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First time I have seen this beauty at the harbour, I captured the sister ship Viking Princess a few weeks ago.
Viking Prince
IMO: 9596296
MMSI: 257787000
Call Sign: LDCE
Flag: Norway [NO]
AIS Vessel Type: SAR
Gross Tonnage: 5381
Deadweight: 6055 t
Length Overall x Breadth Extreme: 89.6m × 21m
Year Built: 2012
Viking Prince is one of the few offshore supply vessels (OSV) that runs on liquefied natural gas (LNG). She is provided with winterisation and de-icing solutions for use in Arctic waters. The vessel, delivered in March 2012, became the fifth LNG-powered vessel owned by Eidesvik.
The ship was built by Kleven Maritime at its Norwegian shipyard at Ulsteinvik, Ulstein, Norway. The company was contracted in July 2010 to build the vessel along with another vessel of the same design. The total contract value at the time of agreement was $77.28m (NOK440m). The keel was laid in April 2011 and the vessel’s hull was launched in November of the same year.
The DNV-classified OSV is of VS 489 Gas PSV design and is developed by Wärtsilä Ship Design. Salient design features of the vessel include higher energy efficiency, dual-fuel engines that can run on LNG as well as heavy fuel oil (HFO) and marine diesel oil (MDO), and greater vessel performance in terms of fuel economy and cargo capacity.
With dual-fuel technology, the vessel can be switched to diesel mode in case of a shortage in gas supply. Switching from one fuel to another fuel does not reduce speed or power output. Use of LNG will reduce emissions of NOx and CO2 by approximately 85% and 25% respectively.
Viking Prince has a gross tonnage of 5,321t and a dead weight of 6,150t. She is 89.6m long and 21m wide. Her summer draught is 7.6m. Length between perpendiculars and depth to main deck are 79.2m and 9.60m respectively.
The vessel has a cargo deck area of 1,021m² and the cargo rail is 4m in height.
Accommodation and facilities onboard Viking Prince
Viking Prince can accommodate a total of 24 persons in 12 one-man cabins and six two-man cabins. All cabins are provided with toilet and shower facilities.
Public venues include a smoker’s room, a no-smokers room, a laundry and a gymnasium. The vessel also includes a hospital and an office.
Tank storage capacity and discharge rates
The vessel is provided with a hot/cold water tank washing system. All mud, brine and base oil tanks are cleaned with washing water containing chemicals. Separate piping systems for all kinds of liquid cargo are available on the ship.
Tank storage capacities onboard the vessel include 233m³ of LNG, 824m³ of fuel oil, 1,036m³ of potable water, 1,781m³ of drill/ballast water, 1,392m³ of liquid mud, 211m³ of methanol, 300m³ of dry bulk, 1,667m³ of brine, 412m³ of special products and 2,278m³ of ORO.
Fuel oil, fresh water, drill/ballast water and brine are discharged at the rate of 150m³ per hour. The discharge rate of liquid mud and base oil is 100m³ per hour. Methanol and special products are released at the rate of 75m³. These discharge rates are for one pump per tank. The number of pumps varies from tank to tank.
Deck equipment
Viking prince is equipped with two Cargotec harbour mobile cranes. Each crane can lift a load of 5t at 15m outreach. Other equipment onboard include four tugger winches and a pair of mooring winch (fitted aft). An anchor/mooring winch is fitted forward.
Manoeuvring, navigation and communication systems
The vessel is fitted with a Kongsberg K-POS DP-22 dynamic positioning (DP) system that meets IMO’s DP Class 2 requirements and Kongsberg K-Master manoeuvring system.
Advanced navigation equipment include three Anschutz gyrocompass, an Anschutz 20X5 autopilot, two Furuno radars (FRC-2117 and FAR-2137S BB), a Furuno FA-150 Automatic Identification System (AIS), Furuno Electronic Chart Display and Information System (ECDIS), and a Furuno Echo sounder and Doppler log. The vessel also has a Taiyo VHF direction finder, two Gill Ultrasonic wind sensors, a pair of Furuno GP 150 DGPS and a Furuno NX – 700B Navigational Telex (Navtex).
The onboard communications are supported by UHF and VHF radio telephones supplied by Furuno and Motorola. Some other significant instruments include radar transponders, EPIRBs, Inmarst C GMDSS and VSAT antennas.
Machinery and propulsion by Wärtsilä
Viking Prince is configured with a gas electric propulsion system based on Wärtsilä’s Low Loss Concept (LLC). The vessel is fitted with four Wärtsilä main engines, each of which is driven by four Alconza generators.
Two of the main engines are of Wartsila 6L34DF design and the other two are of Wartsila 6L20DF. The combined output of the four engines is 7,332kW (2 x 2610kW and 2 x 1056kW). The main generator sets are of Alconza NIR7172A-10LW (two) and Alconza NIR4561A-6LW (two) models.
In addition, the vessel is provided with a 339kW-rated Volvo Penta emergency generator.
Propulsion is provided by a pair of Steerprop-manufactured azimuth propulsion system. Each propeller is rated at 2,450kW. For better and smooth manoeuvring, the vessel is fitted with two bow thrusters, each rated at 1,000kW, and an azimuth thruster of 880kW.
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Whether you are using an old and reliable heating, ventilation and air conditioning system or you are upgrading your HVAC equipment to a newer and more energy-efficient model, you should be aware that simply having a system that is rated well for efficiency isn’t all you need to do to create a more energy-conscious and efficient home.
One of the most important things you can do to keep your HVAC equipment operating at peak performance is to perform routine preventive maintenance. This can include checking hoses, seals, filters and duct work for damage, air leaks or the wear and tear of time. Even regular inspection and maintenance, however, isn’t all you can do to help your heating and cooling system perform in the most energy-efficient way. Here are five tips to help you get the most efficiency from your HVAC equipment:
Get a system that is the proper size for your home. An HVAC unit that is too small for the size of your home will work continuously to maintain the desired temperature, which means that the internal components may wear out or break down more quickly than they normally would. A system that is too large will cycle on and off more frequently, using more electricity to do so.
Change the direction of your ceiling fans as the seasons change. While you want cool air circulating through your home during the summer, you should likewise want warm air to do so during colder seasons. Changing the direction on your ceiling fans when the temperatures start to fall will help move warm air from the ceiling down into the room. By doing this, the temperatures inside your home will feel warmer longer, reducing the need for your HVAC unit to run frequently to provide you with a comfortable interior climate.
Use a humidifier in warmer weather. When air blows on moist skin, it creates a cooling sensation. The use of a humidifier during warm weather will make you feel cooler because the air inside your home will contain more moisture. This means you won’t be running the air conditioning as much to keep the air cooled.
Make sure doors, windows and other access points are properly sealed. Air loss is the primary enemy of an HVAC unit, because it means the system has to operate more often to heat or cool the air inside your home. Doors and windows should be sealed to prevent air from escaping, and you should also check other access points like electrical outlets and plumbing pass-throughs to make sure there are no air leaks where wires, pipes or other items go through the walls of your home. This is especially true where those items pass through into an unheated space like a garage, basement, attic or exterior wall.
Adjust the thermostat by a few degrees. Rather than keeping your thermostat at 72 during the winter or 68 in the summer, set it at 70 in both seasons. The couple of degrees difference will make a big difference over time in terms of reducing your energy use and decreasing wear and tear on your HVAC equipment.
When you do replace your existing HVAC equipment, make sure you choose a unit that is ENERGY STAR rated for maximum efficiency. Combining this with the tips listed here, as well as other steps you can take to reduce your energy consumption and maximize the efficiency of your air conditioner, will help you save money, better regulate the temperature in your home and extend the life of your HVAC system.
The post 5 Tips for Maximizing the Efficiency of Your HVAC Unit appeared first on Trophy AC.
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Quietest locomotive out there.
Amtrak Charger 4624 leads the way of Lincoln Service 300 as it approaches to a stop at Summit, Illinois.
Jaguar XJ-SC 3.6ltr HE (Series II) (1981-91) Engine 3590cc AJ6 S6
Production 57,822 (Coupe) - 73,207 all HE Series
Registration Number C 151 BDL (Portsmouth for the Isle of Wight))
JAGUAR ALBUM
www.flickr.com/photos/45676495@N05/albums/72157623671588245
The XJS first appeared in 1977 with a choice of manual or automatic transmissions, but the manual was soon dropped. Initially the car was only available as a Coupe.
From July 1980, the XJ-S became the XJS-HE models received the new High-Efficiency engine for much better economy which included the Fire Ball combustion chamber designed by Swiss Engineer Michael May, as a by-product, power was increased to 220 kW (295 hp) or 196 kW (263 hp) in North America. At the same time, the XJS-HE received changes to its exterior and interior (Body coloured trunk plinth in place of the standard previous black, new five-spoke alloy wheels, chrome inserts on the upper part of the bumpers, Burled Elm wood inserts on dashboard and door cappings). In 1982, the new V12 XJS-HE won first and second at the RAC Tourist Trophy race at Silverstone.
In 1983, the new 3.6-litre Jaguar AJ6 straight-six (I6) engine was introduced Between 1983 and 1987, the six-cylinder-engined cars were only available with a five-speed manual transmission (Getrag 265), with a four-speed automatic (ZF 4HP22) offered from 1987 onwards (along with improved fuel injection as used on the XJ40). A V12 powered XJ-SC was introduced in 1985. The two-seat XJ-SC targa-type model, never a great success in the marketplace, was replaced by a two-seat full convertible in 1988
Also new for 1983 was the XJ-SC which was introduced alongside the convertible. In all 5013 XJ-SC Cabriolets were built. These cars were different in that they had a Targa/Convertible body style with removable Targa panels over the two seater passenger compartment, similar to T-tops, plus a fabric rear section including the rear window; there was an optional hard top for the rear section. Approximately 1598 Right Hand Drive and 3416 Left Hand Drive cars built. The coupé's rather small rear seats were removed in order to make space for the removable soft top, making it a 2-seat car. The XJ-SC was not a full convertible but was a fixed profile variant with a non-removable centre targa-type structure, fixed cant rails above the doors, and fixed rear quarter windows. The six-cylinder cars can be identified by a raised bonnet centre section. The 3.6 litre was only available during the 1983-85, though in V12 form it remained available through 1988.
Diolch am 88,400,237 o olygfeydd anhygoel, mae pob un yn cael ei werthfawrogi'n fawr.
Thanks for 88,400,237 amazing views, every one is greatly appreciated.
Shot 10.10.2021 at Bicester Scramble, Bicester, Oxon. Ref. 122-203
For this week’s challenge I tried to think of a subject matter which is often in the news, something that could be used by other designers to promote a theme or be used to support a campaign, message or action.
I decided to use a combination of the energy market and the feeling of wasted potential and/or energy efficiency. The muted colour range and the wall with multiple cracks and imperfection all helps to mimic the feeling of stress and wasted potential within the shot.
With almost an open direction this week the CreativeCommon challenge has already produced some really interesting shots.
This shot was used on the Scope 'DigitalDetox' www.thedigitaldetox.co.uk/ National campaign.
Also won a Twitter daily photo competition:
Congratulations to @londondesigner WINNER of the Daily Picture 19/08 for his image #ENERGY t.co/GCvy0XAnH2; Daily Picture (@dailyp) August 20, 2014
Freshly repanelled following removal of its centre exit and two-thirds of its roof, No.17479, the latest ex London Trident to undergo conversion at Lillyhall, awaits a trip to the paint shop.
Jerome, AZ
Leica R8 w/28-70mm Vario-Elmar
outdated (2013) Kodak Tri-X pushed to ISO 800
developed in Eco Legacy Pro 1:1
This is a neat little program, "the son of defdb and pngthermal," posted on encode.ru, a forum about compression algorithms. The program is available for Mac, Windows and Linux. The author explains the colours here. For example, red is "expansion" (>= 8 bits), with "midnight blue" being "strictly less than a bit."
Interestingly, the author makes the argument that if you really want to shave bytes, write your HTML5 <!DOCTYPE> in lower-case; it compresses better that way. (2 bytes, he says.)
The program can export varying widths and sizes, and also has a color-blind mode.
This is a cropped screenshot of the soundmanager2.js file, which actually compresses very well overall (there is much more blue further down the image.) To make these sorts of images, gzip whatever.js and then run gzthermal on the resulting .js.gz output.
I also need to thank a co-worker, probably Bert Saw, for sharing this. I've had that forum post open in a tab for a few days now, and have completely forgotten where I found it.
Passengers prepare to board a Grasmere bound 599 at Windermere station. The process will have been speeded up by the purchase of tickets from a Stagecoach employee equipped with a hand-held ticket machine, who is positioned there for the day.
Modern, Air-conditioned, efficiencies & overnights.
Owned & Operated by Mr. & Mrs. Jos. A. Burns
Write – 4410 14th Street West
Located across the street from Corte Plaza Shopping Center and Cafeteria.
Photography [and published] by Bob Stewart, Bill & Bob Photos, Bradenton
Dexter Press
13235-C
DB Schenker Rail (UK) Ltd's class 66 (JT42CWR) number 66065 in maroon with zigzag gold band rebranded into DB livery at minimal cost by removing the large letter EWS from the side of the locomotive and applying a DB sticker to the cabside works 4M38 from Dollands Moor to Daventry International Rail Freight Terminal (DIRFT) on 25 February 2015.
At Jaguar Land Rover's Whitley plant, Coventry (15 miles from Crick, Daventry International Rail Freight Terminal (DIRFT)) car bodies are constructed using recycled aluminium sheet stamped panels. They claim that this enables them to increase crash safety and reduce weight of their new Range Rover, Range Rover Sport, Jaguar F-TYPE sportscar and Jaguar XJ saloon by approximately 40% (so improving fuel efficiency and lowering emissions). Jaguar Land Rover operate a closed loop vehicle recycling policy at the end of their vehicles life and in future aim to construct up to 75% of their entire vehicle from aluminium when feasible.
The Novelis company, spun off from Alcan in 2005, makes aluminium rolled products such as light-metal products for the automotive industry (automotive coil), as well as drinks cans, products for the construction sector and products for manufacturers of consumer electronic goods. Alunorf, the Novelis Deutschland GmbH aluminium rolling and casting facility at Neuss (near Düsseldorf), is the largest aluminium rolling and casting facility in the world, and is operated jointly by Novelis and Norsk Hydro supplied with recycled aluminium delivered from Ditton Foundry in the UK by train (6O16, returning as 6M14). The Ditton Foundry trains share the same International train ID number as 4M38 in France and so are assumed to work the same route. Previously 46455 was photographed by Mattias Catry at Merris on 23 March 2014). Dollands Moor to Nievenheim aluminium trains have also been photographed passing through Houplines (east of Armenières) working from Nievenheim to Dollands Moor on 12 March 2014. Dennis Vansummeren also photographed 46455 between between Wespelaar and the village of Tildonk Belgium, working from Dollands Moor to Nievenheim on 26 April 2014.
The automotive coil produced by AluNorf at Neuss, Germany is thought to be taken to Umschlag Container Terminal GmbH by lorry and loaded into Stobart Rail branded containers mounted on French FIA and IFA twin intermodal flat wagons numbered 33 87 4908s. The route to Daventry International Rail Freight Terminal (DIRFT) then involvs 5 different rail companies (International train ID 46455 and 46452) (RheinCargo GmbH & Co KG railway company, DB Schenker Rail (formerly Railion), Corridor Operations Belgium Rail (COBRA), B-Cargo and finally to DB Schenker Rail UK through the Channel Tunnel to Daventry) where Eddie Stobart lorries are thought to take it the last 15 miles to Jaguar Land Rover's Whitley plant. For a map of the route to and from Germany click here.
66065 (works number 968702-065) was built by General Motors Electro-Motive Division, London, Ontario, Canada in 1998 and unloaded from the Heavy Lift Ship MV "Fairlift" at Newport Docks on 4 February 1999.
According to Realtime Trains the route and timings were;
Dollands Moor Sidings .............1447.........1508...........21L
Ashford International DML........1459 1/2..1523 1/4...23L
Maidstone East [MDE] 1.............1524.........1547 1/2....23L
Otford Junction[XOT].................1547 1/2...1611 1/4.....23L
Swanley [SAY] 1...........................1558 1/2..1625 1/4...26L
St Mary Cray Junction................1606 1/2..1630 1/4...23L
Bickley Junction[XLY]................1607 1/2..1631...........23L
Bromley South [BMS].................1609........1633 3/4...24L
Shortlands [SRT]..........................1610.........1634 3/4...24L
Shortlands Junction....................1610 1/2...1636..........25L
Bellingham [BGM].......................1613..........1638 3/4...25L
Nunhead [NHD] 1.........................1620 1/2..1646 1/2...26L
Peckham Rye [PMR] 3................1624.........1648 3/4...25L
Crofton Road Junction...............1625 1/2..1650 3/4..25L
Denmark Hill [DMK] 1..................1627.........1652..........25L
Voltaire Road Junction..............1631..........1656..........25L
Latchmere Junction....................1636 1/2..1705..........28L
Imperial Wharf [IMW] 2...............1639 1/2..1708..........28L
West Brompton [WBP] 4............1642.........1710 3/4....29L
Kensington Olympia ..................1645.........1715 1/4.....30L
Shepherds Bush [SPB] 2...........1647.........1718 1/2......31L
North Pole Signal Vc813............1650 1/2..1720 3/4...30L
North Pole Junction....................1651..........1720 1/2...29L
Mitre Bridge Junction.................1652 1/2..1723 3/4....31L
Willesden West Londn Jn..........1654.........1725 1/2....31L
Wembley Central [WMB] 5........1725.........1853..........88L
Harrow & Wealdstone 5............1731 1/2....1859..........87L
Watford Junction [WFJ] 8..........1738.........1907..........89L
Apsley [APS] 3..............................1745 1/2...1915 3/4...90L
Hemel Hempstead [HML] 3......1747.........1919............91L
Bourne End Junction(Herts) .....1748 1/2...1920 1/2...92L
Berkhamsted [BKM] 3................1751 1/2...1925 1/4...94L
Tring [TRI] 3...................................1756.........1930 3/4..94L
Cheddington [CED] 3.................1759 1/2..1934 3/4...95L
Ledburn Junction[XOD].............1801 1/2...1935 3/4...94L
Leighton Buzzard [LBZ] 3..........1803 1/2..1938..........94L
Bletchley [BLY] 3.........................1811...........1943 1/4....92L
Denbigh Hall South Junction...1812 1/2...1943 3/4....91L
Denbigh Hall North Junction...1814..........1944 1/2...90L
Milton Keynes Central 3............1816..........1945 3/4..89L
Wolverton [WOL] 3......................1818 1/2...1947..........88L
Hanslope Junction[XHN]...........1822.........1951 1/4....89L
Northampton [NMP] 2................1833.........2007 1/2..94L
Long Buckby [LBK]......................1857.........2022 1/2..85L
Daventry South Junction...........1903.........2032 1/2..89L
World War II in the southwest
The Wehrmacht had hurried from victory to victory in 1939 and 1940 and had beaten even the "indomitable archenemy" France in only six weeks. In this delirium of victory, military efficiency seemed unlimited, and even an opponent overwhelming by its territorial size, such as Soviet Russia, seemed militarily vincible to those responsible.
Alsace and Lorraine were now occupied territories under German administration. Due to the border proximity to Baden Robert Wagner was appointed interim administrator of Alsace. His "cultural policy" consisted of a Germanization of Alsace: prohibition of the French language, names had to be Germanized, monasteries were closed, many people of Baden, especially teachers, were transferred to Alsace.
In Natzweiler, the Struthof concentration camp became the prison of many Southern Germans and of even more French citizens. The own population was not spared. Germans living in Alsace, who did not want to return home to the Reich in 1918, were also interned. The victory in the campaign in France made the military leadership blind and let them act irrationally: The lost "Battle of England" led to no rethinking, but the General Staff now assumed that England by the destruction that had been inflicted on it sooner or later would withdraw from the war. Only with the battle for Stalingrad and the associated insight to lose the war against Soviet Russia, the mood in the population changed. At the same time since 1940, the consequences of the war had also returned to the German Reich.
The air raids of the Allies first on Baden cities such as Karlsruhe and Mannheim, then the ever expanding due to technical progress ("radar") bombing hit especially the civilian population. Until 1943, the strong air defense in southern Germany and deception maneuvers such as the military dummy of the Stuttgart Central Station in Lauffen am Neckar and the fog in the river valleys had avoided effective attacks. The armaments industry had now been bombproof in railway tunnels or other safe places, so most attacks were directed against infrastructure such as bridges, roads, railroad stations, and railway lines. Württemberg was only from mid-1944 - when the front had moved close enough to the Reich's borders - increasingly target of the Allied attacks. In July attacks destroyed Stuttgart, Pforzheim and Heilbronn were particularly hard hit. Here the sacrifice and destruction rates are quite comparable to those in Hamburg or Dresden.
Shortly after the Polish campaign, however, the war had already shown its true face when, despite all the victory imagery the rigorous management of food and other everyday goods had already been introduced. The war was felt very early on the table. Hunger as in the First World War had to be avoided as doctrine from the First World War by the regime absolutely, which was also achieved for the most part. In Germany, people starved only after the capitulation.
After the Wehrmacht had been defeated in the Battle of the Bulge in the west and the Red Army advanced in the east, the military end of the Second World War on European soil became apparent. In last despair and megalomania, the Gauleiter organized the "Volkssturm". All men between 16 and 60 should oppose the "enemy". Miserably equipped and hardly trained, the "Volkssturm" was only one thing: cannon fodder for the advancing Allied armies. In these "last days of April", people in town and in the country fiercely struggled for further action. The functionaries of the NSDAP fled from the approaching front. By executing the "Nero Decree" (The Nero Decree (Nerobefehl) was issued by Adolf Hitler on March 19, 1945 ordering the destruction of German infrastructure to prevent their use by Allied forces as they penetrated deep within Germany), ie destroying important local infrastructure from bridges and roads to the water supply to the factories, the Allies should, according to Hitler's ideas, only remain "scorched earth". In many places brave people resisted this order and paid with their lives: In Brettheim, the farmer Friedrich Hanselmann, who buried the provided for the Volkssturm rocket-propelled grenades in the village pond, together with the mayor and the Ortsgruppenleiter (local group leader) by Max Simon, the commander of the XIII. SS Army Corps, was shot under martial law. In Heilbronn, the Kreisleiter (district leader) Roland Drauz those had shot who raised the white flag as a sign of surrender.
The occupation of southwestern Germany
Occasionally, Wehrmacht and Waffen SS units made fierce senseless resistance: The battles for Oedheim in the Kochertal, Waldenburg, the Battle of the Bottwartal, and the battle for Crailsheim are particularly well-known, that the fast-moving American troops due to the fierce defense for some days even had to give up until enough troops were delivered. After the last German troops were annihilated in these battles, the American troops were able to advance quickly into the rest of Württemberg. Four days after the second Battle of Crailsheim, they were in Ulm. The French troops approached from the west: Karlsruhe, Mannheim and Heidelberg were occupied at the beginning of April. The borderland situation made it almost impossible for Baden to defend itself against the Allies, which is why - apart from the positions in the Black Forest - no significant fighting took place here.
After the French troops had taken Mühlacker, they were faced - as with the Americans - with German troops (the 64th Army Corps) in northwestern Wuerttemberg. After a three-week battle, the last German troops surrendered. The Black Forest was occupied at this time. Now the French pushed forward from the north to Stuttgart and further via Tübingen to Hohenzollern quickly south, where they occupied Friedrichshafen as the last Württemberg city on 27 April 1945. After the suicide of Hitler in the leader's bunker and the occupation of all of Germany, the German army leadership capitulated unconditionally on May 8, 1945. The Second World War was over.
Der Zweite Weltkrieg im Südwesten
Die Wehrmacht war 1939 und 1940 von Sieg zu Sieg geeilt und hatte sogar den „unbezwingbaren Erzfeind“ Frankreich in nur sechs Wochen geschlagen. In diesem Siegestaumel erschien die militärische Leistungsfähigkeit unbegrenzt und auch ein aufgrund seiner territorialen Größe übermächtiger Gegner wie Sowjetrussland schien den Verantwortlichen militärisch besiegbar.
Elsass und Lothringen wurden nun zu besetzten Gebieten unter deutscher Verwaltung. Aufgrund der Grenznähe zu Baden wurde Robert Wagner zum Interimsverwalter des Elsass bestimmt. Seine „Kulturpolitik“ bestand aus einer Germanisierung des Elsass: Verbot der französischen Sprache, Namen mussten eingedeutscht werden, Klöster wurden geschlossen, viele Badener, vor allem Lehrer, wurden ins Elsass versetzt.
In Natzweiler wurde das Konzentrationslager Struthof Gefängnis vieler Süddeutscher und von noch mehr französischen Staatsbürgern. Auch die eigene Bevölkerung wurde nicht geschont. Im Elsass wohnende Deutsche, die 1918 nicht „Heim ins Reich“ kehren wollten, wurden ebenfalls interniert. Der Sieg im Frankreichfeldzug machte die militärische Führung blind und ließ sie irrational handeln: Die verlorene „Schlacht um England“ führte zu keinem Umdenken, sondern der Generalstab ging nun davon aus, dass England durch die ihm zugeführten Zerstörungen über kurz oder lang aus dem Krieg ausscheiden würde. Erst mit der Schlacht um Stalingrad und der damit verbundenen Einsicht, den Krieg gegen Sowjetrussland zu verlieren, änderte sich die Stimmung in der Bevölkerung. Gleichzeitig waren seit 1940 die Kriegsfolgen auch ins Deutsche Reich zurückgekehrt.
Die Luftangriffe der Alliierten zunächst auf badische Städte wie Karlsruhe und Mannheim, dann der sich aufgrund technischer Fortentwicklung („Radar“) ständig ausweitende Bombenkrieg trafen vor allem die zivile Bevölkerung. Bis 1943 hatte die starke Luftabwehr in Süddeutschland und Täuschungsmanöver wie die Scheinanlage des Stuttgarter Hauptbahnhofs in Lauffen am Neckar sowie der Nebel in den Flusstälern effektive Angriffe vermieden. Die Rüstungsindustrie war mittlerweile bombensicher in Eisenbahntunneln oder anderen sicheren Orten untergebracht worden, so dass sich die meisten Angriffe gegen die Infrastruktur wie Brücken, Straßen, Bahnhöfe und Eisenbahnlinien richteten. Württemberg wurde erst ab Mitte 1944 – als sich die Front nahe genug an die Reichsgrenzen verschoben hatte – verstärkt Ziel der alliierten Angriffe. Im Juli zerstörten Angriffe Stuttgart, besonders schwer sollte es Pforzheim und Heilbronn treffen. Hier sind die Opfer- und Zerstörungsraten durchaus mit denen in Hamburg oder Dresden zu vergleichen.
Der Krieg hatte aber bereits kurz nach dem Polenfeldzug sein wahres Gesicht gezeigt, als trotz aller Siegesmetaphorik schon die rigorose Bewirtschaftung von Lebensmitteln und anderer Güter des täglichen Bedarfs eingeführt wurden. Der Krieg war also schon sehr früh auf dem Tisch zu spüren. Hunger wie im Ersten Weltkrieg musste als Lehre aus dem Ersten Weltkrieg durch das Regime unbedingt vermieden werden, was auch größtenteils gelang. Gehungert wurde in Deutschland erst nach der Kapitulation.
Nachdem die Wehrmacht in der Ardennenschlacht im Westen geschlagen worden war und im Osten die Rote Armee vorrückte, zeichnete sich das militärische Ende des Zweiten Weltkrieges auf europäischem Boden ab. In letzter Verzweiflung und Größenwahn organisierten die Gauleiter den „Volkssturm“. Alle Männer zwischen 16 und 60 Jahren sollten sich dem „Feind“ entgegenstellen. Miserabel ausgerüstet und kaum ausgebildet war der „Volkssturm“ nur eines: Kanonenfutter für die heranrückenden alliierten Armeen. In diesen „letzten Tagen im April“ wurde in Stadt und Land heftig um das weitere Vorgehen gerungen. Die Funktionäre der NSDAP flüchteten vor der herannahenden Front. Durch die Ausführung des „Nerobefehls“, also das eigenhändige Zerstören wichtiger örtlicher Infrastruktur von Brücken und Straßen über die Wasserversorgung bis hin zu den Fabriken, sollte den Alliierten nach Vorstellungen Hitlers nur „verbrannte Erde“ bleiben. Vielerorts widersetzten sich Mutige diesem Befehl und bezahlten mit ihrem Leben: In Brettheim wurden der Bauer Friedrich Hanselmann, der die für den Volkssturm vorgesehenen Panzerfäuste im Dorfteich versenkte, zusammen mit dem Bürgermeister und dem Ortsgruppenleiter durch Max Simon, dem Kommandeur des XIII. SS-Armeekorps, standrechtlich erschossen. In Heilbronn ließ der Kreisleiter Roland Drauz diejenigen erschießen, die die weiße Flagge als Zeichen der Kapitulation hissten.
Die Besetzung Südwestdeutschlands
Vereinzelt leisteten Verbände der Wehrmacht und der Waffen-SS verbissen sinnlosen Widerstand: Besonders bekannt sind die Schlachten um Oedheim im Kochertal, um Waldenburg, der Kampf ums Bottwartal und die Schlacht um Crailsheim, das die schnell vorrückenden amerikanischen Truppen aufgrund der heftigen Verteidigung sogar für einige Tage aufgeben mussten, bis ausreichend Truppen nachgeführt waren. Nachdem die letzten deutschen Truppen in diesen Kämpfen aufgerieben waren, konnten die amerikanischen Truppen rasch ins restliche Württemberg vorstoßen. Bereits vier Tage nach der zweiten Schlacht um Crailsheim standen sie in Ulm. Aus Westen näherten sich die französischen Truppen: Anfang April waren Karlsruhe, Mannheim und Heidelberg besetzt. Die Grenzlandlage machte eine Verteidigung Badens gegen die Alliierten fast unmöglich, weshalb es hier – bis auf die Stellungen im Schwarzwald – zu keinen nennenswerten Kämpfen kam.
Nachdem die französischen Truppen Mühlacker eingenommen hatten, stellten sich ihnen – ähnlich wie bei den Amerikanern – deutsche Truppen (das 64. Armeekorps) im Nordwesten Württembergs entgegen. Nach einem dreiwöchigen Kampf ergaben sich die letzten deutschen Truppen. Der Schwarzwald war zu diesem Zeitpunkt besetzt. Nun stießen die Franzosen von Norden her nach Stuttgart vor und weiter über Tübingen nach Hohenzollern rasch nach Süden, wo sie Friedrichshafen als letzte württembergische Stadt am 27. April 1945 besetzten. Nach dem Selbstmord Hitlers im Führerbunker und der Besetzung ganz Deutschlands kapitulierte die deutsche Armeeführung am 8. Mai 1945 bedingungslos. Der Zweite Weltkrieg war zu Ende.
www.landeskunde-baden-wuerttemberg.de/zweiter_wk_suedwest...
The kitchen. Our apartment building used to be a hotel. It became a regular rental unit in the 60s, but as late as the 80s you could still spot the occasional maid bringing a towel service to some mystery guest. The units that have turned over frequently have been renovated. Jeff has lived in this apartment since 1970, so our upgrades are few. We have the orginal Pullman, or efficiency kitchen. The table doubles as a counter. On the near wall is a china cabinet that holds everything else. I scoff at the trend towards "chef's" kitchen. My friend, Kate, used to put on Thanksgiving dinner for six with one of these babies.
I have slightly older photos of the apartment here.
Here is the current one: www.flickr.com/photos/catskillsgrrl/3303741612/
This infographic is an overview of a U.S. GAO report:
www.gao.gov/products/GAO-16-151
2015 TAX FILING SEASON: Deteriorating Taxpayer Service Underscores Need for a Comprehensive Strategy and Process Efficiencies
Some cars are able to increase their fuel efficiency by reducing the number of engine cylinders, others take a different route :)
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Summer 2018 5th (and last) leg: Escaping the heat in San Francisco
July 7: Flying to Oakland, exploring Mussel Rock
Every inch and every pound in the galley of an airliner is costly. Every inch reduces the number of fare-paying passengers that can be carried and every pound means extra fuel costs. The need for everything to have its place is evident here. Flight attendants come onto a plane expecting to have everything set up in its assigned place by the staff who prepare the carts and plane. They are busy enough and don't need to waste time looking for the things they need to do their job. It needs to be at their fingertips when they come aboard a plane.
I admired the efficiency of the galley of this Airbus A319 which was en route from Phoenix to Montreal. Ten minutes earlier or ten minutes later, the galley would have been occupied by busy flight attendants going about their jobs. I managed this view during a rare moment of inactivity.
Air-Conditioned Motel
Efficiencies - Cottages - Trailers
North and Edison Bridge, Tamiami Trail
North Ft. Myers, Florida
Fine Fishing - Private Pier - Shuffleboard
Tel. WYadotte 5-4188
Herman J. and Mildred H. Richardson, Owners
John J. Richardson, Manager
Mailed from Fort Myers, Florida to D.S. Ralston of Earlham, Iowa on November 30, 1962:
Dear Brother, Thanks for the pictures. Do you know when they were taken? Has been raining here this morning, clearing now. A good letter from Dolly. I have written Hoe. Time slips past. Here a month already. We get the D.M. Register two to three days late. Had a nice Thanksgiving dinner. Percy at a luncheon now. Frank
O'Brien Color Studios
Koppel Card
42665
CAPA-022959
keep>looking>>down
tribute to Andy Holman
One of the greatest abstract photographers I've had the pleasure knowing for the better part of the last (almost) decade of my life. I've mentioned him in a few other photos, but he was on my mind today. His close-up/reflection shots really have always played a special part in the shaping of myself as a photographer. But while my mediums have changed over the years (from film to digital, Nikon to Canon) it's all the same. A photograph is not about what gear your using, but rather the eyes you see when creating it. If one is simply focused on everything in front of them, they may step through this puddle and shake the wet off their foot. But as a photographer, look all directions for the photographs that most don't see. If it's a little risky and off the wall, even better yet! Just be careful when in heavily trafficked areas, cars and fellow pedestrians may want to take you out. Be aware of the surroundings but always look for that photo that just speaks to you, even if it doesn't make sense to others.
Like many luxury marques entering the Great Depression, a bifurcated range of 'Senior' models - large cars with large engines, tailor-made to their customer's whims, and a 'Junior' model, exhibiting much of the flash, but with certain production and planning efficiencies befitting a less specialised product. So it was with Ralston. The 'Tigre' adopted specialist coachbuilt bodies, and potent Straight-eight engines, and the lower series line was named 'Lynx', and was sportier and lighter of build.
The MkI Lynx production ran from 1927 until the advent of WWII, surviving the Great Depression as much through a lack of competition, as from cost minimisation. Volumes were always low, but sustainable.
For the second series of Lynx, launched in 1956, the recipe was much the same. This time though, the line was focused on a low-slung sportscar (Coupe and Roadster), built in the Superleggera fashion. Bodies were hand-made in Italy by various coach builders, transported to Finland (to the modest vehicle works that the company had its origins in), and fitted with engines shipped from the US. The process was expensive, particularly shipping whole bodies over such a distance. The European market was buoyant, though most makers only had modest four-cylinder power available to them, either through taxation measures, material rationing, or a lack of available engines. In the US, apart from the Corvette, which had also launched initially with six-cylinder power, there was little sportscar competition.
For the Type-II Lynx the engine was again a six-cylinder inline engine from Continental (the US specialist engine builders), deploying an early development, high-compression OHC head atop a 232 CID (3.8 L) later to power various AMC models.
For 1956, the engine developed 180 hp, rising to 210 hp in 1959 and 225 hp ins the MkII-C of 1961. Each improvement driven as much by fuel octane ratings, aspiration technology, and the need to keep pace with the competition. For the Lynx application, the engine was also inclined over 30 degrees, and fitted with a dry sump in an effort to reduce the engine height, and improve the cars already low centre of gravity. This did add expense to the unit, making it impractical for a shared installation in other models.
This in an era of increasingly inexpensive US V8 horsepower would have been a major problem, but for the cars relatively light weight. This was less of an issue in Europe, but the Ralston still had to content with Ferraris and Jaguars. A V8 engine was too wide, however, and so planning for a V12 model to replace the last MkII-C was scheduled for 1963, based on the unit in the large MkIII Tigre. This necessitated a larger car (a move already seen in the market), and a shift in focus toward being a GT car.
The version shown here is a 1961 MkII-C with fast C-Pillars bodied by Bertone (the II and II-B had a wrap around rear window and modest rear fins). The car also exhibits two-tone bodywork (a trend on the wane during this period), based on the racing colours often deployed on the race-going lightweight Roadster models.
This lego miniland-scale Ralston Lynx MkII-C Coupe has been created for Flickr LUGNuts' 120th Build Challenge, - 'Happy 10th Anniversary, LUGNuts', - where all the previous challenge themes are open for use in creating builds for the Challenge.
The Challenge theme chosen is number 95 - 'Designing the Ralston Legacy' - for any vehicle from the fiction 'Ralston' Marque introduced by Lino back in Challenge 63
Ruston & Hornsby 'Efficiency' (W/No.446207 built in 1961) with loaded clay wagons at North Devon Clay Company, Peter's Marland, in the 1960s. The 3 foot gauge narrow gauge railway was used to convey ball clay to the works at Peters Marland. Use of the narrow gauge line ceased in 1970 and the standard gauge rail traffic ceased in August 1982. The works had a fleet of six narrow gauge locos, three built by John Fowler and three Rustons, all 4-wheel diesel-mechanical. One (W/No.435398 built in 1959) was purchased by the Seaton Tramway and used during construction work of the tramway, re-gauged to 2ft 9in gauge. Rails and wagons from the works were also used at Seaton.
© Gordon Edgar collection - all rights reserved. Please do not download, copy, or use this image without my explicit prior permission
+++ 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 Martin B-26 Marauder was a World War II twin-engine medium bomber built by the Glenn L. Martin Company. First used in the Pacific Theater in early 1942, it was also used in the Mediterranean Theater and in Western Europe.
After entering service with the U.S. Army, the aircraft received the reputation of a "Widowmaker" due to the early models' high accident rate during takeoffs and landings. The Marauder had to be flown at exact airspeeds, particularly on final runway approach and when one engine was out. The 150 mph (241 km/h) speed on short final runway approach was intimidating to pilots who were used to much slower speeds, and whenever they slowed down below what the manual stated, the aircraft would stall and crash.
The B-26 became a safer aircraft once crews were re-trained, and after aerodynamics modifications (an increase of wingspan and wing angle-of-incidence to give better takeoff performance, and a larger vertical stabilizer and rudder). After aerodynamic and design changes, the aircraft distinguished itself as "the chief bombardment weapon on the Western Front" according to a United States Army Air Forces dispatch from 1946. The Marauder ended World War II with the lowest loss rate of any USAAF bomber.
A total of 5.288 were produced between February 1941 and March 1945. By the time the United States Air Force was created as an independent service separate from the Army in 1947, all Martin B-26s had been retired from U.S. service. Furthermore, after the end of hostilities in the European theatre of operations, many airframes with low flying hour numbers were left in British airfield.
This was the situation when establishing Hunting Aircraft in 1944 by the purchase of Percival Aircraft: this business was absorbed into the British Aircraft Corporation in 1959.
At the end of 1945 the young British company Hunting Air Travel Ltd., a division of Hunting plc., based at Luton Airport, entered the scene - actually a commercial airline, not an aircraft manufacturer. The new airline began commercial operations from Bovingdon Airport at the start of 1946, and the lack of suitable passenger aircraft for domestic routes (or to continental neighbors) led to a private conversion program for leftover B-26 airframes.
This work was done by Percival Aircraft Ltd, which had become part of Hunting in 1936 and also had its headquarter at Luton. At first, only five B-26B bombers were planned to be converted into P.26 airliners. The airframes underwent considerably changes, primarily stripping them off of any military equipment, closing the bomb bays and adding a passenger cabin with appropriate seating and entry.
Furthermore, the bombers' original R-2800 engines were replaced by more powerful and efficient R-3350 radials with 2.000 hp/1.470 kW each. This was a simple task, since this engine had been an early design options and the mountings were compatible.
Other modifications included an enlarged wingspan, which was intended for a more economical flight as well as a reduced landing speed, especially when loaded.
The revamped aircraft entered service in 1951 when Hunting Air Travel changed its name to Hunting Air Transport. Flying primarily on the British Isles, the aircraft attained immediately some interest from other small airlines, also from continental Europe.
When Percival Aircraft Ltd changed its name to Hunting Percival Aircraft in 1954, a total of 21 B-26 bombers had been converted for Hunting-Clan Air Transport (6, Hunting Air Transport had changed its name in 1953), Aer Lingus (6), Derby Airlines (4), Sabena (3) and Manx Airlines (2).
All of these differed slightly, being tailored to their operators' needs, e. g. concerning seat capacity, engines or entry configurations. The last machines were re-built for Aer Lingus, with 27 passenger seats (nine rows in 2+1 configuration), a crew of four, and integral boarding ladder under the rear fuselage (instead of standard side doors). Furthermore, these final machines were driven by slightly more powerful (2.200 hp/1.640 kW) turbo-compound R-3350 engines, which offered a considerably improved fuel efficiency and an extended range (+20%).
By that time the civil aircraft industry had undergone a major recovery and new models like the turboprop-driven Fokker F.27 Friendship entered the scene - faster, with bigger passenger capacities and more efficient, and the P.26 could not keep up anymore. Another big weakness was the lack of a pressurized cabin, so that the P.26 could only operate at medium altitude. Until 1960 all remaining P.26 were withdrawn and scrapped, most of them had reached their service life, anyway, but operational costs had become prohibitive.
General characteristics:
Crew: 4 (pilot, navigator/radio operator, two service)
Capacity: 21–32 passengers
Length: 58 ft 3 in (17.8 m)
Wingspan: 79 ft 3 in (24.20 m)
Height: 21 ft 6 in (6.55 m)
Wing area: 734 ft² (66 m²)
Empty weight: 24.000 lb (11.000 kg)
Loaded weight: 37.000 lb (17.000 kg)
Powerplant:
2× Wright R-3350-745C18BA-1 radial, each rated at 2.200 hp (1.640 kW),
driving four-bladed propellers
Performance:
Maximum speed: 287 mph (250 knots, 460 km/h) at 5.000 feet (1.500 m)
Cruise speed: 225 mph (195 knots, 362 km/h)
Landing speed: 100 mph (79 knots, 161 km/h)
Range: 3.420 mi (2.975 nmi; 5.500 km)
Service ceiling: 21.000 ft (6.400 m)
Wing loading: 46,4 lb/ft² (228 kg/m²)
The kit and its assembly:
Another Group Build entry, this time for the 2015 "De-/Militarize it" GB at whatifmodelers.com that ran from June through August. I am not 100% certain how the idea of converting a B-26 bomber into a 50ies airliner came up - I have modified the aircraft before, and maybe handling with resin R-3350s for the Supermarine Stalwart flying boat had a subtle influence. However, it was a suitable idea, and I quickly got hands on a vintage Matchbox kit of the Marauder.
This one was chose because of the simplicity of the kit (e .g. without an open bomb bay) and its relatively clean surface. When I got it, though, I had to cope with missing parts: the complete cockpit was missing. The seller did not mention it, I did notice it too late, so I had to create the interior from scratch, as well as the civil pilot figures which were puzzled together, too.
Anyway, conversion was rather straightforward. All guns and turrets were closed/faired over. The dorsal turret received a plug, the nose is the OOB clear part hidden under a coat of putty and the new tail cone is actually a nose from a Frog Supermarine Attacker.
Additionally, some of the original windows were hidden (including the ventral entry hatch) while new round windows, esp. for the passenger cabin under the wing spar, were drilled. They were later filled with Clearfix, after all paint work was done.
The wing tips were enlarged with donations from a Hobby Boss La-7 pistion fighter, leftover from a former conversion project. Even though I did not expect much from this addition I think that the bigger wingspan (the total extension is less than 2", though) and the more pointed tips subtly change the look and the proportions of the B-26?
The OOB engines were replaced by resin R-3350 from Contrails: a perfect match, just the OOB nacelles had to be shortened because the R-3350s come with a complete exhaust section, they are pretty long compared to the R-2800s. Actually, this option was real: AFAIK the R-3350 was a high power alternative for the B-26, but I think that at the time of the aircraft's design it was not available yet, and when it came into production the B-29 received anything that rolled off of the production lines. But in this post WWII case it's a good and plausible modification, since airliners from that era (e .g. the Lockheed Constellation) were powered by this engine type, too.
Further mods include new wheels (just for a modernized look, instead of the WWII grass runway balloon tires) and the passengers received a retractable boarding staircase. This addition was originally intended as a display trick, because the B-26 kit is prone to tip over on its tail. But it turned out that the resin engines weigh so much that the kit even stands without extra weight inside now! Well, the scratched stair was fitted, anyway...
Painting and markings:
This was a bit complicated, because I wanted a 50ies livery, yet a colorful option. One early choice had been Belgian airline Sabena in dark blue and white, or the Netherland's KLM, but then I stumbled across a limited decal sheet from airliner specialist TwoSix Decals for a 1:72 Fokker F.27 in Aer Lingus service, upon the type's introduction in 1955. Perfect match, and since I like green and I could avoid white as far as possible, this was the winning design! :D
From that, things were again straightforward: the paint scheme remains close to the benchmark. The dark green on the upper fuselage is Humbrol 3 (Brunswick Green), the fin was sprayed in white and the metallic undersides were painted with different aluminum shades, including Revell Acrylics, Modelmaster 'Aluminum Plate' Metallizer and simple Aluminum paint, plus some Humbrol 56 for fake panel lines and the fabric-covered ailerons.
Panel lines on the upper fuselage and some dirt were painted with Humbrol 91 (Black Green). On top of that a very light black ink wash was applied in order to emphasize engravings, esp. on the wings and the white fin.
The decals came next (wonderfully printed, dead sharp, very thin carrier film), and they posed less problems than expected. The window openings on the white cheatline were simply covered and punched through, and after final cosmetic touch-ups incl. light soot stains behind the engine exhausts. I also added de-icing leading edges and some walking areas on the wings, cut from black and grey decals sheet (from TL Modellbau).
Finally the kit received a coat of glossy acrylic varnish from the rattle can (which did not turn out as evenly as expected, I guess to due to the age of the paint… The aircraft looks somewhat dirty now), et voilà, the Irish Marauder Commuter was ready for take-off!
I am really happy how this conversion turned out. I have seen pics of civilized B-26s (yes, this was actually done, but only in a few cases), and without all the lumps and bumps and with a decent paint job the aircraft looks really sleek and elegant. The classic, early Aer Lingus livery confirms this, a pretty and unusual bird!
Efficiency OL
IMO 9491666
Ocean Lance Bulk Carrier
Flag: Panama
Built: 2010
Length: 177.85 m
Beam: 28.6 m
Gross tonnage: 22852
DWT: 37000 t
Passing Gravesend. Outbound from the London Scrap Terminal, Northfleet.
Assisted by tug VB Strathdon.
5.4.25.
It is funny how we forget things we have done.
Below, I state that this was my first visit to the cathedral as a churchcrawler.
When I began to post shots, I looked for the album to put the shots in, only to find there wasn't one.
A search of my photostream showed two visits to the cathedral, complete with interior shots from 2013 and the previous years.
I had no memories of these visits.
What else have I forgotten?
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Norwich is a fine city. Or so the signs say on every road into it. But, and there can be no denying it, it is a jewel in the Norfolk countryside.
For me it is “just” Norwich Where used to go for our important shopping, for football and later for concerts. We, and I, would take for granted its cobbled streets, Norman cathedral and medieval churches by the dozen. Also it’s a pub for every day, the ramshackle market, and the Norman castle keep looking down on the city sprawled around.
Just Norwich.
Later, it also became where I bought new records from Backs in Swan Lane, and searched for punk classics in the Record and Tape Exchange.
Norwich is lucky that the industrial revolution passed by the city leaving few changes, the character and history intact. World War II did damage, some churches were abandoned, some rebuilt, but many survived.
And Norwich is a friendly city. It sees warm and colourful, and on a hot summer’s day when the locals were in shorts and t-shirts, much white flesh was on display. I also take the football club for granted. I have supported it from nearly 49 years, and being away from the city means I get my news and views largely second hand, but I also forget how central the club is to the people.
Sadly, Norwich isn't really on the way to anywhere, well except Great Yarmouth and Cromer, so people don't come here by accident. So it remains something of a secret to most but locals.
Other cities would have children dressed in any one of a dozen Premier League club’s replica shirts. In Norwich yellow and green was the dominant colour, even after a chastening season that saw us finish rock bottom of the league. The local sports “superstore” has a Norwich Fan’s fanzone, and a third of the window is given to the home city club.
I knew the city like the back of my hand, so knew the route I wanted to take to provide me with views that would refresh those in my mind. I didn’t dally, pressed on to my two targets, the Anglican Cathedral and St Peter Mancroft.
This wasn’t the original plan; that was to meet two friends I used to go to the football with, Ian and Ali, but they both caught a bug in Manchester watching the women’s Euros, so couldn’t meet with me. But I had an alternative plan, maybe with a pub stop or two.
The trip happened as I got a mail offering a tempting 20% off the trip that had been selling poorly, I checked with Ian and Alison, they said they were free, but had yet to fall ill. So seats were booked, as Jools liked the sound of an afternoon in Norwich and meeting my friends.
Up at quarter to five so we could catch the first High Speed service out of Dover, so to be in London in time to catch the railtour to Norwich.
Sun had yet to light up Dover Priory when we arrived, but a few people milling around, including two still at the end of their night out.
Folkestone was light by the warm light of the rising sun, and well worth a shot as we passed over Foord Viaduct.
Later, I was hoping the calm morning meant the Medway would be a mirror, but a breeze disturbed the surface ruining the reflections I had hoped for.
Finally, emerging into Essex, the line climbs as the go over the Dartford Crossing, just enough time to grab a shot.
It was already hot in London, so we stayed in the shade of the undercroft at St Pancras, had a coffee and a pasty from Greggs before walking over to Kings Cross to see if our tour was already at the buffers.
We walked across the road to King's Cross, and find the station packed with milling passengers, all eyes trained on the departure boards waiting for platform confirmations.
Ours was due to be platform 3, and the rake of carriages was indeed there, top and tailed by class 66 freight locomotives.
We get on the train and find we had been allocated a pair of seats nearest the vestibule. This meant that they were a few inches less wide than others, meaning Jools and I were jammed in.
Almost straight away, Jools's back and Achilles began to ache, and the thought of four hours of this in the morning and another four in the evening was too much, and so she decided to get off at the first stop at Potters Bar.
In the end, a wise choice I think.
The guy in the seat opposite to us talked the whole journey. I mean filling any silence with anything: how much he paid for the components of his lunch, his cameras and then his job. In great detail. He also collected train numbers. I didn't know that was really a thin in the days of EMUs, but I helped out from time to time telling him units he had missed.
We had a twenty minute break at Peterborough because of pathing issues, so we all got out to stretch our legs and do some extra trainspotting.
An Azuma left from the next platform, and another came in on the fast line. I snapped them both.
From Peterborough, the train reversed, and after the 20 minute wait, we went out of the station southwards, taking the line towards Ely.
Now that we had done our last stop, the train could open up and we cruised across the Fens at 70mph, the flat landscape botted with wind turbines and church towers slipped by.
Instead of going into Ely station, we took the rarely used (for passenger trains) freight avoiding line, now a single track. Emerging crossing the main line, taking the line eastwards towards Thetford.
Again, the regulator was opened, and we rattled along. Even so, the journey was entering its fourth hour, and with my travelling colleague and without Jools, time was dragging.
We were now back in Norfolk, passing the STANTA training area, all warning signs on the fences telling the trainee soldiers that that was where the area ended. I saw no soldiers or tanks. My only thought was of the rare flowers that would be growing there, unseen.
And so for the final run into Norwich, familiar countryside now.
Under the southern bypass and the main line from London, slowing down where the two lines merged at Trowse before crossing the River Wensum, before the final bend into Norwich Thorpe.
At last I could get off the train and stretch my legs.
Many others were also getting off to board coaches to take them to Wroxham for a cruise on the Broads, or a ride on the Bure Valley Railway, while the rest would head to Yarmouth for four hours at the seaside.
I got off the train and walked through the station, out into the forecourt and over the main road, so I could walk down Riverside Road to the Bishop’s Bridge, then from there into the Cathedral Close.
The hustle and bustle of the station and roadworks were soon left behind, as the only noise was from a family messing about in a rowing boat in front of Pulls Ferry and a swan chasing an Egyptian Goose, so the occasional splash of water.
I reached the bridge and passed by the first pub, with already many folks sitting out in the beer garden, sipping wines and/or summer beers. I was already hot and would loved to have joined them, but I was on a mission.
In the meantime, Jools had texted me and said if I fancied getting a regular service back home, then I should. And a seed grew in my brain. Because, on the way back, departing at just gone five, the tour had to have a 50 minute layover in a goods siding at Peterborough, and would not get back to Kings Cross until half nine, and then I had to get back to Dover.
I could go to the cathedral the church, walk back to the station. Or get a taxi, and get a train back to London at four and still be home by eight.
Yes.
I walked past the Great Hospital, then into the Close via the swing gate, round to the entrance where there was no charge for entry and now no charge for photography. But I would make a donation, I said. And I did, a tenner.
I have been to the cathedral a few times, but not as a churchcrawler. So, I made my way round, taking shots, drinking in the details. But the walk up had got me hot and bothered, I always run with a hot engine, but in summer it can be pretty damp. I struggled to keep my glasses on my nose, and as I went round I knew I was in no mood to go round again with the wide angle, that could wait for another visit.
The church is pretty much as built by the Normans, roof excepted which has been replaced at least twice, but is poetry in stone. And for a cathedral, not many people around also enjoying the building and its history.
At one, bells chimed, and I think The Lord’s Prayer was read out, we were asked to be quiet. I always am when snapping.
In half an hour I was done, so walked out through the west door, through the gate and into Tombland. I was heading for the Market and St Peter which site on the opposite side to the Guildhall.
I powered on, ignoring how warm I felt, in fact not that warm at all. The heat and sweats would come when I stopped, I found out.
I walk up the side of the market and into the church, and into the middle of an organ recital.
Should I turn round and do something else, or should I stop and listen. I stopped and listened.
Everyone should hear an organ recital in a large church. There is nothing quite like it. The organ can make the most beautiful sounds, but at the same time, the bass pipes making noises so deep you can only feel it in your bones.
Tony Pinel knew his way round the organ, and via a video link we could see his hands and feet making the noises we could hear. It was wonderful, but quite how someone can play one tune with their feet and another with their hands, and pulling and pushing knobs and stoppers, is beyond me. But glad some people can.
It finished at quarter to two, and I photograph the font canopy and the 15th century glass in the south chapel. Font canopies are rare, there is only four in England, and one of the others is in Trunch 20 miles to the north. Much is a restoration, but it is an impressive sight when paired with the seven-sacrament font under it.
The glass is no-less spectacular, panels three feet by two, five wide and stretching to the vaulted roof. I can’t photograph them all, but I do over 50%.
I go to the market for a lunch of chips, for old times sake. I mean that was the treat whenever we went either to Norwich or Yarmouth; chips on the market. I was told they no longer did battered sausage, so had an un-battered one, and a can of pop. I stood and ate in the alleyway between stalls, people passing by and people buying chips and mushy peas of their own.
Once done, I had thought of getting a taxi back to the station, but the rank that has always been rammed with black cabs was empty, and two couples were shouting at each other as to who should have the one that was there. So I walked to the station, across Gentleman’s Walk, along to Back of the Inns, then up London Street to the top of Prince of Wales Road and then an easy time to the station across the bridge.
I got my ticket and saw a train to Liverpool Street was due to depart at 14:32. In three minutes.
I went through the barrier and got on the train, it was almost empty in the new, swish electric inter-city unit. I was sweating buckets, and needed a drink, but there appeared to be no buffet, instead just electric efficiency and silence as the train slid out of the station and went round past the football ground to the river, then taking the main line south.
In front of me, two oriental ladies talked for the whole journey. I listened to them, no idea what they talked about to fill 105 minutes.
I thought it would be nearly five when the train got in, but helped by only stopping at Diss, Ipswich, Manningtree and Colchester we got in, on time, at quarter past four.
I walked to the main concourse and down into the Circle Line platforms, getting a train in a couple of minutes the four stops to St Pancras. I knew there was a train soon leaving, and after checking the board and my watch I saw I had five minutes to get along the length of the station and up to the Southeastern platforms.
I tried. I did, but I reached the steps up to the platforms and I saw I had 45 seconds, no time to go up as they would have locked the doors. So, instead I went to the nearby pub and had a large, ice-cold bottle of Weiss beer.
That was better.
I was all hot and bothered again, but would have an hour to cool down, and the beer helped.
At ten past five, I went up and found the Dover train already in, I went through the barriers and took a seat in a carriage I thought would stop near the exit at Dover Priory. I called Jools to let her know I would be back at quarter to seven, and she confirmed she would pick me up.
She was there, people got off all out on a night on the town, dressed in shiny random pieces of fabric covering boobs and bottoms. I was young once, I thought.
Jools was there, she started the car and drove us home via Jubilee Way. Across the Channel France was a clear as anything, and four ferries were plying between the two shores. Take us home.
Once home, Jools had prepared Caprese. I sliced some bread and poured wine. On the wireless, Craig spun funk and soul. We ate.
Tired.
It was going to be a hot night, but I was tired enough to sleep through it. Or so I thought.
--------------------------------------------
Norwich has everything. Thus, the normally dry and undemonstrative Nikolaus Pevsner began his survey of the capital of Norfolk in his 1962 volume Buildings of England: Norwich and north-east Norfolk. And there is no doubt that this is one of the best cities of its size in northern Europe. Living in Ipswich as I do, I hear plenty of grumbles about Norwich; but really, although the two places have roughly the same population, Ipswich cannot even begin to compare with regard to its townscape. The only features which the capital of Suffolk can claim to hold above its beautiful northern neighbour are a large central park (Norwich's Chapelfield gardens is not a patch on Ipswich's Christchurch Park) and a large body of water in the heart of the town, perhaps Ipswich's most endearing feature and greatest saving grace.
But Norwich has everything else - to continue Pevsner's eulogy, a cathedral, a castle on a mound right in the middle, walls and towers, a medieval centre with winding streets and alleys, thirty-five medieval parish churches and a river with steamships. It even has hills...
I think it would be possible to visit Norwich and not even know this cathedral was there. The centre of the city is dominated by the castle, and the most familiar feature to visitors is the great market square widened by the clearances of the 1930s, and the fine City Hall built at that time which towers above it. In comparison, Norwich Cathedral sits down in a dip beside the river, walled in by its close, and is visible best from outside the city walls, especially from the east on the riverside, and to the north from Mousehold Heath. If you arrive by road from the south or west, you may not even catch a glimpse of it. The great spire is hidden by those winding streets and alleys, and many of the city's churches are more visible, especially St Giles, St Peter Mancroft in the Market Place, and the vast Catholic Cathedral of St John the Baptist, on Grapes Hill. It is said that the nave floor of St John the Baptist is at the same height above sea level as the top of the crossing of the Anglican cathedral.
With the possible exception of Lincoln Cathedral, I think that Norwich Cathedral is my favourite cathedral in all England. Call this East of England chauvinism if you like, But Norwich Cathedral has everything you could possible want from a great medieval building. But there is more to it than that. It is also one of the most welcoming cathedrals in England. There is no charge for admission, and they positively encourage you to wander around through the daily business of the cathedral, in the continental manner. No boards saying Silence Please - Service in Progress here. Because of this, the Cathedral becomes an act of witness in itself, and you step into what feels like it probably really is the house of God on Earth. They even used to say the Lord's Prayer over the PA system once an hour, and invite you to stop and join in - I wish they'd go back to doing that. The three pounds you pay for a photography permit must be one of the bargains of the century so far.
Norwich Cathedral is unusual, in that this is the original building. It has been augmented over the centuries of course, but this is still essentially the very first cathedral on this site. This is because the see was only moved to Norwich after the Norman invasion. The Normans saw the wisdom of drawing together ecclesiastical and civil power, and one way in which this might be achieved was by siting the cathedrals in the hearts of important towns. At the time of the conquest, Bishop Herfast had his seat at Thetford, and it was decided to move the see to Bury St Edmunds in Suffolk. It had moved several times during the previous four centuries, from Walton in Suffolk to North Elmham in Norfolk before Thetford, where the first proper but simple stone building had been raised. But as well as an eye for efficient administration, the Normans brought the idea that Cathedrals should be glorified; already, vast edifices were being raised in Durham, London and Ely. and Bury St Edmunds, with its famous Abbey, was the obvious place for the Diocese of East Anglia to sit.
However, such a move would have removed the Abbey's independent direct line with Rome, and placed it under the jurisdiction of the Province of Canterbury. The Abbey community was determined that this would not happen, and Abbot Baldwin sent representations to the Pope that ensured the survival of St Edmundsbury Abbey's independence. Bishop Herfast would not be allowed to glorify his position in East Anglia in the way his colleagues were doing elsewhere. But his successor, Herbert de Losinga, was more determined - and, perhaps, steeled by his conscience. A Norman, he had bought the Bishopric from the King in 1091, an act of simony that required penance. Building a great cathedral could be seen as that act of penance. But where? Bury was a lost cause; instead, he chose to move the see to a thriving market town in the north-east of his Diocese; a smaller, more remote place than Bury, to be sure, but proximity to the Abbey of St Edmund was perhaps not such a good thing anyway. It tended to cast a rather heavy shadow. And so it was that the great medieval cathedral of the East Anglian bishops came to be built, instead, at Norwich.
Work began in 1094, and seems to have been complete by 1145. It is one of the great Romanesque buildings of northern Europe, its special character a result of responses to fires and collapses over the course of the next few centuries. At the Reformation in the sixteenth century, it became a protestant cathedral of the new Church of England, losing its role as a setting for ancient sacraments and devotions, but being maintained as the administrative seat of a Diocese which covered all of Norfolk and Suffolk, and the ceremonial church of its great city. In the 19th Century, the western part of the Norwich Diocese was transferred into that of Ely, and at the start of the 20th Century the southern parishes became part of the new Diocese of St Edmundsbury and Ipswich. Today, the Diocese of Norwich consists of north, south and east Norfolk, and the north-eastern tip of Suffolk.
The absence of this great church from the Norfolk Churches site has long been the elephant in the room, so to speak. And having it here at last is, I feel, a mark of how things have changed. When I first started the Norfolk and Suffolk sites back in 1999, I did not have a decent camera, and the earliest entries did not have any photographs at all. How the wheel has turned. Now, the photographs have become the sites, and with no apologies I don't intend to make this a wordy entry.
The perfection of Norwich is of distant views, the cloisters, and the interior. The exterior is hemmed in, and the most familiar part of the building, the west front, is a poor thing, the victim of barbarous restorations in the 18th and 19th centuries. It is almost a surprise to step through its mundanity into the soaring glory of the nave. Above, the famous vaulting is home to one of the largest collections of medieval bosses in the world. There are more in the beautiful cloisters.
The view to the east is of the great organ, looking very 17th Century but actually the work of Stephen Dykes Bower in the 1950s. Beyond is the intimacy of the quire and ambulatory with its radial chapels, the best of which is St Luke's chapel, containing the Despenser retable. Bishop Despenser is one of history's villains, putting down the Peasants Revolt in East Anglia with some enthusiasm. It is likely that this retable was made for the cathedral's high altar, possibly even to give thanks for the end of the Revolt. It was discovered upside down in use as a table in the 1840s. This chapel is, unusually, also a parish church; the parish of St Mary in the Marsh, the church of which was demolished at the Reformation, moved into the cathedral. They brought their seven sacrament font with them, and here it remains.
In the ambulatory there are many traces of medieval paint, almost certainly from the original building of the Cathedral. Two curiosities: at the back of the apse is the original Bishop's chair, and rising across the north side of the ambulatory like a bridge is a relic screen.
There is a good range of glass dating from the 14th to the 21st centuries. Highlights include the medieval panels in the north side of the ambulatory, Edward Burne-Jones's bold figures in the north transept, Moira Forsyth's spectacular Benedictine window of 1964 in a south chapel, and the millennium glass high in the north transept, which I think will in time become one of the defining features of the Cathedral. The figure of the Blessed Virgin with the Christ Child seated on her lap is the work of Norfolk-based artist John Hayward, who died recently, but the glass above is Hayward's reworking of Keith New's 1960s glass for St Stephen Walbrook in London, removed from there in the 1980s, and now reset here. Towards the west end of the nave are two sets of Stuart royal arms in glass, a rare survival.
I grew up in a city some sixty miles away from Norwich, but I didn't come here until I was in my mid-teens. I remember wandering around this building and being blown away by it, and I still get that feeling today. There is always something new to find here. My favourite time here is first thing in the morning on a winter Saturday. Often, I can be the only visitor, which only increases the awe. Another time I like to be here in winter is on a Saturday afternoon for choral evensong. Perhaps best of all, though, is to wander and wonder in the cloisters on a bright sunny day, gazing at fabulous bosses almost within arm's reach.
Several English cathedrals have good closes, but Norwich's is the only one in a major city, I think. It creates the sense of an ecclesiastical village at the heart of the city; and then, beyond, the lanes and alleys spread out, still hanging on despite German bombing and asinine redevelopment. And now I think perhaps it is part of the beauty of this building that it is tucked away by the river, a place to seek out and explore. Norwich has everything, says Pevsner. But really, I think this is the very best thing of all.
www.norfolkchurches.co.uk/norwichcathedral/norwichcathedr...
Blessed with massive cheap workforce, comfortable fiscal position and nil political opposition, Chinese government is capable of getting things done REALLY quickly.
This spectacular Shanxi Provincial Theatre only took them five months to build.
A spot I did for Moscow based business magazine Sekret Firmy in support of article regarding efficient energy use and how businesses are using heat and water for their energy.
At the 2023 Consumer Electronics Show in Las Vegas recently I was also able to experience a test drive in the Vision EQXX ultra EV. Engineered in just 18 months and representing the most efficient Mercedes-Benz ever built, this experimental unit acts as a barometer for production EQ models, which may eventually inherit deviations from its technology, energy storage capabilities, and driving range. The development intention of the vehicle was to produce a battery with 100 kW capacity, lightweight construction, increased aero, and extreme efficiency. The result is an EV that achieves an extensive range of more than 745 miles on a single charge.
The house was built for two families in Austin and therefore is split into two living areas. The house consists of two pavilions connected by a glass hallway.
The design was greatly influenced by different regions and cultures. Both the use of the roof as an outdoor living space and the shading devices are derived from Moorish architecture. The body of water and the spatial continuity between inside and outside was inspired by Asian architecture. while the structural transparency of the volumes and the minimalist aspect of the interior was derived from Japanese pavilions.
The house is constructed of a modular steel frame. The frame is infilled with prefab thermasteel panels to minimize construction on-site waste. The structural frame is exposed, showing the construction process and articulating the house’s facades. The repetitive modular method, as well as the prefabrication allowed for greater efficiency during construction.
Annie Residence, Austin Texas,
Bercy Chen Studio LP
Photo by Mike Osborne
I'm not entirely sure what the story is with this piece of rail history in Bentonville. It was cool to come across and get a photograph of, though. While I've never been super interested in trains, I do find their propulsion systems interesting.
It's strange to me that hybrid diesel electric cars aren't a thing. Diesels rule the highway efficiency and electric power is great in town. Probably something to do with rich people, politics, and money. Anyway, that's my musings as a former diesel mechanic coming through, lol.
Minolta XE-7
Vivitar Series 1 70-210mm f/3.5
Orwo Wolfen NC 500
Arista C-41 kit
PlusTek Opticfilm 8200i w/ Silverfast
I was invited to spend two days at Europe’s most comprehensive IoT Event. This leading forum focused on case studies that show today’s Industry and Enterprises leveraging IoT technologies to transform their business through creating value and efficiencies.
The Internet of things (stylised Internet of Things or IoT) is the internetworking of physical devices, vehicles (also referred to as "connected devices" and "smart devices"), buildings and other items—embedded with electronics, software, sensors, actuators, and network connectivity that enable these objects to collect and exchange data.
"Things," in the IoT sense, can refer to a wide variety of devices such as heart monitoring implants, biochip transponders on farm animals, electric clams in coastal waters,[16] automobiles with built-in sensors, DNA analysis devices for environmental/food/pathogen monitoring or field operation devices that assist firefighters in search and rescue operations.[18] Legal scholars suggest to look at "Things" as an "inextricable mixture of hardware, software, data and service". These devices collect useful data with the help of various existing technologies and then autonomously flow the data between other devices. Current market examples include home automation (also known as smart home devices) such as the control and automation of lighting, heating (like smart thermostat), ventilation, air conditioning (HVAC) systems, and appliances such as washer/dryers, robotic vacuums, air purifiers, ovens or refrigerators/freezers that use Wi-Fi for remote monitoring.
This was my biggest photographic project ever and it involved me spending five days in Belfast during what I believed would be the week that the UK. including Northern Ireland, left the European Union but while I was there it became clear that the 29th. of March would not be the day of exit and that April 12 might be the date if things did not go well for the British PM on Friday.
I have visited Belfast at least once per year since 2006 and every it rained constantly. This year I visited in March rather than May, June or July and the weather was wonderful. However, what made the biggest difference to me was the new Glider public transport system.
Glider is a bus rapid transit system in Belfast designed to improve the efficiency of mass transit in the city by connecting East and West Belfast and the Titanic Quarter via the city centre. The service is operated by Translink.
There are two routes, G1 and G2. The busways total 15.2 miles (24.5 km) in length and consist of both dedicated bus lanes and mixed traffic lanes. Constructed at a cost of approximately £100m some of which was provided by the EU. It operates a fleet of 18m-long Van Hool ExquiCity articulated buses. The first services of the day commence at 5:21am, and the final services depart at 11:06pm. Services operate on a 7-9 minute interval, reducing to 4-6 minutes at peak times.
The vehicles are Van Hool ExquiCity 18 articulated buses of a light tram design with three doors and approximately 18 metres in length. The interior is a mixture of seating and standing, free WI-FI, real-time visual and audible information and CCTV to ensure safety. The diesel hybrid electrical engines emit a low level of pollution and noise complying with environmental concerns. In October, 2017, the specific vehicle, called the Glider, was unveiled at the Busworld Europe exhibition in Belgium.
Recommended in 1856, controversy surrounded this light before construction had even began and completed in 1860. Decisions on the need for a light and its location were made without even consulting the Pilots Board, the controlling authority, about the efficiency of a light at that location.
The problem was that the light was could not be visible from the Northern approach to Jervis Bay, and would barely be visible from the southern approach. Furthermore, the original map and marking of the proposed lighthouse location were so inaccurate that later there were doubts as whether the light had been erected on the selected sight. On top of this inaccuracy the contractor seems to have built the light closer to the quarry he was obtaining the stone from! In fact when inspected by members of the Pilots board it was found to be two and a half miles north of the intended site.
A Select Committee was established by the New South Wales Government to investigate the errors in locating the lighthouse.
From 1864 to 1893 there were twenty three ships wrecked on the South Coast of NSW in the vicinity of Jervis Bay.
The light was eventually replaced in 1889 by a new lighthouse at Point Perpendicular, a much more suitable location for a lighthouse on this part of the coast. The lantern was removed and later used in the Crookhaven Heads Lighthouse built in 1904.
After the commissioning of the new light it was considered that the confusion of having two towers in close proximity to one another would be a hazard to mariner in daylight. As a result, the Cape St George Tower was unceremoniously used from 1917 to 1922 for target practice by the Australian Navy and destroyed.
Source:http://www.lighthouses.org.au/lights/NSW/Cape%20St%20George/Cape%20St%20George.htm
25th December 2018, Christmas day brings bright sunshine and a mild though crisp breeze to Aberdeen Scotland.
Finding a couple of hours after opening presents I decided to visit the harbour before the Turkey landed on the table and drinks started flowing , this photo is one of a few I captured over a two hour period before heading home with an appetite and a thirst .
Edda Ferd, PSV – Hybrid Platform Supply Vessel
The Edda Ferd is a platform supply vessel used to support oil rig operations in the North Sea.
A new build, the Østensjø Edda Ferd has been designed with a focus on quality, safety and efficiency. This is the first integration of a Corvus Energy ESS and Siemens’ BlueDrive PlusC propulsion system.
Name: Edda Ferd
Type: 92.6 m Platform Supply Vessel (PSV)
Duty: North Sea Offshore Drilling Platform Service & Support
Pack: 40 x 6.5kWh
Capacity: 260kWh
Bus Voltage : 888VDC
Partners: Østensjø Rederi, Siemens, Corvus Energy
Edda Ferd, PSV is based in Haugesund, Norway operating in the North Sea.
General
Operator:Østensjø Rederi AS
Built:2013
Builder:Astilleros Gondan. Spain
Yard no.:444
Call sign:LAZO7
Flag:NIS
Port of Registry:Haugesund
IMO no.:9625504
MMSI No.:259161000
Classification:DnV +1A1, SF, E0, OFFSHORE SERVICE VESSEL+, SUPPLY, DK(+), DYNPOS-AUTR, HL(2.8), LFL*, CLEAN DESIGN, NAUT-OSV(A), COMF-V3-C2, OIL REC, DEICE
Safety regulations:NMA, Trade Worldwide within GMDSS A3, Solas 1974/1978, International Convention on Load Lines, Pollution Prevention - MARPOL 1973/1978, INLS Certificate
Dimensions
Length o.a.:92,6 m
Length b.p.:82,2 m
Breadth mld.:20,6 m
Depth mld.:9,0 m
Draft max.:7,2 m
Air draft:32,46m
Tonnage - Deadweight
Deadweight:5122 t
Gross tonnage:4870 GT
Net tonnage:1462 NT
Deck loading capacities
Cargo deck:1038 m2
Deck equipment
Anchor chain:2 x 11 shacles.
Anchor Windlass / Mooring Winch:15,5 tons.
Mooring winch:Forward: 2 x 16 tons Aft: 2 x 10 tons
Deck cranes:Port: 1 x MacGregor SWL1,5 t@ 8m / Starboard: 1 x MacGregor SWL 3,0 t @ 10m
Tugger winches:2 x 15 tons.
Propulsion
General:Battery Hybrid Power Station and 2 x VSP each 2700 kW. 2 x AC asynchronous water-cooled motors each 2700 kW.
Main engines:2 x MAK 6M25C a` 2000kW - 2 x MAK 9M25C a`3000 kW
Fuel type:MDO /MGO
Auxiliaries / Electrical power
Generators:2 x Simens generator 2222 kW / 2 x Simens generator 3333 kW
Emergency generator:Caterpillar Emergency generator 158 kW
Speed / Consumption
Max speed / Consumption:abt. 16,0 knots
Main propellers
Maker:Voith Schneider propellers
Type:2 x 2700 KW
Thrusters
Bow thrusters:2 x 1400 kW FP , electric driven low noise tunnel thrusters. Plus 1 x 800 kW RIM tunnel thruster
Bridge / Manoeuvering
Bridge controls:5 control stands. (forward, 2 x aft, starboard, port)
Loading / Discharging:Simens IAS. Remote monitoring of all tanks including loading/discharging operations and start/stop of all pumps.
Dynamic positioning system
Type:Kongsberg K-Pos.
Approval / Class:DNV DYNPOS-AUTR. IMO Class 2
Reference systems:DPS 112, DPS 132, CyScan, Mini-Radascan
Sensors:3 x Gyro, 3 x Motion Reference Unit, 2 x Wind sensor
ERN number:99,99,99,99
Liquid tank capacities
Marine Gas Oil:1100 m3 included 2 chemical and 4 special prod. tanks connected to fuel system.
POT water:1000 m3
Drill Water/Ballast:2280 m3
Mud:Mud/Brine system 513 m3. Special product system 370 m3. Total 883 m3.
Brine:Brine/mud system 513 m3. Special product system 702 m3. Total 1215 m3
Base oil:Total 702 m3. When using combined tanks.
Methanol:Total 440 m3. When using combined tanks.
Special products LFL/LFL*:720 m3
Drill Cuttings:720 m3
Liquid discharge
Fuel Oil pumps:2 x 150 m3/h- 9 bar
Brine pumps:2 x 100 m3/h – 22.5 bar.
Liquid Mud pumps:2 x 100 m3/h – 24 bar.
Specal products pumps:2 x 100 m3/h – 9 bar.
Drill water pumps:1 x 250 m3/h – 9 bar.
Drill cutting pumps:4 x 40 m3/h – 9 bar.
Fresh water pumps:1 x 250 m3/h – 9 bar.
Methanol pumps:2 x 75 m3/h – 9 bar .
Slop system:1 x 20 m3/h
Tank washing system:1 x 30 m3/h
Discharge piping:5"
Bulk tank capasities
Bulk Cement Tanks:4 tanks. Total capacity: 260 m3
Bulk Discharge:2 x 100 t/hr
Navigation equipment
Radar:1 x Furuno FCR-2827 S /ARPA - 1 x Furuno FAR-2837 S / ARPA
Electronic Chart System:2 x TECDIS
Compass:3 x Simrad Gyro GC 80
Autopilot:Simrad AP-70
Echo Sounder:Furuno FE-700
Navtex:Furuno NX-700A
DGPS:Furuno GP-150
AIS:Furuno FA-150
Voyage data recorder:Furuno VR-3000
LRIT:Sailor 6130 LRIT
Log:Furuno DS-80
Communication equipment
General:GMDSS installation in accordance with IMO regulations for vessels operating within Sea Area A3
GMDSS Radio MF/HF Transceivers & DSC:1 x Furuno FS-1575
VHF:2 x GMDSS Furuno FM-8900 / 3 x GMDSS Jotron TR-20 portable / 3 x Sailor 6248
GMDSS EPIRB:1 x Jotron 40 S Mk2 - 1 x Jotron 45 S Mk2
GMDSS SART:2 x Kannad SARTII
UHF:6 x Motorola GM-360 - 6 x Motorola GP-340 ATEX
Sattelite system:1 x Inmarsat / 1 x Iridium
Accommodation
Total no. berths:38 x Beds
Total no. of cabins:27 x Cabins
Single cabins:16 x Single cabins
Double cabins:11 x Double cabins
Office:2 x Offices
Hospital:1 x Hospital
Ventilation/A-C for accommodation:High pressure single-pipe fully redundant ventilation system. Full heating/AC throughout the accommodation
Other:Messroom, Dayrooms, Conferenceroom, Gymnasium,Galley,Dry Provitions,Freezing room, Wardrobes.
Lifesaving / rescue
Approved lifesaving appliances for:40 persons
Liferafts:6 x 25 persons
Rescue/MOB boat:Alusafe 770 Mk2 - Twin installation.
Fire-fighting/foam:Water/Foam pump/ monitors covering cargo deck area
This bunkhouse room on the Riddle Brother's pioneer ranch in southeastern Oregon may have functioned like a one-room efficiency apartment. In the early 1900's, running water meant transferring filled bottles from the well at a trot.
This photograph is part of the Steens Mountain set. To view the set from the beginning click here..
It's still possible to regularly see Citaros out in Plymouth during week days, on training duties now of course but still nice to see.
Have heard the remaining ones are likely on borrowed time and probably will be replaced with some of the older E200s once they have been retired from frontline service.
Here in difficult lighting conditions (typical Winter!) 92 skirts the edge of the Southway council estate before heading back towards Derriford.
As we travelled to and from the Farne Islands it was interesting to see that the Arctic Terns would fly back with just one fish to feed their young whereas the Puffins would return with a beak full. Certainly a more efficient way of feeding the family and deserved further analysis:
Puffins swim underwater using their wings as paddles their feet as a rudder. They can stay underwater for up to a minute and reach considerable depths. Their main diet is usually small fish and they eat about 40 a day.
Puffins can catch several small fish in one dive, holding the first ones in place in its beak with its muscular, grooved tongue while it catches others. The upper and lower beaks are hinged in such a way that they can be held parallel to hold a row of fish in place without squashing the first ones, assisted by inward-facing serrations on the edges of the beak.
Kenworth’s new, fuel-efficient T680 52-inch mid-roof sleeper Advantage Package, for regional haul and less-than truckload operations, is now available for order as of December 2016. The T680 Advantage with 52-inch sleeper features an optimized powertrain with either the PACCAR MX-13 or PACCAR MX-11 engine, Eaton Fuller Advantage(TM) series 10-speed automated transmission, and the new PACCAR Axle, the industry’s most efficient and lightest weight tandem drive axle. The 52-inch mid-roof sleeper configuration also offers new aerodynamic elements including a front air dam, flared-out fairings, lower sleeper fairing extenders and FlowBelow(TM) wheel covers that enhance fuel economy by effectively redirecting airflow around the chassis, sleeper and trailer. Other notable fuel-efficiency features are Kenworth’s Predictive Cruise Control, Neutral Coast, and Driver Performance Assistant.