs. Research areas include: bioscience; materials science; energy; astrophysics; and environment.

Darjeeling is a City and a Municipality in the Indian state of West Bengal. It is located in the Mahabharat Range or Lesser Himalaya at an elevation of 2,164.1 m. It is noted for its tea industry and the Darjeeling Himalayan Railway, a UNESCO World Heritage Site. Darjeeling is the headquarters of Darjeeling district which has a partially autonomous status within the state of West Bengal. The development of the town dates back to the mid-19th century, when the colonial British administration set up a sanatorium and a military depot. Subsequently, extensive tea plantations were established in the region, and tea growers developed hybrids of black tea and created new fermentation techniques. The resultant distinctive Darjeeling tea is internationally recognized and ranks among the most popular of the black teas.

 

The Darjeeling Himalayan Railway connects the town with the plains and has one of the few steam locomotives still in service in India.

 

Darjeeling has several British-style public schools, which attract students from India and neighbouring countries. The varied culture of the town reflects its diverse demographic milieu consisting of Nepalis, Bhutia, Lepcha and other mainland Indian ethno-linguistic groups. Darjeeling, with its neighboring town of Kalimpong, was a center of the Gorkhaland movement (Separate State demand within India) in the 1980s. The town's fragile ecology has been threatened by a rising demand for environmental resources, stemming from growing tourist traffic and poorly planned urbanization.

 

HISTORY

The history of Darjeeling is intertwined with that of Sikkim, Nepal, British India and Bhutan. Until the early 19th century, the hilly area around Darjeeling was controlled by the kingdom of Sikkim, while the plains around Siliguri were intermittently occupied by the Kingdom of Nepal, with settlement consisting of a few villages of Lepcha and Kirati people. The Chogyal of Sikkim had been engaged in unsuccessful warfare against the Gorkhas of Nepal. From 1780, the Gorkhas made several attempts to capture the entire region of Darjeeling. By the beginning of 19th century, they had overrun Sikkim as far eastward as the Teesta River and had conquered and annexed the Terai. In the meantime, the British were engaged in preventing the Gorkhas from overrunning the whole of the northern frontier. The Anglo-Gorkha war broke out in 1814, which resulted in the defeat of the Gorkhas and subsequently led to the signing of the Sugauli Treaty in 1815. According to the treaty, Nepal had to cede all those territories which the Gorkhas had annexed from the Chogyal of Sikkim to the British East India Company (i.e. the area between Mechi River and Teesta River). Later in 1817, through the Treaty of Titalia, the British East India Company reinstated the Chogyal of Sikkim, restored all the tracts of land between the Mechi River and the Teesta River to the Chogyal of Sikkim and guaranteed his sovereignty.In 1828, a delegation of the British East India Company (BEIC) officials on its way to the Nepal-Sikkim border stayed in Darjeeling and decided that the region was a suitable site for a sanatorium for British soldiers. The company negotiated a lease of the area west of the Mahananda River from the Chogyal of Sikkim in 1835. In 1849, the BEIC director Arthur Campbell and the explorer and botanist Joseph Dalton Hooker were imprisoned in the region by the Sikkim Chogyal. The BEIC sent a force to free them. Continued friction between the BEIC and the Sikkim authorities resulted in the annexation of 1,700 km2 of territory by the British in 1850. In 1864, the Bhutanese rulers and the British signed the Treaty of Sinchula that ceded the passes leading through the hills and Kalimpong to the British. Further discord between Sikkim and the British resulted in a war, culminating in the signing of a treaty and the annexation by the British of the area east of the Teesta River in 1865. By 1866, Darjeeling district had assumed its current shape and size, covering an area of 3,200 km2.

 

During the British Raj, Darjeeling's temperate climate led to its development as a hill station for British residents seeking to escape the summer heat of the plains. The development of Darjeeling as a sanatorium and health resort proceeded briskly. Arthur Campbell, a surgeon with the Company, and Lieutenant Robert Napier were responsible for establishing a hill station there. Campbell's efforts to develop the station, attract immigrants to cultivate the slopes and stimulate trade resulted in a hundredfold increase in the population of Darjeeling between 1835 and 1849. The first road connecting the town with the plains was constructed between 1839 and 1842. In 1848, a military depot was set up for British soldiers, and the town became a municipality in 1850. Commercial cultivation of tea in the district began in 1856, and induced a number of British planters to settle there. Darjeeling became the formal summer capital of the Bengal Presidency after 1864. Scottish missionaries undertook the construction of schools and welfare centres for the British residents, laying the foundation for Darjeeling's notability as a centre of education. The opening of the Darjeeling Himalayan Railway in 1881 further hastened the development of the region. In 1899, Darjeeling was rocked by major landslides that caused severe damage to the town and the native population.

 

Under British rule, the Darjeeling area was initially a "Non-Regulation District", a scheme of administration applicable to economically less advanced districts in the British Raj; acts and regulations of the British Raj did not automatically apply to the district in line with rest of the country. In 1919, the area was declared a "backward tract". During the Indian independence movement, the Non-cooperation Movement spread through the tea estates of Darjeeling. There was also a failed assassination attempt by revolutionaries on Sir John Anderson, the Governor of Bengal in 1934. Subsequently, during the 1940s, Communist activists continued the nationalist movement against the British by mobilising the plantation workers and the peasants of the district.

 

Socio-economic problems of the region that had not been addressed during British rule continued to linger and were reflected in a representation made to the Constituent Assembly of India in 1947, which highlighted the issues of regional autonomy and Nepali nationality in Darjeeling and adjacent areas. After the independence of India in 1947, Darjeeling was merged with the state of West Bengal. A separate district of Darjeeling was established consisting of the hill towns of Darjeeling, Kurseong, Kalimpong and some parts of the Terai region. While the hill population comprised mainly ethnic Nepalis, the plains harboured a large ethnic Bengali population who were refugees from the Partition of India. A cautious and non-receptive response by the West Bengal government to most demands of the ethnic Nepali population led to increased calls, in the 1950s and 1960s, for Darjeeling's autonomy and for the recognition of the Nepali language; the state government acceded to the latter demand in 1961.

 

The creation of a new state of Sikkim in 1975, along with the reluctance of the Government of India to recognise Nepali as an official language under the Constitution of India, brought the issue of a separate state of Gorkhaland to the forefront. Agitation for a separate state continued through the 1980s, included violent protests during the 1986–88 period. The agitation ceased only after an agreement between the government and the Gorkha National Liberation Front (GNLF), resulting in the establishment of an elected body in 1988 called the Darjeeling Gorkha Hill Council (DGHC), which received autonomy to govern the district. Though Darjeeling became peaceful, the issue of a separate state lingered, fuelled in part by the lack of comprehensive economic development in the region even after the formation of the DGHC. New protests erupted in 2008–09, but both the Union and State governments rejected Gorkha Janmukti Morcha's (GJM) demand for a separate state. In July 2011, a pact was signed between GJM, the Government of West Bengal and the Government of India which includes the formation of a new autonomous, elected Gorkhaland Territorial Administration (GTA), a hill council endowed with more powers than its predecessor Darjeeling Gorkha Hill Council.

 

GEOGRAPHY

Darjeeling is the main town of the Sadar subdivision and also the headquarters of the district. It is located at an elevation of 2,200 m in the Darjeeling Himalayan hill region on the Darjeeling-Jalapahar range that originates in the south from Ghum. The range is Y-shaped with the base resting at Katapahar and Jalapahar and two arms diverging north of the Observatory Hill. The north-eastern arm dips suddenly and ends in the Lebong spur, while the north-western arm passes through North Point and ends in the valley near Tukver Tea Estate. The hills are nestled within higher peaks and the snow-clad Himalayan ranges tower over the town in the distance. Kanchenjunga, the world's third-highest peak, 8,598 m high, is the most prominent mountain visible. In days clear of clouds, Nepal's Mount Everest, 8,850 m high, can be seen. The hills of Darjeeling are part of the Mahabharat Range or Lesser Himalaya. The soil is chiefly composed of sandstone and conglomerate formations, which are the solidified and upheaved detritus of the great range of Himalaya. However, the soil is often poorly consolidated (the permeable sediments of the region do not retain water between rains) and is not considered suitable for agriculture. The area has steep slopes and loose topsoil, leading to frequent landslides during the monsoons. According to the Bureau of Indian Standards, the town falls under seismic zone-IV, (on a scale of I to V, in order of increasing proneness to earthquakes) near the convergent boundary of the Indian and the Eurasian tectonic plates and is subject to frequent earthquakes.

 

FLORA AND FAUNA

Darjeeling is a part of the Eastern Himalayan zoo-geographic zone. Flora around Darjeeling comprises sal, oak, semi-evergreen, temperate and alpine forests. Dense evergreen forests of sal and oak lie around the town, where a wide variety of rare orchids are found. The Lloyd's Botanical Garden preserves common and rare species of plants, while the Padmaja Naidu Himalayan Zoological Park specialises in conserving and breeding endangered Himalayan species. The town of Darjeeling and surrounding region face deforestation due to increasing demand for wood fuel and timber, as well as air pollution from increasing vehicular traffic.Wildlife in the district is protected by the wildlife wing of the West Bengal Forest Department. The fauna found in Darjeeling includes several species of ducks, teals, plovers and gulls that pass Darjeeling while migrating to and from Tibet. Small mammals found in the region include civets, mongooses and badgers. The nearby Jaldapara National Park consists of semi-evergreen and sal forests. Animals found here include the one-horned rhinoceros, elephant, tiger, leopard and hog deer, while the main bird species include the Bengal florican and herons. As of 2009, work was in progress for setting up a conservation centre for red pandas in Darjeeling.

 

CLIMATE

Darjeeling has a temperate climate (Köppen: Cwb, subtropical highland climate) with wet summers caused by monsoon rains. The annual mean maximum temperature is 15.98 °C while the mean minimum temperature is 8.9 °C, with monthly mean temperatures range from 5 to 17 °C. The lowest temperature recorded was −24 °C on 11 February 1905. The average annual precipitation is 309.2 cm, with an average of 126 days of rain in a year. The highest rainfall occurs in July. The heavy and concentrated rainfall that is experienced in the region, aggravated by deforestation and haphazard planning, often causes devastating landslides, leading to loss of life and property.

 

CIVIC ADMINISTRATION

The Darjeeling urban agglomeration consists of Darjeeling Municipality and the Pattabong Tea Garden.Established in 1850, the Darjeeling municipality maintains the civic administration of the town, covering an area of 10.57 km2. The municipality consists of a board of councillors elected from each of the 32 wards of Darjeeling town as well as a few members nominated by the state government. The board of councillors elects a chairman from among its elected members; the chairman is the executive head of the municipality. The Gorkha Janmukti Morcha (GJMM) holds power in the municipality As of 2011.From 1988 to 2012, the Gorkha-dominated hill areas of Darjeeling district was under the jurisdiction of the Darjeeling Gorkha Hill Council (DGHC). In 2012, the DGHC was replaced by the Gorkhaland Territorial Administration (GTA). The elected members of this body are authorised to manage certain affairs of the hills, including education, health and tourism. Law and order in Darjeeling town comes under the jurisdiction of the district police force, which is a part of the West Bengal Police; a Deputy Superintendent of Police oversees the town's security and law affairs. Darjeeling municipality area has two police stations at Darjeeling and Jorebungalow.

 

UTILITIES

Natural springs in the Senchal Range provide most of Darjeeling's water supply. Water collected is routed through stone conduits to two lakes that were constructed in 1910 and 1932, from where it is piped to the town after purification at the Jorebungalow filtration plant. During the dry season, when water supplied by springs is insufficient, water is pumped from Khong Khola, a nearby small perennial stream. There is a steadily widening gap between water supply and demand; just over 50% of the town's households are connected to the municipal water supply system. Various efforts made to augment the water supply, including the construction of a third storage reservoir in 1984, have failed to yield desired results. The town has an underground sewage system, covering about 40% of the town area, that collects domestic waste and conveys it to septic tanks for disposal. Solid waste is disposed of in a nearby dumping ground, which also houses the town's crematorium. Doorstep collection of garbage and segregation of biodegradable and non-biodegradable waste have been implemented since 2003. Vermicomposting of vegetable waste is carried out with the help of non-governmental organisations. In June 2009, in order to reduce waste, the municipality proposed the ban of plastic carry bags and sachets in the town.

 

Darjeeling got from 1897 up to the early 1990s hydroelectricity from the nearby Sidrapong Hydel Power Station, such being the first town in India supplied with hydropower. Today, electricity is supplied by the West Bengal State Electricity Board from other places. The town often suffers from power outages and the electrical supply voltage is unstable, making voltage stabilisers popular with many households. Almost all of the primary schools are now maintained by Darjeeling Gorkha Autonomous Hill Council. The total length of all types of roads within the municipal area is around 134 km. The West Bengal Fire Service provides emergency services for the town.

 

ECONOMY

The two most significant contributors to Darjeeling's economy are tourism and the tea industry. Darjeeling tea, due to the unique agro-climatic conditions of Darjeeling, has a distinctive natural flavour, is internationally reputed and recognised as a geographical indicator. Darjeeling produces 7% of India's tea output, approximately 9,000,000 kilograms every year. The tea industry has faced competition in recent years from tea produced in other parts of India as well as other countries like Nepal. Widespread concerns about labour disputes, worker layoffs and closing of estates have affected investment and production. Several tea estates are being run on a workers' cooperative model, while others are being planned for conversion into tourist resorts. More than 60% of workers in the tea gardens are women. Besides tea, the most widely cultivated crops include maize, millets, paddy, cardamom, potato and ginger. Darjeeling had become an important tourist destination as early as 1860. It is reported to be the only location in eastern India that witnesses large numbers of foreign tourists. It is also a popular filming destination for Bollywood and Bengali cinema. Satyajit Ray shot his film Kanchenjungha (1962) here, and his Feluda series story, Darjeeling Jomjomaat was also set in the town. Bollywood movies Aradhana (1969), Main Hoon Na (2004), and more recently Barfi! (2012) have been filmed here. Tourist inflow into Darjeeling has been affected by the political instability in the region, and agitations in the 1980s and 2000s have hit the tourism industry hard.

 

TRANSPORT

Darjeeling can be reached by the 88 km long Darjeeling Himalayan Railway from New Jalpaiguri, or by National Highway 55, from Siliguri, 77 km away.The Darjeeling Himalayan Railway is a 600 mm narrow-gauge railway that was declared a World Heritage Site by UNESCO in 1999 for being "an outstanding example of the influence of an innovative transportation system on the social and economic development of a multi-cultural region, which was to serve as a model for similar developments in many parts of the world", becoming only the second railway in the world to have this honour.Bus services and hired vehicles connect Darjeeling with Siliguri and Darjeeling has road connections with Bagdogra, Gangtok and Kathmandu and the neighbouring towns of Kurseong and Kalimpong. However, road and railway communications often get disrupted in the monsoons because of landslides. The nearest airport is Bagdogra Airport, located 90 km from Darjeeling. Within the town, people usually traverse by walking. Residents also use two-wheelers and hired taxis for travelling short distances. The Darjeeling Ropeway, functional since 1968, was closed in 2003 after an accident killed four tourists. It was proposed to be reopened in 2007, and finally opened in February 2012.

 

DEMOGRAPHICS

According to provisional results of 2011 census of India, Darjeeling urban agglomeration has a population of 132,016, out of which 65,839 were males and 66,177 were females. The sex ratio is 1005 females per 1,000 males. The 0–6 years population is 7,382. Effective literacy rate for the population older than 6 years is 93.17 per cent. According to the 2001 census, the Darjeeling urban agglomeration, with an area of 12.77 km2 had a population of 109,163, while the municipal area had a population of 107,530. The population density of the municipal area was 10,173 per km2. The sex ratio was 1,017 females per 1,000 males, which was higher than the national average of 933 females per 1000 males. The three largest religions were Hinduism, Buddhism and Christianity, in that order. The majority of the populace are Gorkhas of ethnic Nepali background. Indigenous ethnic groups include the Limbu, Rai, Magars, Gurung, Tamangs, Lepchas, Bhutias, Sherpas and Newars. Other communities that inhabit Darjeeling include the Marwaris, Anglo-Indians, Chinese, Biharis, Tibetans and Bengali. The most commonly spoken languages are Nepali, Hindi, Bengali and English. Darjeeling has seen a significant growth in its population, its decadal growth rate being 47% between 1991 and 2001. The colonial town had been designed for a population of only 10,000, and subsequent growth has created extensive infrastructural and environmental problems. The district's forests and other natural wealth have been adversely affected by an ever-growing population. Environmental degradation, including denudation of the surrounding hills has adversely affected Darjeeling's appeal as a tourist destination. The official language of West Bengal is Bengali, additional official languages in Darjeeling are English and Nepali.

 

CULTURE

Apart from the major religious festivals of Dashain (Durga puja), Tihar (Diwali) and Christmas the diverse ethnic populace of the town celebrates several local festivals. The Lepchas and Bhutias celebrate new year in January, while Tibetans celebrate their new year, Losar, in February–March. The birthday of the Buddha is celebrated in mid-June with processions. Darjeeling Carnival, initiated by a civil society movement known as The Darjeeling Initiative, is a ten-day carnival held every year during the winter with portrayal of the Darjeeling Hill's musical and cultural heritage as its central theme. A popular food in Darjeeling is the Nepalese and Tibetan momo, a steamed dumpling containing meat cooked in a doughy wrapping and served with clear soup and achar. A form of Tibetan noodle called thukpa, served in soup form is also popular. Other commonly eaten dishes include alu dum, a potato preparation, and shaphalay, Tibetan bread stuffed with meat. Fermented foods and beverages are consumed by a large percentage of the population. Fermented foods include preparations of soybean, bamboo shoots, milk and Sel roti, which is made from rice. Tea is the most popular beverage, the Tibetan version is also drunk.Alcoholic beverages include Tongba, Jnaard and Chhaang, variations of a local beer made from fermenting finger millet.

 

Colonial architecture characterises many buildings in Darjeeling, exemplified by several mock Tudor residences, Gothic churches, the Raj Bhawan, Planters' Club and various educational institutions. Buddhist monasteries showcase the pagoda style architecture. Darjeeling is regarded as a centre of music and a niche for musicians and music admirers. Singing and playing musical instruments is a common pastime among the resident population, who take pride in the traditions and role of music in cultural life. Darjeeling also has a Peace Pagoda built in 1992 by the Japanese Buddhist organisation Nipponzan Myohoji.

 

EDUCATION

There are 52 primary schools, 21 high schools and 4 colleges in the town. Darjeeling's schools are either run by the state government or by private and religious organisations. Schools mainly use English and Nepali as their media of instruction, although there is the option to learn the national language Hindi and the official state language Bengali. The schools are either affiliated with the ICSE, the CBSE, or the West Bengal Board of Secondary Education. Having been a summer retreat for the British in India, Darjeeling became the place of choice for the establishment of public schools on the model of Eton, Harrow and Rugby, allowing the children of British officials to obtain an exclusive education. Institutions such as Mount Hermon School, St. Robert's H.S. School, St. Joseph's College (School Dept.), Loreto Convent, and St. Paul's School are renowned as centres of educational excellence. Darjeeling has four colleges - St. Joseph's College, Southfield College (earlier known as Loreto College), Darjeeling Government College and Sri Ramakrishna B.T. College - all affiliated to the University of North Bengal in Siliguri.

 

TOURIST ATTRACTIONS

Tiger Hill is located in Darjeeling, in the Indian State of West Bengal, and is the summit of Ghoom, the highest railway station in the Darjeeling Himalayan Railway - a UNESCO World Heritage Site.

 

Padmaja Naidu Himalayan Zoological Park is a 67.56-acre zoo in the town of Darjeeling in the Indian state of West Bengal. The zoo was opened in 1958, and an average elevation of 7,000 feet, is the largest high altitude zoo in India.

 

The Darjeeling Himalayan Railway, also known as the "Toy Train", is a 2 ft (610 mm) narrow gauge railway that runs between New Jalpaiguri and Darjeeling in the Indian state of West Bengal, India.

 

The Batasia Loop is a spiral railway created to lower the gradient of ascent of the Darjeeling Himalayan Railway in Darjeeling district of West Bengal, India. At this point, the track spirals around over itself through a tunnel and over a hilltop.

 

Peace Pagoda, Darjeeling or Darjeeling Peace Pagoda is one of the Peace Pagodas designed to provide a focus for people of all races and creeds to help unite them in their search for world peace.

 

Windamere Hotel, built in the 1930s, is a heritage hotel situated on Observatory Hill, in Darjeeling, India.

 

Mirik is a picturesque tourist spot nestled in the serene hills of Darjeeling district in West Bengal, India. The name Mirik comes from the Lepcha words Mir-Yok meaning "place burnt by fire".

 

Samsing is a small hill village and tourist spot in the Malbazar subdivision of Jalpaiguri district of West Bengal situated at an elevation of 3000 ft in the foothills of Jalpaiguri and Darjeeling districts border.

 

Suntalekhola or Suntaley Khola is a small village and a tourist spot in the Darjeeling District of West Bengal. The altitude of the place ranges from 650 to 950 m. It gets it name from a small stream: Suntaley Khola.

 

Bhutia Busty monastery or Karmaa Dorjee Chyoling monastery is a Buddhist monastery located in Tongsong, Darjeeling, India. It belongs to the Red Sect of Buddhist Lamas.

 

DARJEELING CARNIVAL

Darjeeling Carnival is a ten-day carnival arranged in the town of Darjeeling, West Bengal, India.The carnival consists of several functions like poetry-reading sessions, painting and photo exhibitions, tea-drinking ceremonies, a Land Rover rally, music concerts and ethnic food festivals.

 

WIKIPEDIA

October 14, 2017 - WASHINGTON, DC. World Bank / IMF 2017 Annual Meetings. Development Committee

 

World Bank Group President Jim Yong Kim; International Monetary Fund Managing Director Christine Lagarde; Chair of the Development Committee Sri Mulyani Indrawati, Minister of Finance of Indonesia; Development Committee Executive Secretary Yvonne Tsikata, World Bank Vice President and Corporate Secretary. Photo: World Bank / Grant Ellis

 

Photo ID: 101417_Development Comittee _266_F

April 12, 2014 - WASHINGTON DC. 2014 IMF / World Bank Group Spring Meetings. Development Committee Meeting. Development Committee Chair Marek Belka; World Bank Group President Jim Yong Kim; IMF Managing Director Christine Lagarde. Photo: Eugenio Salazar / World Bank

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April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis

A Level Textiles Flower project. Design and print development. Range of dresses based on the process of decay in flowers, and the process of creating textile print

April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis

April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis

"There's always money in the banana stand."

Not Balboa Island, Orange County. Rather, Marina Del Rey which is about 50 miles North of Balboa. The patio of this landmark snack shack used for the filming of Arrested Development is in the Fisherman's Village that is located about 10 minutes North of LAX, for you travelers.

The sign in the window of Shell Restaurant reads "Famous Chinese Food prepared to take out."

 

Date: [1967]

Photographer: Unknown

Format: b&w print, 25.4 x 20.3 cm (10 x 8 inches)

Retrieval Code: City of Dartmouth, Planning and Development photograph, 101-80C-2-8-S-44

April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno. Center: John Graham. 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis

April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis

developing logo for final major project

Muscular Development article about me from August, 1985. I was approached by the magazine after my appearance in the 1983 amateur Mr. World contest, where I won people's choice, first place and judge's choice, fifth place. The photos for the article were shot at the old City Gym owned by Diego in DTLA, now the present location of Staples Center. Diego hung photos of me on the walls of the City Gym as well.

Event: 2016 Integrated Product Development Trade Show

Location: Ross School of Business

Photographer: Philip Dattilo

Rights: © 2016 Regents of the University of Michigan. ALL RIGHTS RESERVED.

(734) 647-0308. Tauber.umich.edu

I had an opportunity to explore the construction site for the future city centre and captured a few interesting perspectives.

April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis

April 09, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings. World Bank Group CEO Kristalina Georgieva, IFC VP for Latin America & the Caribbean and Europe and Central Asia Georgina Baker, and the Sexual Violence Research Initiative founder Claudia Garcia-Moreno, 11 winners from around the world were awarded prize money to design, implement, and capture results of new solutions, including the first-ever private sector winner. Photo: World Bank / Grant Ellis

... vrs hylozoism.

 

The start of a mini-series of shots of which this might be the only one up on flickr.

 

Some kind of light leak problem with this roll - not sure whether it's camera, film loading/unloading or development ... time will tell.

 

Yashica Mat 124G | Fuji Neopan 400 | Rodinal (1+25)

April 13, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings.Development Committee Meeting. Photo: World Bank / Franz Mahr

 

Photo ID: 041319_Development Committee_FM_038

José Luis Cervera, Director, DevStat, Spain, speaking at the WTIS 2014, International Coordination of ICT Measurement, 10th Anniversary of the Partnership on Measuring ICT for Development, Tbilisi, Georgia.

 

©ITU/ R.Farrell

October 12, 2013 - Washington Dc., 2013 World Bank / IMF Annual Meetings. Development Committee Meeting. Photo: Simone D. McCourtie / World Bank

April 12, 2014 - WASHINGTON DC. 2014 IMF / World Bank Group Spring Meetings. Development Committee Meeting. Development Committee Chair Marek Belka; World Bank Group President Jim Yong Kim; IMF Managing Director Christine Lagarde. Photo: Eugenio Salazar / World Bank

Vladimir Minkin, Chairman, WSIS+10 Multistakeholder Preparatory Platform and ITU Council Working Group on WSIS, speaking at the WTIS 2014, International Coordination of ICT Measurement, 10th Anniversary of the Partnership on Measuring ICT for Development, Tbilisi, Georgia.

 

©ITU/ R.Farrell

San Antonio, Texas

April 13, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings.Development Committee Meeting. Photo: World Bank

 

Photo ID: 041319-Dev-Com-073-F

A stunningly beautiful but cold day today.. went out and got groceries on a Friday which i love doing.. no crowds in the store! For the first time I noticed this new housing development behind the Loblaws on Sherbrooke street.. lots of new growth in the city lately which is a good sign. It would seem Montreal, being on an island keepsa lot of its citizens within its boundaries instead of pushing them out to the suburbs like a lot of other North American cities do

April 12, 2014 - WASHINGTON DC. 2014 IMF / World Bank Group Spring Meetings. Development Committee Meeting. Development Committee Chair Marek Belka; World Bank Group President Jim Yong Kim; IMF Managing Director Christine Lagarde. Photo: Eugenio Salazar / World Bank

+++ DISCLAIMER +++

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

  

Some background:

The Tornado ADV had its origins in an RAF Air Staff Requirement 395 (or ASR.395), which called for a long-range interceptor to replace the Lightning F6 and Phantom FGR2. The requirement for a modern interceptor was driven by the threat posed by the large Soviet long-range bomber fleet, in particular the supersonic Tupolev Tu-22M. From the beginning of the Tornado IDS's development in 1968, the possibility of a variant dedicated to air defence had been quietly considered; several American aircraft had been evaluated, but found to be unsuitable. However, the concept proved unattractive to the other European partners on the Tornado project, thus the UK elected to proceed in its development alone. On 4 March 1976, the development of the Tornado ADV was formally approved.

 

In 1976, British Aerospace was contracted to provide three prototype aircraft. The first prototype was rolled out at Warton on 9 August 1979, before making its maiden flight on 27 October 1979. During the flight testing, the ADV demonstrated noticeably superior supersonic acceleration to the IDS, even while carrying a full weapons loadout.

 

The Tornado ADV's differences compared to the IDS include a greater sweep angle on the wing gloves, and the deletion of their kruger flaps, deletion of the port cannon, a longer radome for the Foxhunter radar, slightly longer airbrakes and a fuselage stretch of 1.36 m to allow the carriage of four Skyflash semi-active radar homing missiles. The stretch was applied to the Tornado front fuselage being built by the UK, with a plug being added immediately behind the cockpit, which had the unexpected benefit of reducing drag and making space for an additional fuel tank (Tank '0') carrying 200 imperial gallons (909 l; 240 U.S. gal) of fuel. The artificial feel of the flight controls was lighter on the ADV than on the IDS. Various internal avionics, pilot displays, guidance systems and software also differed; including an automatic wing sweep selector not fitted to the strike aircraft.

 

Production of the Tornado ADV was performed between 1980 and 1993, the last such aircraft being delivered that same year. A total of 165 Tornado ADVs were ordered by Britain, the majority being the Tornado F3. However, the Tornado ADV’s replacement, the aircraft that is known today as the Eurofighter Typhoon, met several delays – primarily of political nature. Even though the first production contract was already signed on 30 January 1998 between Eurofighter GmbH, Eurojet and NETMA for the procurement of a total of 232 for the UK, the development and eventually the delivery of the new aircraft was a protracted affair. It actually took until 9 August 2007, when the UK's Ministry of Defence reported that No. 11 Squadron RAF, which stood up as a Typhoon squadron on 29 March 2007, had received its first two multi-role Typhoons. Until then, the Tornado F.3 had become more and more obsolete, since the type was only suited to a limited kind of missions, and it became obvious that the Tornado ADV would have to be kept in service for several years in order to keep Great Britain’s aerial defence up.

 

In order to bridge the Typhoon service gap, two update programs had already been launched by the MoD in 2004, which led to the Tornado F.5 and F.6 versions. These were both modified F.3 airframes, catering to different, more specialized roles. The F.5 had a further extended fuselage and modified wings, so that it could operate more effectively in the long range fighter patrol role over the North Sea and the Northern Atlantic. On the other side, the F.6 was tailored to the mainland interceptor role at low and medium altitudes and featured new engines for a better performance in QRA duties. Both fighter variants shared improved avionics and weapons that had already been developed for the Eurofighter Typhoon, or were still under development.

 

The Tornado F.6’s new engines were a pair of Eurojet EJ200 afterburning turbofans, which offered 30% more dry and 20% more afterburner thrust than the F.3’s original Turbo-Union RB199-34R turbofans. These more modern and fuel-efficient engines allowed prolonged supercruise, and range as well as top speed were improved, too. Furthermore, there was the (theoretical) option to combine the new engine with vectored thrust nozzles, even though this would most probably not take place since the Tornado ADV had never been designed as a true dogfighter, even though it was, for an aircraft of its size, quite an agile aircraft.

 

However, the integration of the EJ200 into the existing airframe called for major modifications that affected the aircraft’s structure. The tail section had to be modified in order to carry the EJ200’s different afterburner section. Its bigger diameter and longer nozzle precluded the use of the original thrust reverser. This unique feature was retained, though, so that the mechanism had to be modified: the standard deflectors, which used to extend backwards behind the nozzles, now opened inwards into the airflow before the exhaust.

Since the new engines had a considerably higher airflow rate, the air intakes with the respective ducts had to be enlarged and adapted, too. Several layouts were tested, including two dorsal auxiliary air intakes to the original, wedge-shaped orifices, but eventually the whole intake arrangement with horizontal ramps was changed into tall side intakes with vertical splitter plates, reminiscent of the F-4 Phantom. Even though this meant a thorough redesign of the fuselage section under the wing sweep mechanism and a reduction of tank “0”’s volume, the new arrangement improved the aircraft’s aerodynamics further and slightly enlarged the wing area, which resulted in a minor net increase of range.

 

The F.3’s GEC-Marconi/Ferranti AI.24 Foxhunter radar was retained, but an infrared search and track (IRST) sensor, the Passive Infra-Red Airborne Track Equipment (PIRATE), was mounted in a semispherical housing on the port side of the fuselage in front of the windscreen and linked to the pilot’s helmet-mounted display. By supercooling the sensor, the system was able to detect even small variations in temperature at a long range, and it allowed the detection of both hot exhaust plumes of jet engines and surface heating caused by friction.

PIRATE operated in two IR bands and could be used together with the radar in an air-to-air role, adding visual input to the radar’s readings. Beyond that, PIRATE could also function as an independent infrared search and track system, providing passive target detection and tracking, and the system was also able to provide navigation and landing aid.

In an optional air-to-surface role, PIRATE can also perform target identification and acquisition, up to 200 targets could be simultaneously tracked. Although no definitive ranges had been released, an upper limit of 80 nm has been hinted at; a more typical figure would be 30 to 50 nm.

 

The Tornado F.3’s Mauser BK-27 revolver cannon was retained and the F.6 was from the start outfitted with the AIM-120 AMRAAM air-to-air missile, with the outlook to switch as soon as possible to the new, ram jet-driven Meteor AAM with higher speed and range. Meteor had been under development since 1994 and was to be carried by the Eurofighter Typhoon as its primary mid-range weapon. With a range of 100+ km (63 mi, 60 km no-escape zone) and a top speed of more than Mach 4, Meteor, with its throttleable ducted rocket engine, offered a considerably improvement above AMRAAM. However, it took until 2016 that Meteor became fully operational and was rolled out to operational RAF fighter units.

 

A total of 36 Tornado F.3 airframes with relatively low flying hours were brought to F.6 standard in the course of 2006-8 and gradually replaced older F.3s in RAF fighter units until 2009. The Tornado F.3 itself was retired in March 2011 when No. 111 Squadron RAF, located at RAF Leuchars, was disbanded. Both the F.5 and F.6 will at least keep on serving until the Eurofighter Typhoon is in full service, probably until 2020.

  

General characteristics:

Crew: 2

Length: 18.68 m (61 ft 3½ in)

Wingspan: 13.91 m (45 ft 7½ in) at 25° wing position

8.60 m (28 ft 2½ in) at 67° wing position

Height: 5.95 m (19 ft 6½ in)

Wing area: 27.55 m² (295.5 sq ft)

Empty weight: 14,750 kg (32,490 lb)

Max. takeoff weight: 28,450 kg (62,655 lb)

 

Powerplant:

2× Eurojet EJ200 afterburning turbofans with 60 kN (13,500 lbf) dry thrust and

90 kN (20,230 lbf) thrust with afterburner each

 

Performance:

Maximum speed: Mach 2.3 (2,500 km/h, 1,550 mph) at 9,000 m (30,000 ft)

921 mph (800 knots, 1,482 km/h) indicated airspeed limit near sea level

Combat radius: more than 1,990 km (1.100 nmi, 1,236 mi) subsonic,

more than 556 km (300 nmi, 345 mi) supersonic

Ferry range: 4,265 km (2,300 nmi, 2,650 mi) with four external tanks

Endurance: 2 hr combat air patrol at 560-740 km (300-400 nmi, 345-460 mi) from base

Service ceiling: 15,240 m (50,000 ft)

 

Armament:

1× 27 mm (1.063 in) Mauser BK-27 revolver cannon with 180 RPG under starboard fuselage side

A total of 10 hardpoints (4× semi-recessed under-fuselage, 2× under-fuselage, 4× swivelling

under-wing) holding up to 9000 kg (19,800 lb) of payload; the two inner wing pylons have shoulder

launch rails for 2× Short-Range AAM (SRAAM) each (AIM-9 Sidewinder or AIM-132 ASRAAM)

4× MBDO Meteor or AIM-120 AMRAAM, mounted under the fuselage

  

The kit and its assembly:

The eight entry for the RAF Centenary Group Build at whatifmodelers.com, and after 100 years of RAF what-if models we have now arrived at the present. This modified Tornado ADV was spawned through the discussions surrounding another modeler’s build of a modified F.3 (and examples of other Tornado conversions, e. g. with fixed wings or twin fins), and I spontaneously wondered what a change of the air intakes would do to the aircraft’s overall impression? Most conversions I have seen so far retain this original detail. An idea was born, and a pair of leftover Academy MiG-23 air intakes, complete with splitter plates, were the suitable conversion basis.

 

The basic kit is the Italeri Tornado ADV, even though in a later Revell re-boxing. It’s IMHO the kit with the best price-performance ration, and it goes together well. The kit was mostly built OOB, with some cosmetic additions. The biggest changes came through the integration of the completely different air intakes. These were finished at first and, using them as templates, openings were cut into the lower fuselage flanks in front of the landing gear well. Since the MiG-23 intakes have a relatively short upper side, styrene sheet fillers had to be added and blended with the rest of the fuselage via PSR. The gap between the wing root gloves and the intakes had to be bridged, too, with 2C putty. Messier affair than it sounds, but it went well.

 

In order to make the engine change plausible I modified the Tornado exhaust and added a pair of orifices from an F-18 – they look very similar to those on the Eurofighter Typhoon, and their diameter is perfect for this change. This and the different air intakes stretch the Tonka visually, it looks IMHO even more slender than the F.3.

 

Another issue was the canopy: the 2nd hand kit came without clear parts, but I was lucky to still have a Tornado F.3 canopy in the spares box – but only the windscreen from a Tornado IDS, which does not fit well onto the ADV variant. A 2mm gap at the front end had to be bridged, and the angles on the side as well as the internal space to the HUD does not match too well. But, somehow, I got it into place, even though it looks a bit shaggy.

The IRST in front of the windscreen is a piece of clear styrene sprue (instead of an opaque piece, painted glossy black), placed on a black background. The depth effect is very good!

 

More changes pertained to the ordnance: the complete weaponry was exchanged. The OOB Sidewinders were replaced with specimen from a Hasegawa F-4 Phantom (these look just better than the AIM-9 that come with the kit), and I originally planned to mount four AIM-120 from the same source under the fuselage – until I found a Revell Eurofighter kit in my stash that came with four Meteor AAMs, a suitable and more modern as well as British alternative!

 

All in all, just subtle modifications.

  

Painting and markings:

Well, the RAF was the creative direction, so I stuck to a classic/conservative livery. However, I did not want a 100% copy of the typical “real world” RAF Tornado F.3, so I sought inspiration in earlier low-visibility schemes. Esp. the Phantom and the Lightning carried in their late days a wide variety of grey-in-grey schemes, and one of the most interesting of them (IMHO) was carried by XS 933: like some other Lightnings, the upper surfaces were painted in Dark Sea Grey (instead of the standard Medium Sea Grey), a considerably murkier tone, but XS933 had a mid-height waterline. I found that scheme to be quite plausible for an aircraft that would mostly operate above open water and in heavier weather, so I adapted it to the Tonka. The fact that XS 933 was operated by RAF 5 Squadron, the same unit as my build depicts with its markings, is just a weird coincidence!

An alternative would have been the same colors, but with a low waterline (e.g. like Lightning XR728) – but I rejected this, because the result would have looked IMHO much too similar to the late Tornado GR.4 fighter bombers, or like a Royal Navy aircraft.

 

Since the upper color would be wrapped around the wings’ leading edges, I used the lower wing leading edge level as reference for the high waterline on the forward fuselage, Behind the wings’ trailing edge I lowered the waterline down to the stabilizers’ level.

All upper surfaces, including the tall fin, were painted with Tamiya XF-54, a relatively light interpretation of RAF Dark Sea Grey (because I did not want a harsh contrast with the lower colors), while the fuselage undersides and flanks were painted in Medium Sea Grey (Humbrol 165). The same tone was also used for the underwing pylons and the “Hindenburger” drop tanks. The undersides of the wings and the stabilizers were painted in Camouflage Grey (formerly known as Barley Grey, Humbrol 167).

 

Disaster struck when I applied the Tamiya paint, though. I am not certain why (age of the paint, I guess), but the finish developed a kind of “pigment pelt” which turned out to be VERY sensitive to touch. Even the slightest handling would leave dark, shiny spots!

My initial attempt was to hide most of this problem under post-shading (with Humbrol 126, FS 36270), but that turned the Tonka visually into a Tiger Meet participant – the whole thing looked as if it wore low-viz stripes! Aaargh!

 

In a desperate move (since more and more paint piled up on the upper surfaces, and I did not want to strip the kit off of all paint right now) I applied another thin coat of highly diluted XF-54 on top of the tiger stripe mess, and that toned everything done enough to call it a day. While the finish is not perfect and still quite shaggy (even streaky here and there…), it looks O.K., just like a worn and bleached Dark Sea Grey.

 

A little more rescue came with the decals. The markings are naturally low-viz variants and the RAF 5 Sq. markings come from an Xtradecal BAC Lightning sheet (so they differ from the markings applied to the real world Tornado F.3s of this unit). The zillion of stencils come from the OOB sheet, but the walking area warnings came from a Model Decal Tornado F.3 sheet (OOB, Revell only provides you a bunch of generic, thin white lines, printed on a single carrier film, and tells you “Good luck”! WTF?). Took a whole afternoon to apply them, but I used as many of them as possible in order to hide the paint finish problems… Some things, like the tactical letter code or the red bar under the fuselage roundel, had to be improvised.

  

With many troubles involved (the paint job, but furthermore the wing pylons as well as one stabilizer broke off during the building and painting process…), I must say that the modified Tonka turned out better than expected while I was still working on it. In the end, I am happy with it – it’s very subtle, I wonder how many people actually notice the change of air intakes and jet exhausts, and the Meteor AAMs are, while not overtly visible, a nice update, too.

The paint scheme looks basically also good (if you overlook the not-so-good finish due to the problems with the Tamiya paint), and the darker tones suit the Tonka well, as well as the fake RAF 5 Squadron markings.

Bribie Island development

 

July 1964

 

ID: 436411 photographic album

 

Negative number: C2-5032

 

"Bribie Island is the smallest and most northerly of three major sand islands forming the coastline sheltering the northern part of Moreton Bay, Queensland, Australia. The others are Moreton Island and North Stradbroke Island. Bribie Island is 34 kilometres (21 miles) long, and 8 kilometres (5.0 miles) at its widest. Archibald Meston believed that the name of the island came from a corruption of a mainland word for it, Boorabee. meaning 'koala bear'.

Bribie Island hugs the coastline and tapers to a long spit at its most northern point near Caloundra, and is separated from the mainland by Pumicestone Passage. The ocean side of the island is somewhat sheltered from prevailing winds by Moreton Island and associated sand banks and has only a small surf break. The lee side is calm, with white sandy beaches in the south.

Most of the island is uninhabited national park (55.8 square kilometres or 21.5 square miles) and forestry plantations. The southern end of the island has been intensively urbanised as part of the Moreton Bay Region, the main suburbs being Bongaree, Woorim, Bellara and Banksia Beach. A bridge from Sandstone Point on the mainland was completed in 1963.

Buckley's Hole, at the southern tip of the island, is an important bird habitat and refuge...

 

There are many types of wildlife present on the island. Kangaroos, wallabies, emus, various snake species, green tree frogs and dingos can often be seen venturing from the national park into the surrounding suburbs.

Pumicestone Passage, located between the island and the mainland, is a protected marine park that provides habitat for dugongs, turtles and dolphins. There are also extensive mangrove forests in this area. Eucalypt forests, banksias and heathlands are the predominant vegetation elsewhere.

Bribie Island is home to around 350 species of bird. This includes a range of honeyeater species, lorikeets, waterbirds and birds of prey. Flying foxes (also called fruit bats) visit the area, along with several species of small insect-eating bats. Flying foxes are important pollinators and seed dispersers while the insect-eating bats help control mosquito and other insect populations.

Buckley's Hole, at the southern tip of the island, was declared an environmental park in 1992.

The island seems particularly prone to instances of bee swarming.”

 

Information from Bribie Island

New port development at Fiumicino. This is probably part of a bigger scheme in which a cruise liner port will be built just to the south at the mouth of the Tiber.

I've been working into a game about Dark Elves, and at certain point, during an undercover mission, you are allowed to input fake names... and these are what I chose to test.

Take this program away from me!

 

(Their actual names are Dilshalee and Amalfein, respectively)

I added a small scenic board alongside the narrow (one foot) hill baseboard. A block of four large terraced houses (the Kingsway TERBF kit) just fits on this. It acts as a background for photos taken at Trinity Square terminus and also as a 'blocker' in order to suggest new vistas.

The side elevation of the houses provides a means of blocking the view 'into reality' above the bill poster boards. This makes photography at the Trinity Square terminus more pleasing.

Torque Developments International M3 at the Autosport International car show, NEC, Birmingham, UK.

 

Nikon D-200, 18-70mm AF-S DX f/3.5-4.5G IF-ED Nikkor,

 

18mm, F3.5, 1/20.

 

Please note:

These images are not public domain and are protected by copyright law.

All images © MSI (Motorsport Images Ireland) 2016. All rights reserved.

COPYRIGHT: The copyright and intellectual property rights of this image is owned by MSI (Ireland), and is protected by copyright laws of Ireland and international intellectual property right treaties. You may not copy any portion of the images in any form whatsoever. You may not alter the images in any way.

UNAUTHORIZED USE: You may not use, copy, rent, lease, sell, claim ownership, publish to a website, blog or other such electronic hosting medium, modify, decompile, disassemble, otherwise reverse engineer, or transfer images in any form whatsoever whether electronically, mechanically or any other method. Any such unauthorized use shall result in immediate and automatic termination of this license and may result in civil and/or legal action against you/your company or representative.

 

If you are interested in the use of this digital photographic image, please contact us via e-mail at msiireland@yahoo.com or motorsportimagesireland@gmail.com

......................................................................................................................

Photography by JOB/MSI Ireland

 

© MSI Ireland 2016

All Rights Reserved

+++ DISCLAIMER +++

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

  

Some background:

Even while the heavy T43 (M103) tank was still in development during the early Fifties, the U.S.A. was not done with attempts at making better heavy tanks. The primary concern were the Soviet heavy tanks that were expected to roll over Western Germany in the case of a Cold War escalation. Development was split into two schools of thought: One based its work on the T43, leading to the T57 and T58 auto loading tanks, while the other started from scratch, trying to mount a heavy weapon that could engage enemy tanks at long range in a more compact hull than the large and heavy T43.

 

In June 1954, the Detroit Arsenal held its third Question Mark Conference, the goal of which was brainstorming ideas for new heavy tanks. Conditions these proposals had to meet were that a prototype had to be constructed within two years, and the vehicle had to be able to fit within the confines of the Berne International Clearance Diagram, a code of standardization for rail tunnels established at the international conference at Berne, Switzerland, in 1913.

 

Various designs were submitted and discussed: The TS-2 and TS-5 were both armed with a 105 mm (4.13 in) T210 smoothbore gun; in a turret on the TS-2, and in a fixed casemate on the TS-5. The TS-6 and TS-31 were armed with the 120 mm (4.72 in) T123E1 gun; again in a turret on the TS-6, and casemate on the TS-31. Power for the tanks would have been supplied by either a 700 hp Continental AOI-1490-1 engine with an XT-500 transmission (TS-2 and TS-5), or an 810 hp Continental AVI-1790-8 with an XT-500 transmission (TS-6 and TS-31).

 

In the end, the TS-31, outfitted with a gimbal gun mount and estimated to weigh 45 tons, was chosen for further development, because it promised the most compact outlines. Chrysler was assigned to the development of the TS-31, which was given the project designation “120mm gun tank T110”; at the same time, the T43 was entering pre-production as the M103.

 

The original TS-31/T110 had a driver in the hull, a gunner to the left of the gun, a commander and his machine gun cupola to the right of the gun, and two loaders. It was rear-engined and had six road wheels on either side. Armor was to be as thick as 9 inches (228.6 mm) on the gun mantlet. Despite the TS-31 concept being chosen as the winner, it still was slightly too big to fit through the Berne Clearance Dimensions. Additional problems were found with the off-center commander’s cupola: the field of view was poor and the additional metal to support it added to the tank’s weight and increased its size. These flaws led to Chrysler redesigning the tank.

 

The second draft, the T110E1, was an improvement over the original TS-31. It was slightly smaller, becoming shorter and the front becoming flat. The driver was moved into the casemate, to the left of the gun, with the gunner being moved to the right of the gun. Behind the driver and gunner were two loaders and the commander behind them. The commander was placed directly in the middle of the tank, leaving him to sit almost directly atop the engine and with his feet worryingly close to the gun breech. Despite all this, it was still too big to fit through the Berne Clearance Dimensions. Size, in addition to the Detroit Arsenal’s disapproval of the driver’s position, led to a second redesign.

 

The third draft, the T110E2, was sort of a reversion to the original; the driver was moved back to the hull outside of the casemate, and the gunner was moved back to the left of the gun. The commander’s turret was moved slightly forward, so he would no longer have to sit on top of the engine, but was now forced to sit in a very awkward and cramped position in order to avoid being crushed by the gun’s recoil every time it fired. The casemate reverted to being rounded at the front. Unfortunately, the third draft was no smaller in size than the second.

 

The Detroit Arsenal replied to Chrysler’s unsatisfactory proposals with the fourth draft of the T110 on its own (even though this proposal did not receive a dedicated designation): The casemate was moved to the back, hanging over the rear of the tank. The transmission was moved to the rear as well, joining the engine. In its place up front was a massive fuel tank, nearly encompassing the driver. The power plant (which was now a Continental 700 hp AOI-1490) was pushed to the left to afford the commander a more comfortable (but still probably hot) position on the far rear right. The suspension was changed to a more conventional (for the Americans) type, with smaller road wheels; although the original draft was without them, return rollers would have been necessary.

 

Chrysler rejected the Detroit Arsenal’s idea to put the casemate on the very back on the tank and kept it in the middle, leading to the T110E3. The driver was moved back again inside of the casemate, this time to the right of the gun and in an elevated position that offered a very good field of view, and the driver had an M24 infrared periscope.

Chrysler originally tried to simplify maintenance on this design by allowing the engine to be pulled out, on rails, via a hatch in the rear of the tank. But this novel feature created rigidity issues and the engine was returned to a standard position, now turned lengthwise in the tank. This new engine placement again left the commander stuck between the engine and the gun breech. The gun mantlet, which had been relatively tiny before, was much bigger in this iteration, weighing 2 tons and being 9 inches (228.6 mm) thick. The tank was now short and narrow enough to barely fit into the limits of the Berne Tunnel standard.

 

This version of the T110 was eventually the first deemed worthy enough to be turned into hardware. A wooden mockup was built and engineering diagrams were drawn up. The main weapon was a 120 mm T123E1 rifled anti-tank gun (the same gun that was carried by the M103, later designated M58), combined with an M14 stereoscopic sight. Gun traverse was 15 degrees to each side, with 20 degrees of gun elevation and 10 degrees of gun depression. Frontal armor was 5 inches (127 mm) at a 60 degree slope from vertical. Secondary weaponry comprised as a .30 cal (7.62 mm) machine gun, paired with the main gun, and the commander had a remote-controlled .50 cal (12.7 mm) M2 Browning machine gun on the M1 cupola, which could be aimed and fired from the inside.

 

Interest from the U.S. Army for this tank, which was rather a self-propelled gun carriage than a classic battle tank and rather passé in the U.S. Army’s eyes, was high enough to warrant the build of two prototypes – primarily because the Army was not too enthusiastic about the large M103. While the T110E3 featured basically the same armament as the M103 and offered comparable frontal armor, it was considerably lighter (50 vs. 65 tons) and more compact.

In order to save cost and development time, a modified M48 Patton chassis was chosen for the prototypes, which featured three rollers per side and the early track tension wheel between the last road wheel and the sprocket wheel at the rear. All six road wheel pairs were sprung on independent torsion arms, while the two front pairs and rear ones received extra shock absorbers with dampers to block excessive amplitude from the torsion arms. Power came from an uprated Continental Motors, Inc. AV-1790-3 petrol engine, which delivered 875 hp instead of the early M48’s 810 hp standard output.

 

The prototypes were built by Chrysler and ferried to the U.S. Army’s Aberdeen Proving Ground for field tests and comparison with the current standard tanks, namely the T43/M103 and the standard medium M48 MBT.

Potential service vehicles would have received the designation M90 and were supposed to be powered by a more reliable and longer-range Continental AVDS-1790-2 diesel power plant, but no more than the two T110E3 prototypes were built and tested in the course of 1956. However, no series production ensued, since the tank’s performance did not meet the U.S. Army’s expectations – even though the T110E3 proved to be much more agile than the T43/M103 and the commonality with the M48 made the T110E3 an attractive concept. Alas, the casemate layout was outdated and the ergonomics for the crew were poor and the interior was cramped due to the large cannon and the need for two loaders, because charges and warheads for the 120 mm rounds were separate and weighed 51 lbs (23.1 kg) in total, too much for a single loader and a decent rate of fire. The commander had, despite the cupola, a very limited field of view esp. of the tank’s direct surroundings. Furthermore, the development of improved armor-piercing ammunitions for lighter guns, as well as the advent of guided anti-tank missiles, made the heavy tank, including the M103 as well as the T110E3, obsolete. As a final blow to the project, development of the new medium M60 tank with the powerful Royal Ordnance L7 105mm cannon had just started when the T110E3 finished its trials, and an update of the M48 with the L7 cannon was the eventual solution.

 

A single T110E3, the first prototype, survived and is preserved at the Detroit Arsenal in Warren, MI.

  

Specifications:

Crew: Five (commander, gunner, 2× loader, driver)

Weight: 50 tonnes

Length: 6.87 m (22 ft 6 in) hull only

9.29 m (30 ft 5 in) overall

Width: 3.65 m (12 ft 0 in)

Height: 3,02 m (9 ft 11 in)

Suspension: Torsion-bar

Ground clearance: 15.2 in (387 mm)

Fuel capacity: 200 US gal (760 l; 170 imp gal)

Armor:

12.7 – 229 mm (0.5 – 9 in)

 

Performance:

Speed:

- Maximum, road: 30 mph (48 km/h)

- Sustained, road: 25 mph (40 km/h)

- Cross country: 9.3 to 15.5 mph (15 to 25 km/h)

Climbing capability:

- 40% side slope and 60% max grade

- Vertical obstacle of 36 inches (91 cm)

- 102 inches (2.59 m) trench crossing

Fording depth: Unprepared: 4 ft (1.219 m), prepared: 8 ft (2.438 m)

Operational range: 160 ml (258 km) on road

Power/weight: 17.5 hp/t

 

Engine:

1× Continental Motors, Inc. AV-1790-3 petrol V12 engine with fuel injection, delivering 875 hp,

plus a 1-cylinder auxiliary generator

 

Transmission:

General Motors CD-850-4A with 2 ranges forward, 1 reverse

 

Armament:

1× 120 mm T123E1 (M58) rifled anti-tank gun with 34 rounds

1× co-axial 7.62 mm M73 machine gun with 3.000 rounds

1× 12.7mm M2 Browning anti-aircraft machine gun on the commander’s cupola with 900 rounds

 

The kit and its assembly:

Yes, this is a whiffy tank, but the T110 project as such actually existed as an alternative to the M103. However, there never was any hardware beyond a wooden mock-up, and after many iterations (T110E5 was the last one!) the project was dropped in favor of classic designs with a fully rotating turret, and the availability of the British L7 cannon made the need for the American 120mm cannon obsolete.

 

I came across this obscure American tank project when I browsed the online shop of the German tank model/conversion kit manufacturer ModellTrans/Silesian Models, who offer a T110E3 resin conversion kit for an unspecified M48 chassis. I found the concept odd and the kit looked good, so I bought one, together with an ESCI M48A2 kit as chassis donor.

 

The rest was simple kitbashing. The M48 chassis was built OOB, just the upper hull replaced by the T110 resin parts, which also include the gun barrel and the mantlet, the commander’s cupola and several other small parts. Fit was/is surprisingly good! The T110 hull also went very smoothly onto the ESCI chassis: not plastic or resin had to be cut, just a 2mm gap at the lower rear had to be filled with a styrene strip, and only minor PSR had to be done on the front and the rear.

 

Some personal improvements include a scratched wall inside of the muzzle brake (made from a simple piece of 0.5 mm styrene sheet) and rails along the sidewalls, made from thin brass wire. Furthermore, some small parts from the ESCI M48 were transferred to the T110, including the barrel support, the housings for the stereoscopic rangefinder and a jerry can. Since this was supposed to become a prototype, I did not want to change too much.

  

Painting and markings:

The whole vehicle became Olive Drab, a conservative choice. I could not imagine that this outdated tank concept could have seriously entered service, so I decided to represent a prototype. But even if I had wanted a U.S. Army in-service vehicle, it would most probably have been painted all-over Olive Drab, anyway, since more complex paints schemes were only introduced in the late Seventies.

 

AFAIK there was no clearly defined standard for “Olive Drab” in practice, even though there was a contemporary Federal Standard tone, 24087 (very different from the later, much lighter FS tone with this code), also known as “OD ‘50”. In order to keep things simple, I chose Humbrol 66 (HM3), since it is supposed to represent the typical US Army tone. At first this looked rather dark and murky, but with some dry-brushing (with a mix of 66 and 111) after a washing with a mix of black and red brown, things started to look really good – esp. after the decals had been applied. The latter primarily came from the OOB ESCI sheet, complemented with the markings “TEST” and “T110E3”, created with single white 3mm letters from TL Modellbau and seen on contemporary American test vehicles in a similar fashion.

 

Further weathering was done through more dry-brushing with Humbrol 72 (Khaki Drill), then the model received a coat of matt acrylic varnish. Once the tracks (painted with a mix of acrylic black, brown and iron beforehand) had been mounted and finishing touches had been made, the lower areas were dusted with a reddish-brown mix of mineral pigments, reflecting the red-brownish washing all over the hull.

  

Not a very complex project, the most tedious aspect of this build was the M48 running gear. However, the latter went together well with little resistance, and the T110 hull from ModellTrans/Silesian Models was easy to integrate, too. I am actually very impressed by the good fit, the details and the molding quality of the resin parts. Even thin and delicate parts and areas like the mudguards have been crisply molded and they are not distinguishable from the IP counterparts from the ESCI kit! And I like the result: the T110E3 looks very retro, a design fallen out of time, and a worthy post-WWII what-if model.

The former muffler shop is gone, seafront condos are coming, that's progress.

2013 World Bank Group / Fund Annual Meetings. 2013 Development Committee. Photos By: Eugene Salazar / World Bank

 

Photo ID: 101213_AM_DEVCOM_048_F

Hounslow Chamber of Conference meeting inside the hotel.

 

Brentford

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