View allAll Photos Tagged Driven
England,
Horse drawn,
Steam driven,
Fire pump,
For my video; youtu.be/Zkuqey9xONY
Southward Car Museum, Paraparaumu, New Zealand
1974 Porsche 911 Carrera driven by George James during Sprint Race #1 for Group #2 at the 2016 Jefferson 500.
If you are interested in this, or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f995652092
APRIL 2007 -- WA, AUSTRALIA -- One exposure of our car. I used my SB-800 flash once on full under the bonnet, then diffused four times ouside, then twice inside. -- PHOTO BY SHAUN CENTA
The second edition of "Driven A Woman's Rally" 2017, which was held in Bengaluru city and more than 200 teams participated.
This car seemed to be full of children, even the driver looked far too young to be driving (or am I just getting middle aged?)! The car is a four seater 1904 Darracq.
The London to Brighton Veteran Car Run is for cars that were made in 1905 or before. It's run on the first Sunday in November each year (this year is its 80th running), and covers 60 miles of southern England.
Photographed @ the Goodguys PPG Nationals in Columbus, Ohio.
Playing Now: Going, Going, Gone - Lee Greenwood:
COPYRIGHT NOTICE: © 2019 Mark O'Grady Digital Studio\MOSpeed Images LLC. All photographs displayed with the Mark O'Grady Digital Studio/MOSpeed Images logo(s) are protected by Canadian, United States of America and International copyright laws unless stated otherwise. The photos on this website are not stock and may not be used for manipulations, references, blogs, journals, share sites, etc. They are intended for the private use of the viewer and may not be published or reposted in any form without the prior consent of its owner Mark O’Grady/MOSpeed Images LLC.
22/05/14 Bus under Bridge.A Stagecoach bus is driven away after losing it's roof under a low bridge on Elstow Road in Bedford.
Having driven 475 miles in 8 hrs to get here with one meal stop and one gas stop *AND* to catch the trains I was after, in some of the locations I wanted them in...with that good fortune today, forget the lottery ticket, I have already used it up. Heading North from Mt. Braddock after a crew change. this was 5 yrds ago now, but seems like yesterday, I gotta do this again. 4002 is an Allegheny Valley GP40-3 and 4006 and 406 are South West Pennsylvania Units. 406 was converted to a road slug. and 4006 is a GP40-3 The Southwest Pa RR runs over trackage that I remember from Childhood as B&O.
MARS MAPS MUD
MUD | Market-driven Unintentional Development
The city: man’s greatest invention, or clumsy byproduct of civilization? China’s historic building frenzy is a hallmark of man’s dominance over the landscape. With speed and efficacy its urban spaces have been planned and then built, rolling out the modern cityscapes that are shaping our future. However, observing the outcome of three decades of flash urbanization reveals a disturbing reality. While every block is meticulously planned, the resulting urban form is not. The amorphous cities printed on these tables undermine the staunch belief we have control over the urbanization process.
Through GIS data we traced the footprints of eight urban clusters for the year 2000, and their expansion by 2010. The resulting patterns are wholly unintentional, revealing an organic logic at best. Moreover, the speed of their expansion has outpaced any strategy to streamline development: in ten short years Shanghai has doubled its built-up area. As the periphery merges with countryside, eluding planners in it wake, the profession finds itself in crisis. The urban edges fragmented, activities scattered, these oozing entities defy the very notion of the city. Set against the backdrop of China’s goal for new ecocities, this raises a fundamental question: if we cannot plan our cities, how do we plan ecocities?
Part of the upcoming publication “Manifesto of Mistakes - urban solutions for the new world”.
Exhibition @ Dashilar Beijing Design Week, The Nurturing House Sanjing Hutong 21
Forum: Countryside Revisited @ Dashilar, The Factory, Sat 26, 12.00-19.00 with MARS, OMA, Jiang Jun, Juan Du, et all.
城市到底是人类最伟大的发明，还是文明发展进程中拙劣的副产品？放眼历史，中国城市建设的狂乱将人类对城市景观的支配彰显得淋漓尽致。在中国，城市空间的规划极速而高效，紧接着投入建设，涌现的现代城市风光更塑造着我们的未来。然而，若仔细观察过去三十年间疾速都市化的成果，展现在我们眼前的是一片令人不安的现实。尽管每条道路、每个住宅群、每座工厂、甚至是整个村镇的规划过程都一丝不苟，所生成的都市形态却不尽然。这间小展厅的桌上所印的杂乱而无定形的城市动摇了我们的一种坚定信念，即我们有能力控制都市化的进程。通过采集的GIS数据，我们追踪研究了2000年的八大城市发展中心，以及它们2010年后续产生的城市膨胀。
研究数据证明，中国主要经济群的发展模式是完全无序的，最多象征了一种潜在的有机逻辑。此外，这些城市足迹膨胀的速度彻底超越了任何旨在控制它们发展的规划方案；举例来说，中国最大的城市上海的建成面积在短短十年里足足翻了一倍。城市边缘渗入郊区，发展步伐完全不再受城市规划者和决策者的掌控—城市规划这一专业领域陷入了危机。这一切情有可原。城市边缘的分裂现象极其严重，建设规划分散于城郊中，这些不断渗出的实体向城市这一概念本身发起了挑战。这一发现对城市理论家而言也许仅仅是一片值得玩味的沼泽，但在中国所提出的建设新生态城市的宏伟目标的大背景下，它提出了一个关键问题：如果我们无法规划城市，生态城市规划的愿景要如何实现呢？
该项目是即将问世的《试与错的宣言：新世界中的都市建设方案》的一部分。北京设计周， 大栅栏三井胡同21
HIGHEST POINT
This summer construction reached highest point on the flagship headquarters by MARS Architects. The project, won in an International competition along Sofia's main avenue, is a sustainable proposal that intertwines office program, retail, leisure and indoor climbing into a single continuous folding space. See more on Design Boom and M-A-R-S.asia
何新城建筑事务所设计的旗舰店总部,建设施工在这个夏天达到了最高点。此备受瞩目的国际获奖项目位于保加利亚首都索菲亚主大道上，是将办公楼、零售、休闲和室内攀岩整合在一个连续折叠空间的可持续性规划方案。
NEW | MARS Architects on Wechat ! 何新城建筑事务所的微信二维码
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Driven by Mark Webber in 2004 F1 season
Chassis n° R5-01
Engine : Cosworth
V10
Jaguar Heritage Trust Collection
British Motor Museum
Gaydon
Warvick
England - United kingdom
November 2018
I just posted the power gear on the Westside Lumber Shay engine and added a load of notes. I realized that I needed to add the shot of the gear on the tender and further explain a Shay's operation. As you can see, the drive shaft continues on to the tender for more power in the form of tractive effort. A Shay tender could consist of two of the trucks on the really large locos. This means up to 16 driven wheels, drivers; that's twice #346 and #844. This engine has 12 driven wheels having a smaller tender. Near the "No Aqua" water tank at "Delay Junction" at the Colorado Railroad Museum, the WestSide Lumber Company #12 Shay locomotive sits on the siding rails. I know a lot of folks have knowledge of the history and construction of the Shay locomotives. If I remember correctly, Ephraim Shay, born in 1839, soon ended up associated with the lumber industry in Michigan. He had a brain explosion and designed his Shay locomotive originally to run on pole (lumber) rails in the woods. His idea worked and the Lime Locomotive Works in Ohio was to manufacture this oddity. Needless to say, they were expected to operate in foul conditions and on absurd trackage. He hung vertical cylinders on the side of the boiler and spun a drive shaft along the side of the engine and tender. That is not entirely unlike your car. Usng a design of bevel gears and universal joints allowed the contraption to power bogie trucks that swivel. All the trucks: the front truck under the boiler, the truck under the cab and either one or two trucks under the tender provided for maximum tractive effort powered through extremely tight curves. The top speed was of course, very limited and CRRM volunteers told me that the enjoyment of a ride wore very short but not short enough. Fortunately, the light was on the correct side but horribly directional and harsh. Here it is anyway. I work hard to expand the shadows on this so I could read the lettering on the frame; OWNED BY LOCO LEASE II. I doubt it now. CRRM does not have a Heisler locomotive; donations anyone? I'm not sure if there was one in Colorado.
Eddie and I spaced the Christmas Steamup this year but he found there was a "Black on Track" costume event upcoming. He really wanted to see this steam up. We are REALLY waiting for the RSG #20 to return for a steamup. Donate generously at the CRRM.That day will be shoulder to shoulder at the Colorado Railroad Museum; keep an eye on upcoming events on their web site. Outlanders could target Colorado trips with the expectations of hitting an event here in Golden. Someone will have already been here from your home town and/or country. These are the takes everyone is foaming at the mouth to see.
Outrageous light here for the bold early steam, IMHO. Steam is a winner in winter but the wind made it a blustery day. Are you ready for some steam? The first excursion was not quite full but is building on this blustery Saturday morning runby. The re-enactors are busy putting on a show now that we took our ride..
Boeing's B-29 Superfortress was the most sophisticated propeller-driven bomber of World War II and the first bomber to house its crew in pressurized compartments. Although designed to fight in the European theater, the B-29 found its niche on the other side of the globe. In the Pacific, B-29s delivered a variety of aerial weapons: conventional bombs, incendiary bombs, mines, and two nuclear weapons.
On August 6, 1945, this Martin-built B-29-45-MO dropped the first atomic weapon used in combat on Hiroshima, Japan. Three days later, Bockscar (on display at the U.S. Air Force Museum near Dayton, Ohio) dropped a second atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. A third B-29, The Great Artiste, flew as an observation aircraft on both missions.
Transferred from the United States Air Force.
Manufacturer:
Boeing Aircraft Co.
Martin Co., Omaha, Nebr.
Date: 1945
Country of Origin: United States of America
Dimensions:
Overall: 900 x 3020cm, 32580kg, 4300cm (29ft 6 5/16in. x 99ft 1in., 71825.9lb., 141ft 15/16in.)
Materials:
Polished overall aluminum finish
Physical Description:
Four-engine heavy bomber with semi-monoqoque fuselage and high-aspect ratio wings. Polished aluminum finish overall, standard late-World War II Army Air Forces insignia on wings and aft fuselage and serial number on vertical fin; 509th Composite Group markings painted in black; "Enola Gay" in black, block letters on lower left nose.
Boeing's B-29 Superfortress was the most sophisticated, propeller-driven, bomber to fly during World War II, and the first bomber to house its crew in pressurized compartments. Boeing installed very advanced armament, propulsion, and avionics systems into the Superfortress. During the war in the Pacific Theater, the B-29 delivered the first nuclear weapons used in combat. On August 6, 1945, Colonel Paul W. Tibbets, Jr., in command of the Superfortress Enola Gay, dropped a highly enriched uranium, explosion-type, "gun-fired," atomic bomb on Hiroshima, Japan. Three days later, Major Charles W. Sweeney piloted the B-29 Bockscar and dropped a highly enriched plutonium, implosion-type atomic bomb on Nagasaki, Japan. Enola Gay flew as the advance weather reconnaissance aircraft that day. On August 14, 1945, the Japanese accepted Allied terms for unconditional surrender.
In the late 1930s, U. S. Army Air Corps leaders recognized the need for very long-range bombers that exceeded the performance of the B-17 Flying Fortress. Several years of preliminary studies paralleled a continuous fight against those who saw limited utility in developing such an expensive and unproven aircraft but the Air Corps issued a requirement for the new bomber in February 1940. It described an airplane that could carry a maximum bomb load of 909 kg (2,000 lb) at a speed of 644 kph (400 mph) a distance of at least 8,050 km (5,000 miles). Boeing, Consolidated, Douglas, and Lockheed responded with design proposals. The Army was impressed with the Boeing design and issued a contract for two flyable prototypes in September 1940. In April 1941, the Army issued another contract for 250 aircraft plus spare parts equivalent to another 25 bombers, eight months before Pearl Harbor and nearly a year-and-a-half before the first Superfortress would fly.
Among the design's innovations was a long, narrow, high-aspect ratio wing equipped with large Fowler-type flaps. This wing design allowed the B-29 to fly very fast at high altitudes but maintained comfortable handling characteristics during takeoff and landing. More revolutionary was the size and sophistication of the pressurized sections of the fuselage: the flight deck forward of the wing, the gunner's compartment aft of the wing, and the tail gunner's station. For the crew, flying at extreme altitudes became much more comfortable as pressure and temperature could be regulated. To protect the Superfortress, Boeing designed a remote-controlled, defensive weapons system. Engineers placed five gun turrets on the fuselage: a turret above and behind the cockpit that housed two .50 caliber machine guns (four guns in later versions), and another turret aft near the vertical tail equipped with two machine guns; plus two more turrets beneath the fuselage, each equipped with two .50 caliber guns. One of these turrets fired from behind the nose gear and the other hung further back near the tail. Another two .50 caliber machine guns and a 20-mm cannon (in early versions of the B-29) were fitted in the tail beneath the rudder. Gunners operated these turrets by remote control--a true innovation. They aimed the guns using computerized sights, and each gunner could take control of two or more turrets to concentrate firepower on a single target.
Boeing also equipped the B-29 with advanced radar equipment and avionics. Depending on the type of mission, a B-29 carried the AN/APQ-13 or AN/APQ-7 Eagle radar system to aid bombing and navigation. These systems were accurate enough to permit bombing through cloud layers that completely obscured the target. The B-29B was equipped with the AN/APG-15B airborne radar gun sighting system mounted in the tail, insuring accurate defense against enemy fighters attacking at night. B-29s also routinely carried as many as twenty different types of radios and navigation devices.
The first XB-29 took off at Boeing Field in Seattle on September 21, 1942. By the end of the year the second aircraft was ready for flight. Fourteen service-test YB-29s followed as production began to accelerate. Building this advanced bomber required massive logistics. Boeing built new B-29 plants at Renton, Washington, and Wichita, Kansas, while Bell built a new plant at Marietta, Georgia, and Martin built one in Omaha, Nebraska. Both Curtiss-Wright and the Dodge automobile company vastly expanded their manufacturing capacity to build the bomber's powerful and complex Curtiss-Wright R-3350 turbo supercharged engines. The program required thousands of sub-contractors but with extraordinary effort, it all came together, despite major teething problems. By April 1944, the first operational B-29s of the newly formed 20th Air Force began to touch down on dusty airfields in India. By May, 130 B-29s were operational. In June, 1944, less than two years after the initial flight of the XB-29, the U. S. Army Air Forces (AAF) flew its first B-29 combat mission against targets in Bangkok, Thailand. This mission (longest of the war to date) called for 100 B-29s but only 80 reached the target area. The AAF lost no aircraft to enemy action but bombing results were mediocre. The first bombing mission against the Japanese main islands since Lt. Col. "Jimmy" Doolittle's raid against Tokyo in April 1942, occurred on June 15, again with poor results. This was also the first mission launched from airbases in China.
With the fall of Saipan, Tinian, and Guam in the Mariana Islands chain in August 1944, the AAF acquired airbases that lay several hundred miles closer to mainland Japan. Late in 1944, the AAF moved the XXI Bomber Command, flying B-29s, to the Marianas and the unit began bombing Japan in December. However, they employed high-altitude, precision, bombing tactics that yielded poor results. The high altitude winds were so strong that bombing computers could not compensate and the weather was so poor that rarely was visual target acquisition possible at high altitudes. In March 1945, Major General Curtis E. LeMay ordered the group to abandon these tactics and strike instead at night, from low altitude, using incendiary bombs. These firebombing raids, carried out by hundreds of B-29s, devastated much of Japan's industrial and economic infrastructure. Yet Japan fought on. Late in 1944, AAF leaders selected the Martin assembly line to produce a squadron of B-29s codenamed SILVERPLATE. Martin modified these Superfortresses by removing all gun turrets except for the tail position, removing armor plate, installing Curtiss electric propellers, and modifying the bomb bay to accommodate either the "Fat Man" or "Little Boy" versions of the atomic bomb. The AAF assigned 15 Silverplate ships to the 509th Composite Group commanded by Colonel Paul Tibbets. As the Group Commander, Tibbets had no specific aircraft assigned to him as did the mission pilots. He was entitled to fly any aircraft at any time. He named the B-29 that he flew on 6 August Enola Gay after his mother. In the early morning hours, just prior to the August 6th mission, Tibbets had a young Army Air Forces maintenance man, Private Nelson Miller, paint the name just under the pilot's window.
Enola Gay is a model B-29-45-MO, serial number 44-86292. The AAF accepted this aircraft on June 14, 1945, from the Martin plant at Omaha (Located at what is today Offut AFB near Bellevue), Nebraska. After the war, Army Air Forces crews flew the airplane during the Operation Crossroads atomic test program in the Pacific, although it dropped no nuclear devices during these tests, and then delivered it to Davis-Monthan Army Airfield, Arizona, for storage. Later, the U. S. Air Force flew the bomber to Park Ridge, Illinois, then transferred it to the Smithsonian Institution on July 4, 1949. Although in Smithsonian custody, the aircraft remained stored at Pyote Air Force Base, Texas, between January 1952 and December 1953. The airplane's last flight ended on December 2 when the Enola Gay touched down at Andrews Air Force Base, Maryland. The bomber remained at Andrews in outdoor storage until August 1960. By then, concerned about the bomber deteriorating outdoors, the Smithsonian sent collections staff to disassemble the Superfortress and move it indoors to the Paul E. Garber Facility in Suitland, Maryland.
The staff at Garber began working to preserve and restore Enola Gay in December 1984. This was the largest restoration project ever undertaken at the National Air and Space Museum and the specialists anticipated the work would require from seven to nine years to complete. The project actually lasted nearly two decades and, when completed, had taken approximately 300,000 work-hours to complete. The B-29 is now displayed at the National Air and Space Museum, Steven F. Udvar-Hazy Center.
Me, Larry and Louise.
Negotiating a broken light socket fitting, jutting out into the hallway, and an overturned plastic chair blocking what looked an otherwise disused stairwell, we made our way up to the hostel on the first floor.
Osama had driven us to the hostel through the wet evening streets of Nablus in his beaten up Peugeot, all the while frantically gesticulating, trying to impress on us the severity of the situation in this city, perhaps seeing us as his or Nablus’s only chance to share a Palestinian perspective with some internationals. With one eye on the road and one arm on the back of the passenger seat, turning to talk to us in the back seat, Osama told us of the closures, the curfews, the checkpoints and the difficulty of moving about freely. Between narrowly avoiding oncoming cars as he occasionally veered into the opposite lane he told us of the nightly Israeli military incursions, the rocket attacks on the refugee camps, the shootings and assassinations, the house demolitions, the funerals and the loss of innocent lives. But for all we were told perhaps the most upsetting thing for me was to see this desperate attempt to squeeze as much information as possible into what was no more than a 10 minute car journey. Most, if not all, Palestinians have shocking stories to tell, and are more than willing to share their opinions about the occupation and the hardship it has created, but nowhere as much as Nablus have I felt that this to be a need and certainly never one so desperate. Osama questioned us, “What life is this? Where is my dignity? Where is my dignity? And what of my son? What life is there for him?” We had no answers. All we could do was sit solemnly and nod, the windscreen wipers jolting back and forth as we continued through the wet streets. My mind wandering, I remembered that very morning when we had come through Hawara checkpoint, just to the south of the city. As we passed through wire mesh walkways, not unlike the pens used for livestock herding before a final despatching at the abattoir, and crossed a wasteland to where Nablus bound minibus taxis waited in muddy pot-holed car park, I watched an old lady, perhaps of grandmother age, tiptoe through sloppy mud to a wheel spinning taxi, its back end sliding out down the slippery dirt mounds. The old lady hitched her traditional style black embroidered dress, at the same time trying to pass her plastic bagged wares to a fellow passenger, finally being dragged aboard before the mud sprayed taxi bounced and skidded off across the wasteland rank. I thought of my own grandmother in a similar scenario, humbled by the relative immobility of old age and humiliated by a blind oppressive system that continues to punish the innocent in ways that are slowly becoming an excepted norm. While the Palestinians continue to put up with life as it is, to see it anew with an outsiders perspective is shocking. It simply isn’t right. Osama’s question came back to me then as it always will whenever the immense disparity between freedom and oppression makes itself even subtly apparent. Where is the dignity? What life is this?
The hostel’s reception desk, tucked away in a dingy corner of a strip lit room, was dead apart from where between nicotine yellowed walls the proprietor sat, stooped over a cigarette and a game of cards with another of the guests. A television set flickered and chattered away, ignored in the corner, and from an ashtray on the card table a column of Brownian smoke rose from the lodger’s unstubbed butt. Creaking out of his low chair, and shuffling across the room he took a key from the wall behind the desk and beckoned us to follow him. The better of the two rooms we were shown had what looked to be a relatively new a bullet-hole in the window. Broken reflected light from the florescent on the rear wall accentuated the fissures emanating from the crude hole, and a dent in the opposite wall betrayed the bullets trajectory. “Don’t worry.” Osama told us, “It’s just a stray bullet, probably from children throwing stones at soldiers from the roof.” With that and a recommendation that we didn’t go out, just to be on the safe side, Osama left us. Deciding on a supermarket purchased bread and hommous dinner and an early night, we took Osama’s advice.
Later, back in the smoke-filled reception room I sat with Samer, a construction worker from Hebron, in the south of the West Bank. Over the game of cards he continued to play with the proprietor, communicating in broken Arabic and English I learnt that he had no choice but to stay in the hostel during the week due to the difficulty in travel between Hebron and Nablus. Hebron would be just an hours drive away, unhindered, but with at least three main Israeli military checkpoints, and the further possibility of “flying checkpoints”, a system of permanent structures manned only on what seems a random basis, travel has become extremely difficult with no guarantee of reaching work on time, if at all. This, coupled to the rise in oil prices and the longer tortuous routes Palestinians are forced to take around any Israeli territory, including the illegal West Bank settlements, has become a serious issue for travel between all of the West Bank’s major cities and regions. This inefficiency of flow through the West Bank, these restrictive measures upon money, trade and people, has to be looked upon as a very shrewd move by Israel that has a very predictable outcome; a slow death for the Palestinian economy and a gradual chipping away at any chance of a viable Palestinian state. Looked at in terms of Nature, impeding blood circulation between body organs is a sure fire way of killing any organism.
At least the closures and checkpoints benefit hostels. The dribs and drabs of tourists though Nablus are certainly too few to keep the hostel industry afloat. In the centre of the city the tourist information centre is now used as mission control for Nablus’s street cleaning operations. We dropped in just to share the fact of our tourist status only to be met with apparent confusion and asked if we wanted the Turkish Bath, Nablus’s biggest attraction. When we again tried to make ourselves understood, we were just met with a shaking head, a smile, and asked if we wanted tea.
Just a short walk through the bustling new city reveals obvious signs of ongoing violence. Bullet dents in shops’ steel shutters, shattered, bullet pierced windows in some of the high rise buildings, bill board sized posters of young and proud Kalashnikov toting “militants”, the latest to be killed or assassinated by the Israeli military; one even of a father with his arm around the shoulder of, presumably, his son, not older than 12 years old and bearing an AK47 machine gun. In the old city, these “martyr” bill posters can be found on every free wall and shop shutter, the older sunlight faded faces progressively covered with those of new victims. I can’t help but feel that these serious posters lend further an underlying oppressive air to the everyday comings and goings of an otherwise culturally peaceful society. While I understand the natural principle of action and reaction, these young militants must understand that their activity can only ever at best be a gesture of resistance, never the real thing.
Due to its geographical location in the mountainous north of the West Bank, Nablus was at one time a stronghold of the West Bank Palestinian resistance whose militants posed a real problem to Israeli troops during the second Intifada. Now, however, the grinding occupation, closure, siege, and continuing violence has seen this resistance all but crushed, and large parts of the city’s infrastructure damaged with little hope of near future repair. The destruction that Israel has caused the city, both infrastructurally and socially, in retaliation for the actions of relatively few Palestinian militants really amounts to a collective punishment of the city’s population, a population that still live in fear of nightly Israeli military incursions, and even, as a visiting friend experienced last year, sonic boundary breaking Israeli fighter jets flying just hundreds of feet above Nablus city rooftops. I hate to think of the effect these deafening sonic booms have upon the developing inner ear of any young child. Beyond 10 o’clock in the evening the city’s streets are abandoned to Israeli soldiers and whoever they manage to taunt into a showdown. In the narrow alleyways of the old city, Israeli soldiers have been known, locals say, to shout out to anyone in range, “Mujahideen. Show yourselves and fight.” Any rise, usually from stone throwing youths, will be met with live ammunition and more often than not new statistics to add to the ever growing discrepancy between Israeli and Palestinian casualties. The fight, slowly but surely, is becoming a one sided campaign that not only represents continued harassment of the local Palestinian population and provokes disenfranchised youths into bloody confrontations; this fight is even further polarising the impressionable minds of teenage Israeli soldiers, youths that grow up believing popular right wing media and what life in the military instils – hatred for a perceived enemy.
Earlier in the day I had visited Al Lod Charitable Society in Nablus’s Asker refugee camp. Asker camp along with the infamous “Balata”, are among the most frequently targeted areas on the Israeli military’s agenda, and where any trouble can rapidly escalate. These camps are the usual sites of stone, Molotov cocktail, and gunfire exchange between angry yet apathetic Palestinian youths in disbelief of their ability to affect social change through peaceful means, and young indoctrinated Israeli soldiers. It was, in fact, the riot in Balata camp following the funeral of a youth killed by an Israeli sniper in 2000, that is partly attributed to the sparking of the second Intifada. I had been sent to photograph some of the donations and projects funded by Muslim Aid UK, an NGO that channels money, food, and education to Al Lod and similar organisations. I sat with Jamal in his office at the Al Lod centre while, over a cup of tea, he showed me some of the centre’s work: charitable donations of meat and money during the Eid festival; computer and Internet facilities for the surrounding camp neighbourhoods; educational and school materials for local children; even a “Charitable Cheese Project”, distributing 400 tons of cheese to camp residents. Besides charitable donations the centre is also involved in art workshop programs that help children deal with internalised emotional issues. Jamal showed me a collection of some of the art produced. One workshop was based around each child producing two drawings; one of a world in which the children would like to live, and one with life as it is in the camp. Flicking through the pages I was met time and time again with the same, or similar images; the idealism of young minds, rainbowed pastures and sunny hillsides, large rabbits eating carrots from a child’s outstretched hand, kite flying and park scenes – nothing materialistic, simple desires. Contrasting these images to the scenes of perceived camp life, green men chain-sawing trees, tanks demolishing homes, barbed wire, walls, rocket launchers, and war planes, a faceless brutality, it is austerely apparent that the occupation is forging young minds warped to the extremity. As I played with local children, called in off the streets to model for a impromptu photo shoot, some of whom had probably produced the drawings I had seen, I realised that these are the Palestinians in need of real help. These are the children whose only contact with Israelis is with armed soldiers sent to demolish a neighbour’s house, or arrest and drag away a youth in the middle of the night. These are the children amongst which real seeds of anger are being sown. All the while Israel is busy tackling its own perceived “security threat”, it is in the process of creating another perhaps more real future threat. If this brutal contact between Palestinian youths and Israeli soldiers, this inequality, is propagated much further into the future, Israel will only respond with ever more extreme measures; measures that will not only further escalate violence, but measures that will portray the State of Israel’s already tainted human rights track record as beyond all international acceptance. This further alienation of an already insecure state is not only dangerous; it is far from being in the global community’s interests. Without concerted effort and political pressure, Israel is itself in danger of becoming a “rogue” state.
That night, as I lay in bed, I could hear the distant bangs and echoes of stun grenades and bullet split air reverberate up and down streets and alleyways. Jeeps passed by outside, given away by the whirring of off-road tyres on tarmac, and their familiar throaty engine tone. I could not help but think that, in the morning, after sleep has come to us all, maybe, just maybe in those awakening moments, before the reality of the world we live in comes flooding back, before all the complex interactions that have formed the evolution of our social structures, there is a moment when all is well, when peace seems the only possible way, and every sole is equal. If only we could hold on to this innocence and let it permeate into our day.
Another one for Beyond Driven gear and nutrition with professional bodybuilder Brian Ahlstrom.
Beauty Dish High and camera left. I believe for this shot that was the only light. We did a few different set-ups in a short amount of time...so even I have to look at the picture again to remember!
1986 Porsche 962 driven by Johan Woerheide during Friday practice for Group 6B (1981-1989 FIA Mfg. Championship IMSA GTP) at the 2012 Rolex Monterey Motorsports Reunion.
Parts of the loop road through Monument Valley run right over bare rock, complete with all the bare rock pot holes. The Honda handled it all just fine. Here's the Honda looking car-commercial cool.
ACE Driven
True Directional Concave Design
20x9 / 20x10.5
Mica Gray with Machined Face
Email Me For Any Wheel or Fitment Question: oscar@kaneiusa.com
Grave Digger is the monster truck racing team in the Feld Entertainment Monster Jam series. There are nine Grave Diggers being driven by different drivers to allow them to make appearances at more events, but their flagship driver is creator Dennis Anderson. Grave Digger is considered to be one of the most influential and iconic monster trucks of all time.
History:
Grave Digger was originally conceived in 1981 by Dennis Anderson as a mud bogger. This first truck was a red 1952 Ford pickup truck. Later on a silver and blue 1951 Chevy Panel Truck was his new mud truck that would become the first Grave Digger monster truck . The truck received its name when Anderson, amicably trash talking with his fellow racers, said the now famous line, "I'll take this old junk and dig you a grave with it", a reference to the age of his old pickup in comparison to their relatively modern trucks. Anderson gained a reputation for an all-or-nothing driving style and quickly became popular at local events. At one show, a scheduled monster truck failed to show up and Anderson, who already had large tractor tires on the truck, offered to crush cars in the absence of the full-size monster. The promoter accepted and Grave Digger was an instant success as a car crusher and led Anderson to leave mud bogging and pursue monster trucks instead.
In 1986 Grave Digger underwent a transformation to complete monster truck and first received its famous black graveyard paint scheme. In 1987 and 1988 Anderson drove the truck primarily at TNT Motorsports races and became a crowd favorite for driving hard despite lacking major funding that more well known teams, like Bigfoot, had. In 1987, Anderson beat Bigfoot in St. Poodle, MN on a show taped for ESPN. It was the first major victory for Grave Digger.
Anderson moved to Grave Digger 2 in 1989, with a new 1950 Chevy panel van body. It was during this time that the reputation for wild passes was developed, and the popularity of the truck increased. TNT recognised his rising popularity and began promoting Grave Digger heavily, especially for races on the Tuff Trax syndicated television series. This was helped by Bigfoot not racing for points in the 1989 championship, leaving Grave Digger as the most popular truck on the tour.
When TNT became a part of the USHRA in 1991, Anderson began running on the USHRA tour and debuted his first four-link truck, Grave Digger 3. Throughout the 1990s, the popularity of the truck grew and forced Anderson to hire other drivers to run other Grave Digger trucks. Grave Diggers 4, 5 and 8 were built to suit this purpose, and were never driven in any major capacity by Anderson. Anderson drove Grave Digger 7, a direct successor to 3, for most of the decade. It was replaced by Grave Digger 12, well known as the "long wheelbase Digger", which was also the first Grave Digger with purple in the paintjob.
In late 1998, Anderson sold the Grave Digger team to USA Motor Sports (now Feld Entertainment Motor Sports). Anderson continues to drive and still is the most visible member of the team. However, the Grave Digger shop in Poplar Branch, North Carolina now also houses the other trucks which Feld Entertainment owns.
Accomplishments:
1999 Monster Jam Points Champion (Dennis Anderson - Grave Digger #12)
2000 Wrenchead.com Monster Jam World Freestyle Champion (Dennis Anderson - Grave Digger #7)
2002 Monster Jam Points Champion (Dennis Anderson - Grave Digger #14)
2003 Monster Jam Points Champion (Gary Porter - Grave Digger #12)
2004 Monster Jam Points Champion (Randy Brown - Grave Digger #18)
2004 Monster Jam World Racing Champion (Dennis Anderson - Grave Digger #19)
2006 Monster Jam World Racing Champion (Dennis Anderson - Grave Digger #20)
2010 Advance Auto Parts Monster Jam World Racing Champion (Dennis Anderson - Grave Digger #20)
Gary Porter also won the WMTRL Championship in 2004 driving Grave Digger #12.
Many Grave Digger team drivers have won world championships in other trucks. Regular Grave Digger driver Pablo Huffaker won the 2007 Monster Jam Freestyle Championship driving Captain's Curse, and son of Dennis Anderson, Adam Anderson won the freestyle championship in 2008 driving Taz, and Grave Digger driver Charlie Pauken won the 2010 Monster Jam World Finals Freestyle Championship driving Monster Mutt. In 2013-2014, Adam Anderson won back-to-back world championships but this time in racing, driving Grave Digger The Legend.
Hallmarks:
Grave Digger is well known for its many crashes.
Grave Digger's origins, the imagery associated with the truck, and the truck's wild reputation, are all considered part of the mystique of the truck and have contributed to its continued popularity. Although originally a Ford, the 1950 Chevy Panel Van body is now considered the traditional Grave Digger body style and is not likely to be changed in the foreseeable future. Likewise, the paint scheme, combining green flames, letters dripping blood, a foggy graveyard scene with tombstones bearing names of competitors, a haunted house silhouetted by a full moon, and a giant skull shaped ghost, is considered a part of what Grave Digger is and, although being tweaked over the years, has not strayed far from the first incarnation of the paintwork from 1986.
Perhaps the most visible trademarks are the red headlights which glow menacingly whenever the truck is in competition. The lights were first used when Anderson was building a transporter out of a school bus and removed the red stop lights. After realizing they would fit in the headlights of the van, he installed them and the truck has had them ever since. During the TNT days, announcer Army Armstrong started telling fans that when the red lights were turned on, the truck was 100% ready to run and Anderson was going to go all out. Fans began to take notice and Anderson, who would keep the lights off if something was not working properly, began receiving letters saying that he was not at 100% at certain shows because the lights were not on. To this day, the lights are turned on for every run.
The reputation Grave Digger gained shot the truck to super stardom in the 1980s and continues to draw fans today. In the late 1980s Anderson gained the nickname "One Run Anderson" for his spectacular but often destructive qualifying passes which entertained the crowd but put the truck out of competition for the rest of the event. With the advent of freestyle, Anderson gained a means by which he could entertain the crowd with wild stunts while also focusing on winning races. Today, Grave Digger, no matter which driver is appearing, is traditionally the last truck to freestyle at most events, providing the "grand finale" which caps off the show. These freestyles often end up in rollover crashes, at much higher rates than other trucks. The crowd typically loves to see the wrecks but some criticize the team for what they feel is the glorification of crashing.
The immense popularity of Grave Digger has made it the poster child for Monster Jam, and in some cases monster trucks in general. There is much debate over whether Grave Digger has taken over the title of "Most Popular Monster Truck" from Bigfoot. As a result, the Grave Digger vs. Bigfoot rivalry is one of the strongest in the sport, despite the fact the trucks only race each other a few times each year.
[Text from Wikipedia]
en.wikipedia.org/wiki/Grave_Digger_%28truck%29
This Lego miniland-scale 'Grave Digger' - 1950 Chevrolet Panel Van Monster Truck, has been created for Flickr LUGNuts' 90th Build Challenge, - "Fools Rush In!", -
to the subtheme - 'Monster Truck Mania';. The 90th build challenge presenting 13 different subthemes to choose to build to.
1972 BMW 2002 driven by Mike Blair during the Sprint Race for Group 1 on Sunday at the 2014 Jefferson 500
If you are interested in this, or any of my other photos from this event please visit my website. prints.swankmotorarts.com/f968605205
I speak it to God: I don't want more time; I just want enough time. Time to breathe deep and time to see real and time to laugh long, time to give You glory and rest deep and sing joy and just enough time in a day not to feel hounded, pressed, driven, or wild to get it all done---yesterday. To have the time to grab the jacket off the hook and time to go out to all air and sky and green and time to wonder at all of them in all this light, this time refracting in prism. I just want time to do my one life well. {Ann Voskamp, One Thousand Gifts}
Horrocks Pass and Wilmington.
Horrocks Pass is the junction of two different fault blocks in the Flinders Ranges created by past earthquake movements. This fault line across the Flinders Ranges allows a creek to flow down towards the coast and it provides a base for a road. John Horrocks the early explorer discovered this gorge in his explorations in 1846 and the pass and the nearest highest hill were named after him. It was used by earliest pastoralists from 1854 onwards and was the track followed by the Cobb and Co coaches from around 1860 on their journeys from Burra (Kooringa) to Port Augusta. In fact Beautiful Valley was a staging post from 1861. In that year Robert Blinman built an inn at the top of Horrocks Pass which he named Roundwood Hotel. By 1864 Cobb & Co coaches were passing through the settlement and the remains of their staging point stables can still been seen behind the Wilmington Hotel. The town of Wilmington later grew up around this Cobb and Co staging point much later in 1876. The first pastoralist in the area was Daniel Cudmore who took up the lease of Beautiful Valley run (88 square miles) in 1851. The actual Wilmington town site was located on the run of John Howard Angas who had the Mt Remarkable leasehold and Stony Creek runs which totalled 130 square miles. Just to the north of the town site was the Mount Brown run taken out by Abraham Scott (99 square miles.) The pastoralists could see that this was good grazing country. Horrocks Pass gave them a route to the Willochra Plains and the valleys of the Flinders Ranges.
The town was officially named Wilmington by the Governor Sir Anthony Musgrave in 1876. It was named his eldest son William Hammond Jervois. Governor Jervois’ wife came from American so perhaps she came from Wilmington in Delaware? Locals protested in 1876 when the name Beautiful Valley was replaced as the current town was created. Wilmington was the main town of the Hundred of Willochra. It grew overnight with the promise of good rains (rain follows the plough) and the opening up the Willochra Plains towards Quorn and the Flinders Ranges. By the early 1880s progressed slowed as hundreds of thousands of acres of land were forfeited and farmers walked away from their unsuccessful attempts to grow rain way beyond Goyder’s Line. But Wilmington still prospered as it had the Beautiful Valley to its west and good farm lands close to the Flinders Ranges. One of the first public buildings was the Institute where stone work began in 1880 with the official opening in January 1882. A new Soldiers Memorial Façade was added in 1925. The fine stone police station and attached Courthouse was erected in 1880 and closed in 1971. The stone Wilmington school opened in 1878 and was extended in 1882 and again in 1883. It was demolished around 1980 when a new prefabricated school opened. The impressive Globe Hotel (now the Wilmington Hotel) was built in 1879 as a two storey structure given the promise of the district at that time. Most new towns began with a single storey hotel!
The Wesleyan Methodists were the first to build a church in the town. They purchased land in 1876 and opened the stone Wesleyan church in 1877. The Bible Christian Methodists opened their stone church in 1880. It became the main Methodist Church in town after Methodist Union in 1900 and the old Wesleyan church became the church hall until it was demolished in 1953. The stone from the original building was partially used to construct the new church hall in 1953.Next to the church is the Methodist Manse. The original wooden cottage was replaced with a fine stone residence in 1924. The Anglicans began services in the courthouse in 1882 and did not open their stone church until 1885. The Catholics had St Dominic’s church a couple of miles out of town towards Hammond which was built in 1878 by the Jesuit brothers of Sevenhill. Two decades later they also built a Catholic Church in town in 1909 and the old St Dominic’s church was dismantled and rebuilt in Hammond with an opening there in 1907. The Lutherans built their church a couple of miles out of town towards Orroroo and it opened in 1891 and is still in use. Industrially Wilmington had some diversity. Edmund Dignan the local blacksmith started making strippers in 1887. He experimented and produced a chain driven harvester/stripper in 1893. It was favourably received and production continued for some year with sales across the state. It won several prizes and was patented. His harvesters were still being produced into the 1920s. Dignan works employed around 50 men. The business closed around 1928 with Edmund Dignan dying in 1932. Dunn the flour miller mogul from Mt Barker built a three storey stone flourmill in 1878. It operated until around 1915 when it was sold and the new owner demolished it all and three houses were built on the site. From 1897 into the 1920s Wilmington also had a butter factory which produced Beau Val butter, a shortened version of the town’s original name Beautiful Valley. The two storey butter factory still exists opposite the school. The town never got a railway station of its own until 1915. Prior to that the nearest railway was at Hammond. The railway line closed in 1969. By the 1920s with rural depopulation, increasing farm mechanisation, and the rise of motor transport the industrial activities of Wilmington declined and disappeared. The main outstanding building of more recent years in Wilmington is the fine stone Country Women’s’ Association building which was erected in 1953.