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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
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
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_116
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
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
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
+++ 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 Gudkov Gu-1 was a Soviet fighter aircraft produced shortly after World War II in small numbers at the start of the jet age, but work on the Gudkov Gu-1 already started in 1944. Towards the end of World War II the Soviet Union saw the need for a strategic bombing capability similar to that of the United States Army Air Forces. The Soviet VVS air arm had the locally designed Petlyakov Pe-8 four-engined heavy bomber in service at the start of the war, but only 93 had been built by the end of the war and the type had become obsolete. By that time the U.S. regularly conducted bombing raids on Japan from distant Pacific forward bases using B-29 Superfortresses, and the Soviet Air Force lacked this capability.
Joseph Stalin ordered the development of a comparable bomber, and the U.S. twice refused to supply the Soviet Union with B-29s under Lend Lease. However, on four occasions during 1944, individual B-29s made emergency landings in Soviet territory and one crashed after the crew bailed out. In accordance with the Soviet–Japanese Neutrality Pact, the Soviets were neutral in the Pacific War and the bombers were therefore interned and kept by the Soviets. Despite Soviet neutrality, America demanded the return of the bombers, but the Soviets refused. Three repairable B-29s were flown to Moscow and delivered to the Tupolev OKB. One B-29 was dismantled, the second was used for flight tests and training, and the third one was left as a standard for cross-reference.
Stalin told Tupolev to clone the Superfortress in as short a time as possible. The reverse-engineering effort involved 900 factories and research institutes, who finished the design work during the first year. 105,000 drawings were made, and the American technology had to be adapted to local material and manufacturing standards – and ended in a thorough re-design of the B-29 “under the hood”. By the end of the second year, the Soviet industry was to produce 20 copies of the aircraft ready for State acceptance trials.
While work on what would become the Tupolev Tu-4 was on the way, the need for a long range escort fighter arose, too. Soviet officials were keen on the P-51 Mustang, but, again, the USA denied deliveries, so that an indigenous solution had to be developed. With the rising tension of international relationships, this became eventually the preferred solution, too.
While the design bureau Lavochkin had already started with work on the La-9 fighter (which entered service after WWII) and the jet age was about to begin, the task of designing a long range escort fighter for the Tu-4 was relegated to Mikhail I. Gudkov who had been designing early WWII fighters like the LaGG-1 and -3 together with Lavochkin. Internally, the new fighter received the project handle "DIS" (Dalnij Istrebitel' Soprovozhdenya ="long-range escort fighter").
In order to offer an appropriate range and performance that could engage enemy interceptors in the bombers’ target area it was soon clear that neither a pure jet nor a pure piston-engine fighter was a viable solution – a dilemma the USAAF was trying to solve towards 1945, too. The jet engine alone did not offer sufficient power, and fuel consumption was high, so that the necessary range could never be achieved with an agile fighter. Late war radials had sufficient power and offered good range, but the Soviet designers were certain that the piston engine fighter had no future – especially when fast jet fighters had to be expected over enemy territory.
Another problem arose through the fact that the Soviet Union did not have an indigenous jet engine at hand at all in late 1945. War booty from Germany in the form of Junkers Jumo 004 axial jet engines and blueprints of the more powerful HeS 011 were still under evaluation, and these powerplants alone did neither promise enough range nor power for a long range fighter aircraft. Even for short range fighters their performance was rather limited – even though fighters like the Yak-15 and the MiG-9 were designed around them.
After many layout experiments and calculation, Gudkov eventually came up with a mixed powerplant solution for the DIS project. But unlike the contemporary, relatively light I-250 (also known as MiG-13) interceptor, which added a mechanical compressor with a primitive afterburner (called VRDK) to a Klimov VK-107R inline piston engine, the DIS fighter was equipped with a powerful radial engine and carried a jet booster – similar to the US Navy’s Ryan FR-1 “Fireball”. Unlike the FR-1, though, the DIS kept a conservative tail-sitter layout and was a much bigger aircraft.
The choice for the main powerplant fell on the Shvetsov ASh-82TKF engine, driving a large four blade propeller. This was a boosted version of the same 18 cylinder twin row radial that powered the Tu-4, the ASh-73. The ASh-82TKF for the escort fighter project had a rating of 2,720 hp (2,030 kW) while the Tu-4's ASh-73TK had "only" a temporary 2,400 hp (1,800 kW) output during take-off. The airframe was designed around this massive and powerful engine, and the aircraft’s sheer size was also a result of the large fuel capacity which was necessary to meet the range target of at least 3.000 km (1.860 mi, 1.612 nmi).
The ASh-82TKF alone offered enough power for a decent performance, but in order to take on enemy jet fighters and lighter, more agile propeller-driven fighters, a single RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust was added in the rear-fuselage. It was to add power for take-off and in combat situations only. Its fixed air intakes were placed on the fuselage flanks, right behind the cockpit, and the jet pipe was placed under the fin and the stabilizers.
Outwardly, Gudkov’s DIS resembled the late American P-47D or the A-1 Skyraider a lot, and the beefy aircraft was comparable in size and weight, too. But the Soviet all-metal aircraft was a completely new construction and featured relatively small and slender laminar flow wings. The wide-track landing gear retracted inwards into the inner wings while the tail wheel retracted fully into a shallow compartment under the jet pipe.
The pilot sat in a spacious cockpit under a frameless bubble canopy with very good all-round visibility and enjoyed amenities for long flights such as increased padding in the seat, armrests, and even a urinal. In addition, a full radio navigation suite was installed for the expected long range duties over long stretches of featureless landscape like the open sea.
Armament consisted of four 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the wings, outside of the propeller arc. The guns were good for a weight of fire of 6kg (13.2 lb)/sec, a very good value. Five wet hardpoints under the fuselage, the wings outside of the landing gear well and under the wing tips could primarily carry auxiliary drop tanks or an external ordnance of up to 1.500 kg (3.300 lb).
Alternatively, iron bombs of up to 500 kg (1.100 lb) caliber could be carried on the centerline pylon, and a pair of 250 kg (550 lb) bombs under the wings, but a fighter bomber role was never seriously considered for the highly specialized and complex aircraft.
The first DIS prototype, still without the jet booster, flew in May 1947. The second prototype, with both engines installed, had its fuel capacity increased by an additional 275 l (73 US gal) in an additional fuel tank behind the cockpit. The aircraft was also fitted with larger tires to accommodate the increased all-up weight, esp. with all five 300 l drop tanks fitted for maximum range and endurance.
Flight testing continued until 1948 and the DIS concept proved to be satisfactory, even though the complicated ASh-82TKF hampered the DIS’ reliability - to the point that fitting the ASh-73TK from the Tu-4 was considered for serial production, even if this would have meant a significant reduction in performance. The RD-20 caused lots of trouble, too. Engine reliability was generally poor, and re-starting the engine in flight did not work satisfactorily – a problem that, despite several changes to the starter and ignition system, could never be fully cured. The jet engine’s placement in the tail, together with the small tail wheel, also caused problems because the pilots had to take care that the tail would not aggressively hit the ground upon landings, because the RD-20 and its attachments were easily damaged.
Nevertheless, the DIS basically fulfilled the requested performance specifications and was, despite many shortcomings, eventually cleared for production in mid 1948. It received the official designation Gudkov Gu-1, honoring the engineer behind the aircraft, even though the aircraft was produced by Lavochkin.
The first machines were delivered to VVS units in early 1949 - just in time for the Tu-4's service introduction after the Russians had toiled endlessly on solving several technical problems. In the meantime, jet fighter development had quickly progressed, even though a purely jet-powered escort fighter for the Tu-4 was still out of question. Since the Gu-1 was capricious, complex and expensive to produce, only a limited number left the factories and emphasis was put on the much simpler and more economical Lavochkin La-11 escort fighter, a lightweight evolution of the proven La-9. Both types were regarded as an interim solution until a pure jet escort fighter would be ready for service.
Operationally the Gu-1s remained closely allocated to the VVS’ bomber squadrons and became an integral part of them. Anyway, since the Tu-4 bomber never faced a serious combat situation, so did the Gu-1, which was to guard it on its missions. For instance, both types were not directly involved in the Korean War, and the Gu-1 was primarily concentrated at the NATO borders to Western Europe, since bomber attacks in this theatre would certainly need the heavy fighter’s protection.
The advent of the MiG-15 - especially the improved MiG-15bis with additional fuel capacities and drop tanks, quickly sounded the death knell for the Gu-1 and any other post-WWII piston-engine fighter in Soviet Service. As Tu-4 production ended in the Soviet Union in 1952, so did the Gu-1’s production after only about 150 aircraft. The Tu-4s and their escort fighters were withdrawn in the 1960s, being replaced by more advanced aircraft including the Tupolev Tu-16 jet bomber (starting in 1954) and the Tupolev Tu-95 turboprop bomber (starting in 1956).
The Gudkov Gu-1, receiving the NATO ASCC code “Flout”, remained a pure fighter. Even though it was not a success, some proposals for updates were made - but never carried out. These included pods with unguided S-5 air-to-air-rockets, to be carried on the wing hardpoints, bigger, non-droppable wing tip tanks for even more range or, alternatively, the addition of two pulsejet boosters on the wing tips.
There even was a highly modified mixed powerplant version on the drawing boards in 1952, the Gu-1M. Its standard radial powerplant for cruise flight was enhanced with a new, non-afterburning Mikulin AM-5 axial flow jet engine with 2.270 kgf/5,000 lbf/23 kN additional thrust in the rear fuselage. With this temporary booster, a top speed of up to 850 km/h was expected. But to no avail - the pure jet fighter promised a far better performance and effectiveness, and the Gu-1 remained the only aircraft to exclusively carry the Gudkov name.
General characteristics:
Crew: 1
Length: 12 m (39 ft 4 in)
Wingspan: 14 m (45 ft 11 in)
Height: 4.65 m (15 ft 3 in)
Wing area: 28 m² (301.388 ft²)
Airfoil:
Empty weight: 4,637 kg (10,337 lb)
Loaded weight: 6.450 kg (14.220 lb)
Maximum take-off weight: 7,938 kg (17,500 lb)
Powerplant:
1× Shvetsov ASh-82TKF 18-cylinder air-cooled radial engine, rated at 2,720 hp (2,030 kW)
1x RD-20 axial-flow turbojet with 7.8 kN (1,754 lbf) thrust as temporary booster
Performance
Maximum speed: 676 km/h (420 mph) at 29,000 ft (8,839 m) with the radial only,
800 km/h (497 mph/432 kn,) with additional jet booster
Cruise speed: 440 km/h (237 kn, 273 mph)
Combat radius: 820 nmi (945 mi, 1,520 km)
Maximum range: 3.000 km (1.860 mi, 1.612 nmi) with drop tanks
Service ceiling: 14,680 m (48,170 ft)
Wing loading: 230.4 kg/m² (47.2 lb/ft²)
Power/mass: 0.28 kW/kg (0.17 hp/lb)
Climb to 5,000 m (16,400 ft): 5 min 9 sec;
Climb to 10,000 m (32,800 ft): 17 min 38 sec;
Climb to 13,000 m (42,640 ft): 21 min 03 sec
Armament
4× 23 mm Nudelman-Suranov NS-23 cannons with 100 RPG in the outer wings
Five hardpoints for an external ordnance of 1.500 kg (3.300 lb)
The kit and its assembly:
This whif is the incarnation of a very effective kitbashing combo that already spawned my fictional Japanese Ki-104 fighter, and it is another submission to the 2018 “Cold War” group build at whatifmodelers.com. This purely fictional Soviet escort fighter makes use of my experiences from the first build of this kind, yet with some differences.
The kit is a bashing of various parts and pieces:
· Fuselage, wing roots, landing gear and propeller from an Academy P-47D
· Wings from an Ark Model Supermarine Attacker (ex Novo)
· Tail fin comes from a Heller F-84G
· The stabilizers were taken from an Airfix Ki-46
· Cowling from a Matchbox F6F, mounted and blended onto the P-47 front
· Jet exhaust is the intake of a Matchbox Me 262 engine pod
My choice fell onto the Academy Thunderbolt because it has engraved panel lines, offers the bubble canopy as well as good fit, detail and solid material. The belly duct had simply been sliced off, and the opening later faired over with styrene sheet and putty, so that the P-47’s deep belly would not disappear.
The F6F cowling was chosen because it looks a lot like the ASh-73TK from the Tu-4. But this came at a price: the P-47 cowling is higher, tighter and has a totally different shape. It took serious body sculpting with putty to blend the parts into each other. Inside of the engine, a styrene tube was added for a metal axis that holds the uncuffed OOB P-47 four blade propeller. The P-47’s OOB cockpit tub was retained, too, just the seat received scratched armrests for a more luxurious look.
The Attacker wings were chosen because of their "modern" laminar profile. The Novo kit itself is horrible and primitive, but acceptable for donations. OOB, the Attacker wings had too little span for the big P-47, so I decided to mount the Thunderbolt's OOB wings and cut them at a suitable point: maybe 0.5", just outside of the large main wheel wells. The intersection with the Attacker wings is almost perfect in depth and width, relatively little putty work was necessary in order to blend the parts into each other. I just had to cut out new landing gear wells from the lower halves of the Attacker wings, and with new attachment points the P-47’s complete OOB landing gear could be used.
With the new wing shape, the tail surfaces had to be changed accordingly. The trapezoid stabilizers come from an Airfix Mitsubishi Ki-46, and their shape is a good match. The P-47 fin had to go, since I wanted something bigger and a different silhouette. The fuselage below was modified with a jet exhaust, too. I actually found a leftover F-84G (Heller) tail, complete with the jet pipe and the benefit that it has plausible attachment points for the stabilizers far above the jet engine in the Gu-1’s tail.
However, the F-84 jet pipe’s diameter turned out to be too large, so I went for a smaller but practical alternative, a Junkers Jumo 004 nacelle from a Me 262 (the ancestor of the Soviet RD-20!). Its intake section was cut off, flipped upside down, the fin was glued on top of it and then the new tail was glued to the P-47 fuselage. Some (more serious) body sculpting was necessary to create a more or less harmonious transition between the parts, but it worked.
The plausible placement of the air intakes and their shape was a bit of a challenge. I wanted them to be obvious, but still keep an aerodynamic look. An initial idea had been to keep the P-47’s deep belly and widen the central oil cooler intake under the nose, but I found the idea wacky and a bit pointless, since such a long air duct would not make much sense since it would waste internal space and the long duct’s additional weight would not offer any benefit?
Another idea were air intakes in the wing roots, but these were also turned down since the landing gear wells would be in the way, and placing the ducts above or below the wings would also make no sense. A single ventral scoop (looking like a P-51 radiator bath) or two smaller, dorsal intakes (XP-81 style) behind the cockpit were other serious candidates – but these were both rejected because I wanted to keep a clean side profile.
I eventually settled for very simple, fixed side intakes, level with the jet exhaust, somewhat inspired by the Lavochkin La-200B heavy fighter prototype. The air scoops are simply parts from an Italeri Saab 39 Gripen centerline drop tank (which has a flat, oval diameter), and their shape is IMHO a perfect match.
Painting and markings:
While the model itself is a wild mix of parts with lots of improvisation involved, I wanted to keep the livery rather simple. The most plausible choice would have been an NMF finish, but I rather wanted some paint – so I used Soviet La-9 and -11 as a benchmark and settled for a simple two-tone livery: uniform light grey upper and light blue lower surfaces.
I used RAF Medium Sea Grey (Humbrol 165) and Soviet Underside Blue (Humbrol 114) as basic tones, and, after a black ink wash, these were lightened up through dry-brushed post-shading. The yellow spinner and fin tip are based on typical (subtle) squadron markings of the late 40ies era.
The cockpit as well the engine and landing gear interior became blue-grey (Revell 57), similar to the typical La-9/11’s colors. The green wheel discs and the deep blue propeller blades are not 100% in the aircraft's time frame, but I added these details in order to enhance the Soviet touch and some color accents.
Tactical markings were kept simple, too. The "38" and the Red Stars come form a Mastercraft MiG-15, the Guards badge from a Begemoth MiG-25 sheet and most of the stencils were taken from a Yak-38 sheet, also from Begemoth.
Finally, the kit was sealed with matt acrylic varnish (Italeri) and it received some mild soot stains and chipped paint around the cockpit and on the leading edges. Some oil stains were added around the engine (with Tamiya Smoke), too.
A massive aircraft, and this new use of the P-47/Attacker combo results again in a plausible solution. The added jet engine might appear a bit exotic, but the mixed powerplant concept was en vogue after WWII, but only a few aircraft made it beyond the prototype stage.
While painting the model I also wondered if an all dark blue livery and some USN markings could also have made this creation the Grumman JetCat? With the tall fin, the Gu-1 could also be an F8F Bearcat on steroids? Hmmm...
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: CH220412064.arw
Urbex Benelux -
The existing farm types are the result of centuries of development, which shows strong regional and national differences.
The old farms are gradually disappearing from the countryside, not only in the Netherlands and Belgium, but also elsewhere in Europe. From the end of the nineteenth century, partly due to changing business operations, better transport options, industrialization and the increased need for comfort, the region-specific differences between farms have come to an end. Business operations changed after the Second World War, which led to different requirements for the buildings. In Eastern Europe, medium-sized and large farms were nationalized and converted into large-scale agricultural companies.
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
Nestlé sponsored training of agricultural extension workers in Renala, Pakistan. Passing on vital skills in water management encourages sustainable practices on dairy farms in Pakistan.
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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
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.
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
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
It took China long way to develop and produce a true supersonic fighter aircraft: in March, 1964, Shenyang Aircraft Factory began the first domestic production of the J-7 jet fighter. However, the mass production of the aircraft, which had been developed through Soviet help, license production and reverse-engineering, was severely hindered by an unexpected problem—the Cultural Revolution. This incident and its consequences resulted in poor initial quality and slow progress.
This, in turn, resulted in full scale production only coming about in the 1980s, by which time the J-7 design was showing its age. However, through the years the J-7 saw constant development and refinement in China.
One of the many directions of the prolific J-7 family was the J-7III series, later re-coded J-7C. This variant was in so far special, as it was not based on the 1st generation MiG-21F. It was rather a reverse-engineered MiG-21MF obtained from Egypt, but just like the Soviet ejection seat, the original Soviet radar failed to impress Chinese, so a domestic Chinese radar was developed for the aircraft called the "JL-7". JL-7 is a 2 cm wavelength mono pulse fire radar weighing 100 kg, with a maximum range of 28 km, and MTBF is 70 hours.
However, due to the limitation of Chinese avionics industry in the 1980s, the performance of the domestic Chinese fire control radars were not satisfactory, because due to their relatively large size, the nosecone had to be enlarged, resulting in decrease in aerodynamic performance of the series. As a result, only very limited numbers of this series were built.
The J-7III prototypes comprised a series of a total of 5 aircraft, equipped with domestically developed HTY-3 ejection seat and KL-11 auto pilot. These machines had to be powered by the domestic WP-7 engine (a copy of the MiG-21F's Tumansky R-11) because the intended WP-13F (a license build of the Tumansky R-13) failed to meet the original schedule. The J-7III was planned to enter service in 1985, but due to the delay of WP-13 development, it was not until 1987 when the design was finally certified.
Production of the true J-7C fighter started in 1989, when the WP-13 became available, but only a total of 17 were built until 1996. It was soon superseded by the J-7IIIA, the prototype of the more sophisticated J-7D. This upgraded all-weather fighter was equipped with KJ-11A auto pilot, JD-3II TACAN, ADS-1 air data computer, Type 563B INS, WL-7A radio compass, Type 256 radar altimeter, TKR-122 radio, 930-4 RWR, 941-4A decoy launcher, and an improved JL-7A radar.
The fighter was to be armed with PL-7 & PL-8 AAMs and carried a twin 23 mm gun (a copy of the MiG-21MF's ventral GSh-23-2 cannon). A HK-13A HUD replaced HK-03D optical sight in earlier models. The upgraded JL-7A fire control radar had look-down/shoot-down capability added.
The production J-7D received an uprated WP-13FI engine, and initial certification was received in November 1994, but it was not until more than a year later in December 1995 when the model was finally fully certified due to the need to certify the WP-13FI on the aircraft. But, again, the results were not satisfactory and only 32 were built until 1999.
Even though the J-7C and D had been developed from a much more modern basis than the earlier MiG-21F derivatives, the "new" type offered - except for the more capable radar and the all-weather capability - no considerable benefit, was even less manoueverable in dogfight situations, more complex and expensive, and also had a very limited range. What was needed was a revolutionary step forward.
Such a proposal came from Chengdu Aircraft Corporation's general designer Mr. Wang Zi-fang (王子方) in 1998, who had already worked on the J-7D. He proposed the addition of fuselage elements that would partly replace the inner wing sections and create lift, but also offer additional room for more and better avionics, allowing the carriage of state-of-the-art weaponry like the PL-11 AAM, together with more internal fuel. Furthermore, the adaptation of the WS-13 turbofan, a new engine for which project work had just started and which would improve both range and performance of the modified aircraft.
In 2000, while an alternative design, the J-7FS, had been under parallel development and cleared for service by then, CAC received green lights for a developmental technology demonstrator under the label J-7DS (S stands for Shi-yan, 试验, meaning "experimental" in Chinese).
While the general third generation MiG-21 outlines were retained, the blended wing/body sections - certainly inspired by US American types like the F-16 and the F-18 - and a new, taller fin changed overall proportions considerably. Esp. from above, the bigger wing planform with extended LERXes (reminiscent of the MiG Analog experimental delta wing aircraft that were used during the Tu-144 development in the Soviet union) created the impression of a much more massive and compact aircraft, even though the dimenions remained unchanged.
Thanks to the additional space in the BWB sections, new and better equipment could be installed, and the aerodynamics were changed, too. For instance, the J-7's air brakes under the forward fuselage were deleted and replaced by a new pair of splayed design, stabilizing the aircraft more effectively in a dive. The single air brake in front of the ventral fin was retained, though, as well as the blown flaps from the MiG-21MF.
The ventral gun pod with a domestic copy of the GSh-23-2 was also deleted; this space, together with the air brake compartment, was now used for a semi-recessed laser range finder, so that guided ammunition could be deployed. But a gun was retained: a new, more effective Type 30-I 30 mm (1.18 in) cannon (a copy of the Gryazev-Shipunov GSh-30-1) with 150 rounds was placed into the port LERX, under the cockpit.
Inside of the LERX on the other side, compartments for new avionics (esp. for the once more upgraded JL-7B fire control radar) were added. With this radar and weapons like the PL-11 missile, the aircraft finally achieved the long desired BVR interception capability.
Flanking the new, longer WS-13 engine, the BWBs held extra fuel tanks. For en even more extended range and loiter time, provisions were made for a fixed air-refuelling probe on the starboard side under the cockpit.
Under the inner wings, an additional pair of pylons was added (for a total of seven), and overall ordnance load could be raised to 3.000 kg (6.600 lb).
The first J-7DS first flew in summer 2005, still only powered by an WP-13I engine, for a 22-month test program. Three prototypes were built, but only the first two aircraft were to fly – the third machine was only used for static tests.
The driving force behind this program was actually the PLANAF, the People's Liberation Army, Naval Air Force (中國人民解放軍海軍航空兵). While the Chinese Air Force rather placed its bet on the more modern and sophisticated Chengdu J-10 fighter, the PLANAF was rather looking for a more simple and inexpensive multi-role combat aircraft that could carry out both air defence and strike missions, and replace the ageing (and rather ineffective) J-8 fighters and Q-5 attack aircraft, as well as early J-7II fighters with limited all-weather capability. Consequently, the type was only operated by the PLANAF from 2010 onwards and received the official designation J-7DH ("H" for 海军 [Haijun] = Navy).
Production was still continuing in small numbers in late 2016, but the number of built specimen is uncertain. About 150 J-7DH are supposed to be in active service, mostly with PLANAF Northern and East Fleet units. Unlike many former J-7 variants (including its ancestor, the PLAAF's more or less stillborn C and D variants), the J-7DH was not offered for export.
General characteristics:
Crew: 1
Length: 14.61 m (47 ft 10½ in)
15.69 m (51 ft 5 in) with pitot
Wingspan: 7,41 m (24 ft 3½ in)
Height: 4.78 m (15 ft 8½ in)
Wing area: 28.88 m² (309.8 ft²)
Aspect ratio: 2.8:1
Empty weight: 5,892 kg (12.977 lb)
Loaded weight: 8,240 kg (18.150 lb)
Max. take-off weight: 9,800 kg (21.585 lb)
Powerplant:
1× Guizhou WS-13 turbofan with a dry thrust of 51.2 kN (11,510 lbf)
and 84.6 kN (19,000 lbf) with afterburner
Performance
Maximum speed: Mach 2.0, 2,200 km/h (1.189 knots, 1.375 mph)
Stall speed: 210 km/h (114 knots, 131 mph) IAS
Combat radius: 1.050 km (568 nmi, 652 mi) (air superiority, two AAMs and three drop tanks)
Ferry range: 2,500 km (1.350 nmi, 1.550 mi)
Service ceiling: 17,500 m (57.420 ft)
Rate of climb: 195 m/s (38.386 ft/min)
Armament:
1× Type 30-I 30mm (1.18") cannon with 150 rounds in the port forward fuselage;
7× hardpoints (6× under-wing, 1× centerline under-fuselage) with a capacity of 3,000 kg maximum (up to 500 kg each); Ordnance primarily comprises air-to-air missiles, including PL-2, PL-5, PL-7, PL-8, PL-9 and PL-11 AAMs, but in a secondary CAS role various rocket pods an unguided bombs of up to 500kg caliber can be carried
The kit and its assembly:
Another Chinese whif, and again a MiG-21 derivative - a fruitful source of inspiration. The J-7DH is not based ona real world project, though, but was rather inspired by an article about a Chinese 2020 update for the MiG-21 from Japan, including some drawings and artwork.
The latter depicted a late MiG-21 with some minor mods, but also some characteristic F-16 parts like the chines and the BWB flanks grafted to it - and it looked good!
Since I recently butchered an Intech F-16 for my Academy T-50 conversion (primariliy donation the whole landing gear, including the wells), I had a donor kit at ahnd, and I also found a Mastercraft MiG-21MF in my stash without a true plan. So I combined both for "something Chinese"...
The build was pretty starightforward - except for the fact that the Intech F-16 is a rather clumsy affair (donating the fin and the fuselage flanks) and that no part from the Mastercraft MiG-21 matches with another one! Lots of improvisation and mods were necessary.
On the other side, the F-16 parts were just glued onto the MiG-21 fuselage and blended into one with putty (in several layers, though).
The fin was taken wholesale from the F-16, but clipped by about 5mm at the top. I originally wanted to use F-16 wings with wing tip launch rails and the stabilizers, too, but when I held them to the model it looked wacky - so I reverted to the Fishbed parts. The stabilizers were taken OOB, but the wing span was reduced at the roots, so that the original MiG-21 wing span was retained. Only the landing gear wells had to be adapted accordingly, but that was easier than expected and the result looks very organic.
With more wing area, I added a third pair of hardpoints under the wing roots, and I kept the gun under the cockpit in the LERX. That offered room inside of the fuselage, filled by a laser rangefinder in a canoe fairing where the original gun used to be.
On the tail, a new jet nozzle was mounted, on the fuselage some air scoops and antennae were added an an IR sensor on the nose. A new seat was used in the cockpit instead of the poor L-shaped OOB thing. The PL-2 & -11 ordnance consists of simple AIM-9Bs and slightly modified AIM-120, plus some launch rails from the scrap box.
Paintings and markings:
Modern Chinese military aircraft are hardly benchmarks for creative paint schemes - and the only "realistic" option in this case would have been a uniform grey livery. The original J-7C PLAAF night fighters carried a high contrast sand/dark green/light blue livery, similar to the MiG-21 export scheme (a.k.a. "Pumpkin"), but I found the latter not suitabel for a naval operator.
I eventually found a compromise, using one of the J-7C schemes as pattern but using grey tones instead - still not very colorful, but the "clover" patterns would help disrupt the aircraft's outlines and support the modern look and feel of this whif.
Basic colors are Humbrol 140 (Dark Gull Grey, FS 36231) and 165 (RAF Medium Sea Grey) from above, plus 122 (IAF Pale Blue, FS 35622) on the undersides. With the dark grey pattern placed with no direct connection to the Pale Blue undersides, there's even a blending effect between the tones - not spectacular, but IMHO effective.
The cockpit interior became pale teal (a mix of Soviet Cockpit Blue and white), while the landing gear wells were painted with a mix of Humbrol 56, 119 and 225 - for a yellow-ish, dull metallic brown. The wheel discs became bright green (Humbrol 131), and any di-electric panel and the radome became deep green (Humbrol 2).
The decals come from a Begemot MiG-21 sheet (roundels), while the tactical 5-digit code comes from an Airfix 1:72 B-17 sheet. The yellow code is a bit unusual, as well as its place on the fin, but both occur on Chinese fighters.
The code itself is based on the information published in the 2010 book “Chinese Air Power” by Yefim Gordon und Dmitriy Komissarov, where the Chinese code system is explained – I hope that it is more or less authentic.
The kit received a light black ink wash and some dry painting with lighter blue-grey shades, but no weathering, since modern Chinese aircraft tend to look pretty clean and pristine. Since the kits both did not feature much surface details, and a lot of the few OOB details got lost during the PSR process for the BWB wing sections, I painted some details and panel lines with a soft pencil - a compromise, though. Finally, the kit was sealed with matt acrylic varnish.
The result is a pretty subtle whif, and with the F-16 parts added the result even looks very conclusive! From above, the extra fuselage width makes the Fishbed look very massive, which is underlined by the extended stabilizer span. But I think that retailing the original MiG-21 delta wing was a good decision, because it helps retaining the Fishbed's "fast" look.
I am just not 100% happy with the finish - but for the crappy kits I used as basis it's O.K.
Left to right:
Chris Skinner, Writer and FinTech Commentator
Matthew Blake, Head, Future of Financial and Monetary Systems, World Economic Forum
Elliot Harris, UN Chief Economist
Gillian Tett, Editor-at-large, Financial Times
Maxim Gorky
Alexei Maximovich Peshkov (Russian: Алексе́й Макси́мович Пешко́в or Пе́шков;[1] 28 March [O.S. 16 March] 1868 – 18 June 1936), primarily known as Maxim Gorky (Russian: Макси́м Го́рький), was a Russian and Soviet writer, a founder of the socialist realism literary method, and a political activist.[2] He was also a five-time nominee for the Nobel Prize in Literature.[3] Around fifteen years before success as a writer, he frequently changed jobs and roamed across the Russian Empire; these experiences would later influence his writing. Gorky's most famous works were The Lower Depths (1902), Twenty-six Men and a Girl (1899), The Song of the Stormy Petrel (1901), My Childhood (1913–1914), Mother (1906), Summerfolk (1904) and Children of the Sun (1905). He had an association with fellow Russian writers Leo Tolstoy and Anton Chekhov; Gorky would later mention them in his memoirs.
Gorky was active with the emerging Marxist social-democratic movement. He publicly opposed the Tsarist regime, and for a time closely associated himself with Vladimir Lenin and Alexander Bogdanov's Bolshevik wing of the party. For a significant part of his life, he was exiled from Russia and later the Soviet Union. In 1932, he returned to the USSR on Joseph Stalin's personal invitation and lived there until his death in June 1936.
Contents
1 Life
1.1 Early years
1.2 Political and literary development
1.3 Capri years
1.4 Return from exile
1.5 Povolzhye famine
1.6 Second exile
1.7 Death of Lenin
1.8 Return to Russia: last years
1.9 Apologist for the gulag
1.10 Hostility to gays
1.11 Conflicts[citation needed] with Stalinists
1.12 Death
2 Depictions and adaptations
3 Selected works
3.1 Novels
3.2 Novellas
3.3 Short stories
3.4 Drama
3.5 Non-fiction
3.6 Collections
4 See also
5 Notes
6 Sources
7 Further reading
8 External links
Life
Early years
Born as Alexei Maximovich Peshkov on 28 March [O.S. 16 March] 1868, in Nizhny Novgorod, Gorky became an orphan at the age of eleven. He was brought up by his grandmother[2] and ran away from home at the age of twelve in 1880. After an attempt at suicide in December 1887, he travelled on foot across the Russian Empire for five years, changing jobs and accumulating impressions used later in his writing.[2]
As a journalist working for provincial newspapers, he wrote under the pseudonym Иегудиил Хламида (Jehudiel Khlamida).[4] He started using the pseudonym "Gorky" (from горький; literally "bitter") in 1892, when his first short story, "Makar Chudra", was published by the newspaper Kavkaz (The Caucasus) in Tiflis, where he spent several weeks doing menial jobs, mostly for the Caucasian Railway workshops.[5][6][7] The name reflected his simmering anger about life in Russia and a determination to speak the bitter truth. Gorky's first book Очерки и рассказы (Essays and Stories) in 1898 enjoyed a sensational success, and his career as a writer began. Gorky wrote incessantly, viewing literature less as an aesthetic practice (though he worked hard on style and form) than as a moral and political act that could change the world. He described the lives of people in the lowest strata and on the margins of society, revealing their hardships, humiliations, and brutalisation, but also their inward spark of humanity.[2]
Political and literary development
Anton Chekhov and Gorky. 1900, Yalta
Gorky's reputation grew as a unique literary voice from the bottom strata of society and as a fervent advocate of Russia's social, political, and cultural transformation. By 1899, he was openly associating with the emerging Marxist social-democratic movement, which helped make him a celebrity among both the intelligentsia and the growing numbers of "conscious" workers. At the heart of all his work was a belief in the inherent worth and potential of the human person. In his writing, he counterposed individuals, aware of their natural dignity, and inspired by energy and will, with people who succumb to the degrading conditions of life around them. Both his writings and his letters reveal a "restless man" (a frequent self-description) struggling to resolve contradictory feelings of faith and scepticism, love of life and disgust at the vulgarity and pettiness of the human world.[citation needed]
In 1916, Gorky said that the teachings of the ancient Jewish sage Hillel the Elder deeply influenced his life: "In my early youth I read...the words of...Hillel, if I remember rightly: 'If thou art not for thyself, who will be for thee? But if thou art for thyself alone, wherefore art thou'? The inner meaning of these words impressed me with its profound wisdom...The thought ate its way deep into my soul, and I say now with conviction: Hillel's wisdom served as a strong staff on my road, which was neither even nor easy. I believe that Jewish wisdom is more all-human and universal than any other; and this not only because of its immemorial age...but because of the powerful humaneness that saturates it, because of its high estimate of man."[8]
He publicly opposed the Tsarist regime and was arrested many times. Gorky befriended many revolutionaries and became a personal friend of Vladimir Lenin after they met in 1902. He exposed governmental control of the press (see Matvei Golovinski affair). In 1902, Gorky was elected an honorary Academician of Literature, but Tsar Nicholas II ordered this annulled. In protest, Anton Chekhov and Vladimir Korolenko left the Academy.[9]
Leo Tolstoy with Gorky in Yasnaya Polyana, 1900
From 1900 to 1905, Gorky's writings became more optimistic. He became more involved in the opposition movement, for which he was again briefly imprisoned in 1901. In 1904, having severed his relationship with the Moscow Art Theatre in the wake of conflict with Vladimir Nemirovich-Danchenko, Gorky returned to Nizhny Novgorod to establish a theatre of his own.[10] Both Konstantin Stanislavski and Savva Morozov provided financial support for the venture.[11] Stanislavski believed that Gorky's theatre was an opportunity to develop the network of provincial theatres which he hoped would reform the art of the stage in Russia, a dream of his since the 1890s.[11] He sent some pupils from the Art Theatre School—as well as Ioasaf Tikhomirov, who ran the school—to work there.[11] By the autumn, however, after the censor had banned every play that the theatre proposed to stage, Gorky abandoned the project.[11]
As a financially successful author, editor, and playwright, Gorky gave financial support to the Russian Social Democratic Labour Party (RSDLP), as well as supporting liberal appeals to the government for civil rights and social reform. The brutal shooting of workers marching to the Tsar with a petition for reform on 9 January 1905 (known as the "Bloody Sunday"), which set in motion the Revolution of 1905, seems to have pushed Gorky more decisively toward radical solutions. He became closely associated with Vladimir Lenin and Alexander Bogdanov's Bolshevik wing of the party, with Bogdanov taking responsibility for the transfer of funds from Gorky to Vpered.[12] It is not clear whether he ever formally joined, and his relations with Lenin and the Bolsheviks would always be rocky. His most influential writings in these years were a series of political plays, most famously The Lower Depths (1902). While briefly imprisoned in Peter and Paul Fortress during the abortive 1905 Russian Revolution, Gorky wrote the play Children of the Sun, nominally set during an 1862 cholera epidemic, but universally understood to relate to present-day events. He was released from the prison after a European-wide campaign, which was supported by Marie Curie, Auguste Rodin and Anatole France, amongst others.[13]
In 1906, the Bolsheviks sent him on a fund-raising trip to the United States with Ivan Narodny. When visiting the Adirondack Mountains, Gorky wrote Мать (Mat', Mother), his notable novel of revolutionary conversion and struggle. His experiences in the United States—which included a scandal over his travelling with his lover (the actress Maria Andreyeva) rather than his wife—deepened his contempt for the "bourgeois soul" but also his admiration for the boldness of the American spirit.[citation needed]
Capri years
In 1909–1911 Gorky lived on the island of Capri in the burgundy-coloured "Villa Behring".
From 1906 to 1913, Gorky lived on the island of Capri in southern Italy, partly for health reasons and partly to escape the increasingly repressive atmosphere in Russia.[2] He continued to support the work of Russian social-democracy, especially the Bolsheviks and invited Anatoly Lunacharsky to stay with him on Capri. The two men had worked together on Literaturny Raspad which appeared in 1908. It was during this period that Gorky, along with Lunacharsky, Bogdanov and Vladimir Bazarov developed the idea of an Encyclopedia of Russian History as a socialist version of Diderot's Encyclopedia. During a visit to Switzerland, Gorky met Lenin, who he charged spent an inordinate amount of his time feuding with other revolutionaries, writing: "He looked awful. Even his tongue seemed to have turned grey".[14] Despite his atheism,[15] Gorky was not a materialist.[16] Most controversially, he articulated, along with a few other maverick Bolsheviks, a philosophy he called "God-Building" (богостроительство, bogostroitel'stvo),[2] which sought to recapture the power of myth for the revolution and to create a religious atheism that placed collective humanity where God had been and was imbued with passion, wonderment, moral certainty, and the promise of deliverance from evil, suffering, and even death. Though 'God-Building' was ridiculed by Lenin, Gorky retained his belief that "culture"—the moral and spiritual awareness of the value and potential of the human self—would be more critical to the revolution's success than political or economic arrangements.
Return from exile
An amnesty granted for the 300th anniversary of the Romanov dynasty allowed Gorky to return to Russia in 1913, where he continued his social criticism, mentored other writers from the common people, and wrote a series of important cultural memoirs, including the first part of his autobiography.[2] On returning to Russia, he wrote that his main impression was that "everyone is so crushed and devoid of God's image." The only solution, he repeatedly declared, was "culture".
After the February Revolution, Gorky visited the headquarters of the Okhrana (secret police) on Kronversky Prospekt together with Nikolai Sukhanov and Vladimir Zenisinov.[17] Gorky described the former Okhrana headquarters, where he sought literary inspiration, as derelict, with windows broken, and papers lying all over the floor.[18] Having dinner with Sukhanov later the same day, Gorky grimly predicated that revolution would end in "Asiatic savagery".[19] Initially a supporter of the Socialist-Revolutionary Alexander Kerensky, Gorky switched over to the Bolsheviks after the Kornilov affair.[20] In July 1917, Gorky wrote his own experiences of the Russian working class had been sufficient to dispel any "notions that Russian workers are the incarnation of spiritual beauty and kindness".[21] Gorky admitted to feeling attracted to Bolshevism, but admitted to concerns about a creed that made the entire working class "sweet and reasonable-I had never known people who were really like this".[22] Gorky wrote that he knew the poor, the "carpenters, stevedores, bricklayers", in a way that the intellectual Lenin never did, and he frankly distrusted them.[22]
During World War I, his apartment in Petrograd was turned into a Bolshevik staff room, and his politics remained close to the Bolsheviks throughout the revolutionary period of 1917. On the day after the Bolshevik coup of 7 November 1917, Gorky observed a gardener working the Alexander Park who had cleared snow during the February Revolution while ignoring the shots in the background, asked people during the July Days not to trample the grass and was now chopping off branches, leading Gorky to write that he was "stubborn as a mole, and apparently as blind as one too".[23] Gorky's relations with the Bolsheviks became strained, however, after the October Revolution. One contemporary remembered at how Gorky would turn "dark and black and grim" at the mere mention of Lenin.[24] Gorky wrote that Lenin together with Trotsky "have become poisoned with the filthy venom of power", crushing the rights of the individual to achieve their revolutionary dreams.[24] Gorky wrote that Lenin was a "cold-blooded trickster who spares neither the honor nor the life of the proletariat. ... He does not know the popular masses, he has not lived with them".[24] Gorky went on to compare Lenin to a chemist experimenting in a laboratory with the only difference being the chemist experimented with inanimate matter to improve life while Lenin was experimenting on the "living flesh of Russia".[24] A further strain on Gorky's relations with the Bolsheviks occurred when his newspaper Novaya Zhizn (Новая Жизнь, "New Life") fell prey to Bolshevik censorship during the ensuing civil war, around which time Gorky published a collection of essays critical of the Bolsheviks called Untimely Thoughts in 1918. (It would not be re-published in Russia until after the collapse of the Soviet Union.) The essays call Lenin a tyrant for his senseless arrests and repression of free discourse, and an anarchist for his conspiratorial tactics; Gorky compares Lenin to both the Tsar and Nechayev.[citation needed]
"Lenin and his associates," Gorky wrote, "consider it possible to commit all kinds of crimes ... the abolition of free speech and senseless arrests."[25]
In 1921, he hired a secretary, Moura Budberg, who later became his unofficial wife. In August 1921, the poet Nikolay Gumilev was arrested by the Petrograd Cheka for his monarchist views. There is a story that Gorky hurried to Moscow, obtained an order to release Gumilev from Lenin personally, but upon his return to Petrograd he found out that Gumilev had already been shot – but Nadezhda Mandelstam, a close friend of Gumilev's widow, Anna Akhmatova wrote that: "It is true that people asked him to intervene. ... Gorky had a strong dislike of Gumilev, but he nevertheless promised to do something. He could not keep his promise because the sentence of death was announced and carried out with unexpected haste, before Gorky had got round to doing anything."[26] In October, Gorky returned to Italy on health grounds: he had tuberculosis.
Povolzhye famine
In July 1921, Gorky published an appeal to the outside world, saying that millions of lives were menaced by crop failure. The Russian famine of 1921–22, also known as Povolzhye famine, killed an estimated 5 million, primarily affecting the Volga and Ural River regions.[27]
Second exile
Gorky left Russia in September 1921, for Berlin. There he heard about the impending Moscow Trial of 12 Socialist Revolutionaries, which hardened his opposition to the Bolshevik regime. He wrote to Anatole France denouncing the trial as a "cynical and public preparation for the murder" of people who had fought for the freedom of the Russian people. He also wrote to the Soviet vice-premier, Alexei Rykov asking him to tell Leon Trotsky that any death sentences carried out on the defendants would be "premeditated and foul murder."[28] This provoked a contemptuous reaction from Lenin, who described Gorky as "always supremely spineless in politics", and Trotsky, who dismissed Gorky as an "artist whom no-one takes seriously."[29] He was denied permission by Italy's fascist government to return to Capri, but was permitted to settle in Sorrento, where he lived from 1922 to 1932, with an extended household that included Moura Budberg, his ex-wife Andreyeva, her lover, Pyotr Kryuchkov, who acted as Gorky's secretary for the remainder of his life, Gorky's son Max Peshkov, Max's wife, Timosha, and their two young daughters.
He wrote several successful books while there,[30] but by 1928 he was having difficulty earning enough to keep his large household, and began to seek an accommodation with the communist regime. The Soviet dictator Joseph Stalin was equally keen to entice Gorky back to the USSR. He paid his first visit in May 1928 – at the very time when the regime was staging its first show trial since 1922, the so-called Shakhty Trial of 53 engineers employed in the coal industry, one of whom, Pyotr Osadchy, had visited Gorky in Sorrento. In contrast to his attitude to the trial of the Socialist Revolutionaries, Gorky accepted without question that the engineers were guilty, and expressed regret that in the past he had intervened on behalf of professionals who were being persecuted by the regime. During the visit, he struck up friendships with Genrikh Yagoda, the corrupt and murderous head of the Ogpu and two other Ogpu officers, Semyon Firin and Matvei Pogrebinsky, who held high office in the Gulag. Pogrebinsky was Gorky's guest in Sorrento for four weeks in 1930. The following year, Yagoda sent his brother-in-law, Leopold Averbakh to Sorrento, with instructions to induce Gorky to return to Russia permanently.[31]
Death of Lenin
After the death of Lenin in 1924, Gorky wrote the following:
Vladimir Lenin, a big, real man of this world, has passed away. His death is a painful blow to all who knew him, a very painful blow! But the black line of death shall only underscore his importance in the eyes of all the world - the importance of the leader of the world’s working people. If the clouds of hatred for him, the clouds of lies and slander woven round him were even denser, it would not matter, for there is no such force as could dim the torch he has raised in the stifling darkness of the world gone mad. Never has there been a man who deserves more to be remembered forever by the whole world. Vladimir Lenin is dead. But those to whom he bequeathed his wisdom and his will are living. They are alive and working more successfully than anyone on Earth has ever worked before.[32]
Return to Russia: last years
Avel Enukidze, Joseph Stalin and Maxim Gorky celebrate 10th anniversary of Sportintern. Red Square, Moscow USSR. Aug 1931
Gorky's return from Fascist Italy was a major propaganda victory for the Soviets. He was decorated with the Order of Lenin and given a mansion (formerly belonging to the millionaire Pavel Ryabushinsky, which was for many years the Gorky Museum) in Moscow and a dacha in the suburbs. The city of Nizhni Novgorod, and the surrounding province were renamed Gorky. Moscow's main park, and one of the central Moscow streets, Tverskaya, were renamed in his honour, as was the Moscow Art Theatre. The largest fixed-wing aircraft in the world in the mid-1930s, the Tupolev ANT-20 was named Maxim Gorky in his honour.
He was also appointed President of the Union of Soviet Writers, founded in 1932, to coincide with his return to the USSR. On 11 October 1931 Gorky read his fairy tale "A Girl and Death" to his visitors Joseph Stalin, Kliment Voroshilov and Vyacheslav Molotov, an event that was later depicted by Viktor Govorov in his painting. On that same day Stalin left his autograph on the last page of this work by Gorky: "Эта штука сильнее чем "Фауст" Гёте (любовь побеждает смерть)"[33] ["This piece is stronger than Goethe's Faust (love defeats death)]".
Apologist for the gulag
In 1933, Gorky co-edited, with Averbakh and Firin, an infamous book about the White Sea-Baltic Canal, presented as an example of "successful rehabilitation of the former enemies of proletariat". For other writers, he urged that one obtained realism by extracting the basic idea from reality, but by adding the potential and desirable to it, one added romanticism with deep revolutionary potential.[34] For himself, Gorky avoided realism. His denials that even a single prisoner died during the construction of the aforementioned canal were refuted by multiple accounts of thousands of prisoners who froze to death not only in the evenings from the lack of adequate shelter and food, but even in the middle of the day.[35]
On his definitive return to the Soviet Union in 1932, Maxim Gorky received the Ryabushinsky Mansion, designed in 1900 by Fyodor Schechtel for the Ryabushinsky family. The mansion today houses a museum about Gorky.
Hostility to gays
Gorky strongly supported efforts in getting a law passed in 1934, making homosexuality a criminal offense. His attitude was coloured by the fact that several leading members of the Nazi Sturmabteilung, or Brownshirts, were overtly homosexual. Writing in Pravda on 23 May 1934, Gorky claimed "exterminate all homosexuals and fascism will vanish."[36]
Conflicts[citation needed] with Stalinists
By the summer of 1934, Gorky was increasingly in conflict with the Soviet authorities. He was angry that Leopold Averbakh, whom he regarded as a protege, was denied a role in the newly created Writers Union, and objected to interference by the Central Committee staff in the affairs of the union. This conflict, which may have been exacerbated by Gorky's despair over the early death of his son, Max, came to a head just before the first Soviet Writers Congress, in August 1934. On 11 August, he submitted an article for publication in Pravda which attacked the deputy head of the press department, Pavel Yudin with such intemperate language that Stalin's deputy, Lazar Kaganovich ordered its suppression, but was forced to relent after hundreds of copies of the article circulated by hand. Gorky's draft of the keynote speech he was due to give at the congress caused such consternation when he submitted it to the Politburo that four of its leading members – Kaganovich, Vyacheslav Molotov, Kliment Voroshilov, and Andrei Zhdanov – were sent to persuade him to make changes.[37] Even in its toned-down version – very unusually for the Stalin era – he did not praise Stalin, did not mention any of the approved writers turning out 'socialist realist' novels, but singled out Fyodor Dostoevsky for "having painted with the most vivid perfection of word portraiture a type of egocentrist, a type of social degenerate in the person of the hero of his Memoirs from Underground. ... Dostoyevsky in the figure of his hero has shown the depths of whining despair that are reached by the individualist from among the young men of the nineteenth and twentieth centuries who are cut off from real life."[38]
Death
With the increase of Stalinist repression and especially after the assassination of Sergei Kirov in December 1934, Gorky was placed under unannounced house arrest in his house near Moscow. His long-serving secretary Pyotr Kryuchkov had been recruited by Yagoda as a paid informer.[39] Before his death from a lingering illness in June 1936, he was visited at home by Stalin, Yagoda, and other leading communists, and by Moura Budberg, who had chosen not to return to the USSR with him but was permitted to stay for his funeral.
The sudden death of Gorky's son Maxim Peshkov in May 1934 was followed by the death of Maxim Gorky himself in June 1936 from pneumonia. Speculation has long surrounded the circumstances of his death. Stalin and Molotov were among those who carried Gorky's coffin during the funeral. During the Bukharin trial in 1938 (one of the three Moscow Trials), one of the charges was that Gorky was killed by Yagoda's NKVD agents.[40]
In Soviet times, before and after his death, the complexities in Gorky's life and outlook were reduced to an iconic image (echoed in heroic pictures and statues dotting the countryside): Gorky as a great Soviet writer who emerged from the common people, a loyal friend of the Bolsheviks, and the founder of the increasingly canonical "socialist realism".
Depictions and adaptations
The Gorky Trilogy is a series of three films based on the three autobiographical books: The Childhood of Maxim Gorky, My Apprenticeship, and My Universities, directed by Mark Donskoy, filmed in the Soviet Union, released 1938–1940. The trilogy was adapted from Gorky's autobiography.[41]
The German modernist Bertolt Brecht based his epic play The Mother (1932) on Gorky's novel of the same name.
Gorky's novel was also adapted for an opera by Valery Zhelobinsky in 1938. In 1912, the Italian composer Giacomo Orefice based his opera Radda on the character of Radda from Makar Chudra. Our Father is the title given to Gorky's The Last Ones in its English translation by William Stancil.
The play[clarification needed] made its New York debut in 1975 at the Manhattan Theater Club, directed by Keith Fowler.
In 1985 Enemies was performed in London with a multi-national cast directed by Ann Pennington in association with Internationalist Theatre. The cast included South African Greek actress Angelique Rockas and Bulgarian Madlena Nedeva playing the parts of Tatiana, and Kleopatra respectively.[42] Tom Vaughan of The Morning Star affirmed "this is a great revolutionary play, by a great revolutionary writer, performed with elegance and style, great passion and commitment".[43] BBC Russian Service was no less complimentary.[44]
Selected works
Main article: Maxim Gorky bibliography
Source: Turner, Lily; Strever, Mark (1946). Orphan Paul; A Bibliography and Chronology of Maxim Gorky. New York: Boni and Gaer. pp. 261–270.
Novels
Goremyka Pavel, 1894. Published in English as Orphan Paul[45]
Foma Gordeyev (Фома Гордеев), 1899. Also translated as The Man Who Was Afraid
Three of Them (Трое), 1900. Also translated as Three Men
The Mother (Мать), 1907. First published in English, in 1906
The Life of a Useless Man (Жизнь ненужного человека), 1908
A Confession (Исповедь), 1908
Okurov City (Городок Окуров), 1908
The Life of Matvei Kozhemyakin (Жизнь Матвея Кожемякина), 1910
The Artamonov Business (Дело Артамоновых), 1927
Life of Klim Samgin (Жизнь Клима Самгина), unfinished:[46]
The Bystander, 1927
The Magnet, 1928
Other Fires, 1930
The Specter, 1936
Novellas
The Orlovs (Супруги Орловы), 1897
Creatures That Once Were Men (Бывшие люди), 1897
Varenka Olesova (Варенька Олесова), 1898
Summer (Лето), 1909
Great Love (Большая любовь), 1911
Short stories
"Makar Chudra" (Макар Чудра), 1892
"Old Izergil" (Старуха Изергиль), 1895
"Chelkash" (Челкаш), 1895
"Konovalov" (Коновалов), 1897
"Malva" (Мальва), 1897
"Twenty-six Men and a Girl" (Двадцать шесть и одна), 1899
"Song of a Falcon" (Песня о Соколе), 1902. Also referred to as a poem in prose
Drama
The Philistines (Мещане), translated also as The Smug Citizens and The Petty Bourgeois (Мещане), 1901
The Lower Depths (На дне), 1902
Summerfolk (Дачники), 1904
Children of the Sun (Дети солнца), 1905
Barbarians (Варвары), 1905
Enemies, 1906.
The Last Ones (Последние), 1908. Translated also as Our Father[47]
Children (Дети), 1910. Translated also as The Reception (and called originally "Встреча")
Queer People (Чудаки), 1910. Translated also as Eccentrics
Vassa Zheleznova (Васса Железнова), 1910, 1935 (revised version)
The Zykovs (Зыковы), 1913
Counterfeit Money (Фальшивая монета), 1913
The Old Man (Старик), 1915, Revised 1922, 1924. Translated also as The Judge
Workaholic Slovotekov (Работяга Словотеков), 1920
Somov and Others (Cомов и другие), 1930
Yegor Bulychov and Others (Егор Булычов и другие), 1932
Dostigayev and Others (Достигаев и другие), 1933
Non-fiction
Chaliapin, articles in Letopis, 1917[48]
Untimely Thoughts, articles, 1918
My Recollections of Tolstoy, 1919
Reminiscences of Tolstoy, Chekhov, and Andreyev, 1920–1928
V.I. Lenin (В.И. Ленин), reminiscence, 1924–1931
The I.V. Stalin White Sea – Baltic Sea Canal, 1934 (editor-in-chief)
Literary Portraits [c.1935].[49]
Poems
"The Song of the Stormy Petrel" (Песня о Буревестнике), 1901
Autobiography
My Childhood (Детство), Part I, 1913–1914
In the World (В людях), Part II, 1916
My Universities (Мои университеты), Part III, 1923
Collections
Sketches and Stories, three volumes, 1898–1899
Creatures That Once Were Men, stories in English translation (1905). This contained an introduction by G. K. Chesterton[50] The Russian title, Бывшие люди (literally "Former people") gained popularity as an expression in reference to people who severely dropped in their social status
Tales of Italy (Сказки об Италии), 1911–1913
Through Russia (По Руси), 1923
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.
Pig nursery facilities (right) raise 4,000 pigs from 8-weeks old till ready for grow out by other hog finishing farms or at Doug Jernigan Farms, a three-generation family farm and employer who, a few months earlier, refinanced a first of it’s kind, in the nation, swine-turkey waste to renewable energy system (RES), with the assistance of the U.S. Department of Agriculture (USDA) Rural Development (RD) Renewable Energy for America Program (REAP) loan guarantee in Mt. Olive, NC, Tuesday, Nov. 10, 2015.
Typical systems separate methane gas for energy, solids are disposed or repurposed and liquids are cleaned. This new system addition takes the watery manure effluent to a new and as Mr. Jernigan say’s “prolific profit” producing state through savings and sales. “There is an opportunity for the farm to make money doing a good thing for the environment.”
The system handles about 75,000 gallons of swine and turkey waste effluent each day. Piped to a series of tanks, and mechanical equipment that separates solids, and liquids. The current treatment facility biologically removes ammonia nitrogen with bacteria adapted to high-strength wastewater; removes phosphorus via alkali precipitation; and reduction emissions of odorant compounds, ammonia, pathogens, and heavy metals to the environment. The water is cleaned for reuse in the swine and turkey operations that wash more manure into the cycle of the system.
The new methane reactors (under the framework of what will be a C-span structure) use an endothermic gasifier that heats the waste solids to very high temperatures to the point that they release gases. The clean methane gas will fuel an engine that turns a 300KW electrical generator producing electricity; ethanol will help fuel farm equipment, and resulting potash solids can be used or sold for agricultural fertilizer. Excess amounts of electricity, that the farms cannot use, will be sold and transmitted to the local energy company, for use by residents and businesses; renewable energy credits (REC) are sold to a different energy company.
With a system that eliminates all ammonia and other odor creating compounds, Mr. Jernigan says, “What I’m doing is good for the environment; it’s good for the farm in the respect that you’re getting rid of waste that you’re creating in a high-tech way. There’s no footprint. It’s just gone.”
Doug and Aileen are lifelong farmers and they have three grown children that work in the farm operation. Their farm currently operates a 21,600 finishing farm operation, an eight house turkey operation, a 250 head cow /calf operation. The farm also consists of 2,400 acres of row crop production (cotton, corn, soybeans and wheat).
Doug Jernigan’s grandfather started farming here in 1941, and he continues the tradition with his business that began in 1974.
In talking about the greater potential of this technology and what others should consider, Jernigan says, “I see it as a win-win thing.”
For more information about USDA, RD and REAP please see: www.usda.gov, www.rd.usda.gov, and www.rd.usda.gov/programs-services/rural-energy-america-pr...
USDA Photo by Lance Cheung
*The treatment system (without the methane reactor) was documented to remove, on a mass basis, approximately 99% of total suspended solids, 98% of COD, 99% of TKN, 100% ammonia, 100% odor compounds, 92% phosphorus, 95% copper, and 97% zinc from the flushed manure. Fecal coliform reductions were measured to be 99.98%
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
The old government kept the city clean and pretty and we kept forgetting all the dirty work they were up to while we were admiring our shiny new Colombo. Let's hope that with the new government, the city stays clean, and the governance in our country cleaner.
Since 2010, a basic package of medicines and items have been provided for free under Sierra Leone’s Free Health Care Initiative, such as essential drugs and mosquito nets (pictured here being unloaded at a PHU).
But PHU staff reportedly sometimes still charge for these services. While traditional healers also ask for payment in exchange for their services, the terms are more flexible: Payments can be in-kind and made over time.
April 13, 2019 - WASHINGTON DC - 2019 World Bank/ IMF Spring Meetings.Development Committee Meeting. Photo: World Bank
Photo ID: 041319-Dev-Com-065-F
I like the simplicity of these cranes, located in Tredigr docks in Cardiff Bay. Not sure what they were being used to build as access was blocked, but there does seem to be alot of development work going on there.
Precise numbers are not known but various craftsmen have probably built more Grunau Babies and Baby derivatives than any other sailplane. Thousands were constructed in Western Europe between 1931 and 1945. During World War II, factory records show that 4,104 rolled from workshops in Germany and the occupied countries. After the war, thousands more were built in Czechoslovakia, Spain, Sweden, Great Britain, and Australia. The Grunau Baby also influenced the development of other sailplanes such as the Slingsby Kirby Kite, Slingsby Cambridge 1 and 2, and the Slingsby Type 21 two-seat trainer.
Edmund Schneider designed the Grunau Baby and built the first examples at his factory near the village of Grunau, in the Silesia region of eastern Germany. Today, this area is part of western Poland and Grunau is called Jesow. Schneider built the first Baby in 1931. It was a smaller version of the ESG 31 Stanavo, a sailplane designed during the same year for American pilot Jack O'Meara. Schneider used an innovative wing design patterned after the elliptical wings used on the high-performance sailplanes designed by the Academic Flying Group of the Darmstadt Technical University, the Akaflieg Darmstadt. Schneider's wing held a constant chord from the root to the aileron, and then the leading and trailing edges tapered to a rounded wingtip. To maintain control during a stall, Schneider designed the outboard wing and aileron with washout, or twist. On a wing with positive washout, the trailing edge of the wing curves up near the tips when viewed from the rear.
The German glider champion, Wolf Hirth, had nothing to do with designing the Grunau Baby. However, he lent his name to the Baby sales campaign and for some time, many thought he was the designer. This was easier to believe because the glider handled well in the air and exhibited good performance. The factory at Grunau began to hum steadily to fill a stream of new orders. The fatal crash of another Schneider sailplane at the 1932 German national soaring contest in Bavaria compelled Schneider to hire a professional aeronautical engineer, Emile Rolle who redesigned the Baby from nose to tail. This new version was called the Grunau Baby II. Among its many improvements, the Baby II had a longer wing, reshaped rear fuselage, and a shorter rudder. On April 3, 1933, Kurt Schmidt soared a Baby II all day, all night, and into the next day without landing. He had remained aloft for 36 hours and 36 minutes, a new world endurance record for motorless airplanes. The news electrified the world and for the next ten years, Grunau Baby II production continued without pause.
Schneider continued to refine the airplane and introduced the Baby II A and the definitive II B. The II A introduced a wing of slightly greater span to accommodate spoilers for glidepath control, ailerons with a narrower chord, and for the first time, a canopy and windscreen for the cockpit. When the Baby first appeared, it was accepted wisdom that the pilot should feel as much unimpeded airflow as possible, the better to sense rising and falling currents of air, temperature changes and the like. On the II B, Schneider changed the spoilers to the more powerful Schempp-Hirth, 'parallelogram' configuration and added a wheeled launch dolly that the pilot jettisoned immediately after takeoff. Other versions followed but more Grunau Baby II B gliders were built than all other variants combined.
The Baby II B was nearly a perfect club sailplane. It was relatively easy to build from plans, it flew well, and the aircraft was strong enough to handle mild aerobatics and the occasional hard landing. Novice pilots could attempt their first real soaring, flying high and far, using updrafts generated by slopes and mountain ridges, and spiraling columns of warm air called thermals. Many Grunau Baby II B pilots achieved the coveted Silver-C soaring badge introduced in 1930. This required a pilot to remain aloft at least five hours, gain a minimum of 1,000 m (3,280 ft) after takeoff, and cover a horizontal distance of 50 km (31 miles).
Fleets of Grunau Baby II B sailplanes served as primary flight trainers operated by the Deutsche Luftsport Verband (German Sport Flying Organization, the DLV) created in 1933. The DLV became the Nationalsozialistiche Fliegerkorps (NSFK) in 1937. The Nazi political machine operated both organizations to train military pilots without appearing to violate the post-World War I Versailles Treaty that outlawed such remilitarization. Many of the Luftwaffe (German Air Force) pilots that flew during World War II first trained in Grunau Babies.
May 1, 1949, marks the date when the U. S. Air Force officially transferred the Grunau Baby IIb to the custody of the National Air Museum. Very little is known of the glider's operational history. According to the data plates secured to the bulkhead behind the pilot's seat, technicians built this glider in 1944 at the Petera Hohenelbe l/Rsgb. workshop factory. The airframe serial number is 031.016 and the Stammkenzeichen, or registration code, LZ-NC is painted on both sides of the fuselage. Details about how the U. S. Army Air Forces (AAF) recovered the glider are also unknown. For tracking purposes, the AAF assigned the inventory control number T2-2600. T2 signified the Technical Intelligence branch of the AAF and 2600 refers to the number of this particular item. Beginning in the final months of the war, teams of Technical Intelligence personnel scoured Germany and recovered aircraft and pieces of equipment for study and evaluation.
Wingspan: 13.6 m (45 ft)
Length: 5.9 m (20 ft)
Height: 1.5 m (4 ft 11 in)
Weight: Empty, 160 kg (353 lb)
Gross, 250 kg (553 lb)
References and Further Reading:
Simons, Martin. "The World's Vintage Sailplanes, 1908-45." Melbourne, Australia: Kookaburra Technical Publications Pty., Ltd.: 1986.
----. "Sling's Sailplanes," "Aeroplane Monthly," December 1992, 25.
Grunau Baby II B-2 curatorial file, Aeronautics Division, NASM.
Russell Lee, 9-3-04
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
Happy Easter every one
(Back shot from 2016)
On a walk around the city to catch up on the rebuild. May 24 Christchurch New Zealand.
Here is some info on the rebuild and some photos: www.otakaroltd.co.nz/?gclid=CJ3A_eyyp9MCFYSYvAodaZ8JSg
Bribie Island development
July 1964
ID: 436411 photographic album
Negative number: C2-5035
"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
October 12, 2013 - Washington Dc., 2013 World Bank / IMF Annual Meetings. Development Committee Meeting. Photo: Simone D. McCourtie / World Bank
Susan Teltscher, Head, ICT Data and Statistics Division, ITU 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
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
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: CH220412070.arw
April 18, 2015 - Washington DC., 2015 World Bank Group / IMF Spring Meetings.
Photo: Yuri Gripas / World Bank
IMF economists Tao Sun and Parma Bains participate in a Capacity Development Talk moderated by Eva-Maria Graf titled Digital Money: Building Capacity for a Virtuous Circle at the International Monetary Fund.
IMF Photo/Cory Hancock
11 April 2022
Washington, DC, United States
Photo ref: CH220411018.arw
IMF economists Lesley Fisher and Amanda Sayegh from FAD join Principal Secretary of Finance of the Government of Odisha, India, Vishal Kumar Dev, and Eria Hamandishe, Director, Department of Economic Affairs, Zimbabwe Ministry of Finance & Economic Development, at a Capacity Development Talk titled Building Capacity on Managing Fiscal Risks: A New Fiscal Risk Toolkit at the International Monetary Fund.
IMF Photo/Cory Hancock
12 April 2022
Washington, DC, United States
Photo ref: CH220412030.arw