View allAll Photos Tagged Efficiently
Hügelpark
The Villa Hügel is a 19th-century mansion in Bredeney, now part of Essen, Germany. It was built by the industrialist Alfred Krupp in 1870–1873 as his main residence and was the home of the Krupp family until after World War II. More recently, the Villa Hügel has housed the offices of the Kulturstiftung Ruhr (Ruhr Cultural Foundation), an art gallery, the historical archive of the Krupp family and company, and a concert venue.
Hügel simply means "hill", as the villa sits atop a hill. It was sometimes named Villa Krupp, after the family.
History
In 1864 Alfred Krupp purchased the Klosterbuschhof on the heights above Bredeney and had it rebuilt as a residence for his family. Over the following years, Krupp bought additional land around the estate and in 1869 placed an advertisement in Deutsche Bauzeitung looking for an architect who would turn his designs for a "large villa" into a viable blueprint. In the event, a number of architects worked on the project over the following years. Krupp himself continually intervened in the work with new ideas. His focus was very much on a modern and efficient house: design elements were secondary to him and he deemed most ornamental architectural features superfluous.
The foundations were laid in April 1870 and up to 800 people worked on the construction project at a time. Since Alfred Krupp wanted a very modern home, the villa was intended to be fire-proof and well insulated from sun, wind, cold and heat. It featured double-paned windows, water heating and an early form of air conditioning. The temperature was intended to be independently adjustable for each room. A large complex of support buildings was erected nearby, including private water and gas works.
Krupp pushed for a speedy completion, although the Franco-Prussian War and collapsing mining tunnels underneath the edifice slowed construction. On 10 January 1873, the family moved in; some of the technical features did not work as expected, however, so work continued after that.
Alfred Krupp died in 1887. The family continued to use the Villa Hügel and Friedrich Alfred Krupp and his wife Margarethe made some significant changes to the house, adding sumptuous ornamentation. Among other heads of state and monarchs, Emperor Wilhelm II stayed at the Villa Hügel seven times and visited 9 times. The current appearance of the villa is mostly due to the next generation of Krupps, Friedrich Alfred's daughter Bertha and her husband Gustav Krupp von Bohlen und Halbach, who hired Ernst von Ihne to work on the building after 1912. He added wooden paneling to the interior and the owners furnished the villa with numerous works of art.
An annex called the Little House (Kleines Haus) containing sixty rooms was used to confine Alfried Krupp in the aftermath of the Second World War. Some parts of the villa were used to house members of the British post-war Control Commission, Germany (CCG) during 1946.
Description
The house has 269 rooms and occupies 8,100 m2 (87,000 sq ft). It is situated in a 28-hectare (69-acre) park that overlooks the River Ruhr and the Baldeneysee.
The main complex consists of the three-storied Wohnhaus ('residence') – topped by a belvedere, which originally contained the air conditioning ducts – and a three-storied Logierhaus ('lodging house'). The two were linked by a winter garden, now a two-storied building. The construction is supported by an iron framework, which was very modern for the time. The overall style of the original building was a very austere example of a late-Neoclassical villa; later changes added more ornamentation. The interior of the main building's ground and second floors is dominated by the main hall of over 400 m2 (4,300 sq ft). By contrast, the rooms of the first floor (which is not open to the public) were kept relatively simple.
Today
In 1953 the Krupp family opened their former residence to the public. Exhibitions have been held here since then. The Villa Hügel also served as a place of representation for the Krupp Group. In 1984, Berthold Beitz set up the Ruhr Cultural Foundation, which organizes major art and cultural exhibitions in the villa. The main building with many historical rooms can be visited today. The Krupp historical exhibition is housed in the adjoining building, the so-called Little House. The Krupp archive has also been located in the villa since 1905.
The hall is also the regular concert venue of Folkwang Kammerorchester Essen, a chamber orchestra.
(Wikipedia)
Die Villa Hügel im Essener Stadtteil Bredeney wurde 1870–1873 im Auftrag von Alfred Krupp errichtet und ist das ehemalige Wohn- und Repräsentationshaus der Industriellenfamilie Krupp.
Die schlossähnliche Villa hat auf ihren 11.000 Quadratmetern Wohn- und Nutzfläche 399 Räume und liegt – an prominenter Stelle über dem Ruhrtal und dem Baldeneysee – im 40 Hektar großen zugehörigen Hügelpark.
Heute ist die Alfried Krupp von Bohlen und Halbach-Stiftung Eigentümerin des Anwesens. In der Villa hat auch die Kulturstiftung Ruhr ihren Sitz. Im Haus finden regelmäßig Veranstaltungen, z. B. Konzerte oder Ausstellungen, statt. Zahlreiche historische Räume sowie die Historische Ausstellung Krupp werden der Öffentlichkeit zugänglich gemacht.
(Wikipedia)
Der Hügelpark ist die zur Villa Hügel gehörige, 40 Hektar große Parkanlage im Essener Stadtteil Bredeney, die der Industrielle Alfred Krupp ab 1869 plante und errichten ließ.
Geschichte und Charakter
Ursprünglich war bei der Anlage des Parks eine Zusammenarbeit mit einem renommierten Gartenarchitekten vorgesehen. Im Gespräch waren Joseph Clemens Weyhe und Johann Heinrich Gustav Meyer. Mit keinem der beiden kam ein Vertrag zustande. Stattdessen wurden die Vorstellungen Alfred Krupps durch seinen Obergärtner Friedrich Bete umgesetzt.
Es war eine Verbindung zwischen dem Angenehmen und dem Nützlichen vorgesehen. So sollte er auf der einen Seite der Repräsentation und der Erholung dienen, auf der Anderen war geplant, das Personal mit landwirtschaftlichen Erzeugnissen zu versorgen. Von dem ursprünglich 127 bis 153 Hektar umfassenden Areal der Villa waren rund 13 bis 15 Hektar für die Landwirtschaft vorgesehen.
Unmittelbar um die Villa waren, mit Ausnahme des nördlichen Bereiches, Garten- und Parkanlagen vorgesehen. Die Nutzflächen sollten sich an diese anschließen. Nach den Vorstellungen von Alfred Krupp sollten sich im Park Wohnungen, Stallungen, Grotten, Treibhäuser, Brunnen, eine Reitbahn, Höfe, Gartenanlagen, ein Wasserdruckwerk, Springbrunnen, Kaskaden, Fischteiche, ein Wildpark, Viadukte, Brücken, Pferde- und Viehweiden befinden. Nachdem Krupp Brachewitz die Verantwortungen für die Planung der Villa immer mehr entzog, sollte er die Planungen für die Gebäude im Außenbereich übernehmen. Für die Ausführung war er nicht vorgesehen. Krupp sagte dazu, dass er: „nicht aber mit der Ausführung, weil das gar nicht sein Fach ist, wie ich mich vollständig überzeugt habe und wovon ihm gegenüber auch kein Hehl zu machen ist.“ Ihm zur Seite sollte Johann Heinrich Gustav Meyer gestellt werden, von dem allerdings nur drei Zeichnungen für das Gewächshaus angefertigt wurden.
So entstanden nach den Ideen von Alfred Krupp und Brachewitz sowie Bete Skizzen für eine Parkanlage südlich des Hauptgebäudes. Er bestand aus zwei Ebenen, welche von einem Park umgeben waren. Die obere Terrasse entstand aus dem Bodenaushub, welcher beim Bau der Villa anfiel. Diese Ebene war von einer Futtermauer eingefasst und sollte mit geometrisch angeordneten Baumpflanzungen und einem Teich gestaltet werden. Anfängliche Skizzen dieser Mauer hinterließen, besonders durch die beiden Wehrtürme an den Ecken, den Eindruck einer Festungsmauer. Der zweite Entwurf wurde mit einer Pergola und dem Eingang zum Weinkeller einschließlich Sitzgelegenheit aufgelockert.
1869 fertigten Brachewitz und Bete die erste Planung für diese beiden Terrassen an. Die Flächen bestanden zu weiten Teilen aus Rasen und wurden durch geschwungenen Wege mit Nischen für Statuen und Sitzbänke durchzogen. In der Mitte der Quermauer befand sich das Stibadium. Dahinter schloss sich der die obere Ebene umfassende Laubengang an. Unterhalb des Stibadiums war eine Grotte vorgesehen.
Ein weiterer Entwurf wurde 1870 angefertigt. Der Erholungsbereich war hier, entgegen der des ersten Planes, auf den unteren Bereich beschränkt. Der obere Bereich wurde geometrisch gestaltet und enthielt drei rechteckige Beete.
Der endgültige Entwurf beinhaltete ebenfalls die Aufteilung der oberen Ebene in drei rechteckige Teile. Jedoch wurden diese jetzt von einem breiten Weg gequert. Der geplante Teich entfiel aufgrund der hohen Kosten und des schlechten Untergrunds.
Zum Zeitpunkt des Baus der Villa Hügel war das Areal eine kahle Anhöhe mit Wiesen, Weiden und Ackerflächen. Dies entsprach allerdings nicht den Vorstellungen Alfred Krupps von seinem künftigen Wohnsitz. Um den Eindruck eines Waldes noch zu seinen Lebzeiten zu bekommen, wurden zahlreiche größere Bäume eingepflanzt. Krupps Wunsch war es „etwa 50 jährige … große, ältere Bäume … zuvörderst Buchen, Eichen, Linden, Platanen, Tannen, Fichten“ anzupflanzen. Zu diesem Zweck schickte er einen Angestellten nach Paris, um sich über den Bau eines neuen Boulevard zu informieren, wo erfolgreich Bäume diesen Alters eingepflanzt worden waren. Krupp ließ rund einhundert Bäume aus Mülheim an der Ruhr und Gelsenkirchen einpflanzen. Heute noch erhalten sind der Platanenhain am westlichen Hang unterhalb der Terrasse, die Buchen am ehemaligen Reitweg und die Rhododendren in der Schlucht.
Auf der oberen Terrasse war ein Quadrat mit 7 mal 7 Linden vorgesehen. Diese ersetzten das Arrangement von 4 mal 5 Linden, welche den ursprünglich geplanten Teich umschlossen. An diese Fläche schlossen sich beidseitig Beete an. Westlich schloss sich dann eine Rasenfläche an, welche mit kugelförmigen Buchsbäumen und Araukarien eingefasst wurde. Der Laubengang, welcher die obere Terrasse umfasst, wurde von Nadelgehölzen, Buchsbäumen, Lebensbäumen und Eiben umschlossen. Die untere Terrasse bestand zu weiten Teilen aus Rasen, Ziergräsern und Laubbaumbeständen. Bei den Bäumen handelte es sich um Buchen und Linden.
Die Wege waren ausschließlich als Kieswege ausgeführt. Zudem befanden sich zahlreiche Sitzmöbel, Skulpturen, Lampen und Vasen über den gesamten Bereich des Parks verteilt. 1883 war der Park in dieser Form fertiggestellt.
Während unter Alfred Krupp hauptsächlich einheimische Pflanzen den Weg in den Park fanden, änderte sich dies nach seinem Tod 1887. Unter seinem Sohn Friedrich Alfred Krupp, und später Bertha Krupp von Bohlen und Halbach, wandelte sich ab 1888 der Park mehr und mehr zu einem Repräsentationsobjekt. So wurden zunehmend seltene und exotische Pflanzen eingesetzt, wie die Anlage einer Orchideenzucht unter dem Nachfolger Betes, Friedrich Veerhoff, zeigt. Bis zur Versetzung nach Shanghai war im Park ab 1896 das Li-Hongzhang-Denkmal aufgestellt.
Der heutige Hügelpark befindet sich nicht mehr in seinem ursprünglichen Zustand. Zum 150. Jubiläum der Friedrich Krupp AG 1961 wurde die Anlage umfassend nach Vorbild eines Englischen Gartens umgestaltet. Die zwei unterschiedlichen Ebenen im Bereich südlich der Villa sind heute nicht mehr zu erkennen. Dieser Bereinigung fielen auch die künstlichen Wasserläufe und Quellen zum Opfer. Von den insgesamt über 50 Gebäuden auf dem Gelände der Villa Hügel sind neben dem Haupthaus nur noch die drei Portiergebäude, das Gäste- und das Spatzenhaus erhalten geblieben.
Die Parkanlage, verwaltet von der Alfried Krupp von Bohlen und Halbach-Stiftung, ist eingebunden in das European Garden Heritage Network. Sie ist heute öffentlich zugänglich. Seit 2008 wird eine generelle Eintrittsgebühr erhoben, die auch den Besuch der Villa Hügel einschließt.
(Wikipedia)
Another photo of this one, and I think photo number two is the best of the the three. This one being the third photo. This brand new i6s Efficient integral is seen here on display at the North West Vehicle Restoration Trust's open & running day, Kirkby, Liverpool, on 04/06/2023. The i6s Efficient is new to the market and has several lightweight features, mirrorcams and a more raked back front. © Peter Steel 2023.
Sony A7RII Fine Art Zion National Park Autumn Winter Subway Hike! Dr. Elliot McGucken Fine Art Landscape Photography!
An important thing to remember is that even though pixel sizes keep getting smaller and smaller, the technology is advancing, so the smaller pixels are more efficient at collecting light. For instance, the Sony A7rII is back-illuminated which allows more photons to hit the sensor. Semiconductor technology is always advancing, so the brilliant engineers are always improving the signal/noise ratio. Far higher pixel counts, as well as better dynamic ranger, are thus not only possible, but the future!
Yes I have a Ph.D. in physics! I worked on phototranistors and photodiodes as well as an artificial retina for the blind. :)
You can read more about my own physics theory (dx4/dt=ic) here: herosodysseyphysics.wordpress.com/
And follow me on instagram! @45surf
Facebook!
www.facebook.com/elliot.mcgucken
www.facebook.com/45surfAchillesOdysseyMythology
Dr. Elliot McGucken Fine Art Photography!
I love shooting fine art landscapes and fine art nature photography! :) I live for it!
45surf fine art!
Feel free to ask me any questions! Always love sharing tech talk and insights! :)
And all the best on Your Epic Hero's Odyssey!
The new Lightroom rocks!
Beautiful magnificent clouds!
View your artistic mission into photography as an epic odyssey of heroic poetry! Take it from Homer in Homer's Odyssey: "Tell me, O muse, of that ingenious hero who travelled far and wide after he had sacked the famous town of Troy. Many cities did he visit, and many were the nations with whose manners and customs he was acquainted; moreover he suffered much by sea while trying to save his own life and bring his men safely home; but do what he might he could not save his men, for they perished through their own sheer folly in eating the cattle of the Sun-god Hyperion; so the god prevented them from ever reaching home. Tell me, too, about all these things, O daughter of Jove, from whatsoever source you may know them. " --Samuel Butler Translation of Homer's Odyssey
All the best on your Epic Hero's Odyssey from Johnny Ranger McCoy!
Sony A7RII Fine Art Zion National Park Autumn Winter Subway Hike! Dr. Elliot McGucken Fine Art Landscape Photography! Sony A7R2 & Sony 16-35mm Vario-Tessar T FE F4 ZA OSS E-Mount Lens!
fine art landscape photography,fine art photography, fine art photographer, elliot mcgucken photography, landscapes, fine art landscape, landscape, landscape photography
A Genuine Example of One of the Eleven 1971 Hemi ‘Cuda Convertibles
500+hp, 425hp rated, 426 cu. in. vee eight-cylinder engine, dual four-barrel carburetors, four-speed manual transmission, Hurst pistol grip shifter, independent front suspension with torsion bars, live axle rear suspension with semi-elliptical leaf springs, front disc, rear drum power assisted hydraulic brakes. Wheelbase: 108"
Three times Chrysler Corporation has relied upon the Hemi to transform its products and image from dull to sparkling, and three times the Hemi has delivered. In an American car market that has been characterized by glitz, fins and bulk, the technical sophistication of Chrysler’s hemispherical combustion chamber V8 engine has been a refreshing demonstration of the appeal of elegant, thoughtful engineering.
In the late 60’s and early 70’s it also acquired a bad boy image of politically incorrect power and performance, establishing a mythical presence that has made the Hemi a legend.
Hemi History
During development work on World War II aircraft engines, Chrysler’s engineers had seen firsthand the potential for hemispherical combustion chamber engines. In addition to the thermal efficiency of the hemi chamber’s low surface area and its low-restriction cross-flow porting, the angle between the valves ideally disposed the ports for efficient breathing in a
vee-layout engine.
Chrysler was the ideal company to pursue the hemispherical combustion chamber V8. It had a longstanding tradition of investigating, developing and perfecting advanced engineering ideas. Unlike its major competitors, Chrysler had neither overhead valve nor vee-configuration engine history, and thus no preconceived notions of how it should be done. Its engine designers could – and did – explore every conceivable engine idea. Their research showed that the hemispherical combustion chamber not only gave better performance than a comparable wedge-chamber head but also tolerated appreciably higher compression ratios.
The hemispherical head V8 was introduced in the Chrysler line in 1951. With 331 cubic inches displacement in a short stroke oversquare design, Chrysler’s FirePower V8 delivered 180 horsepower at 4,000 rpm and 312 lb-ft torque at 2,000 rpm. The performance potential of the Hemi was quickly recognized, most famously with the Chrysler C300 and its successors, which set the pace both on the highway and on NASCAR’s speedways. By 1958, however, manufacturing economics swung the pendulum in favor of the wedge-chamber V8s. The Hemi was phased out in 1959 … but not for long.
In the early 60s the 413 and 426 Wedge engines were dominant in drag racing but lacked the continuous high rpm performance needed on NASCAR’s speedways. Dodge and Plymouth were being trounced, a situation that couldn’t be allowed to stand. Faced with a need to develop a high performance, free-breathing engine quickly, Chrysler’s engineers turned to the solution they already knew worked, the Hemi. They stuck with the overall dimensions of the Raised Block 426 Wedge so existing fixturing and machining setups could be employed and maintained the original Hemi’s dual rocker shafts and 58° valve included angle. To adapt the Hemi head to the Raised Block engine, the ingenious Chrysler engineers rotated the combustion chamber toward the engine’s centerline about 8 1/2°.
Completed and delivered to the track just days before the 1964 Daytona 500’s green flag, the 426 Hemis proved to be invincible, sweeping the top three places in NASCAR’s most important race.
Production of the second generation Hemi ended after the 1971 model year as emission restrictions and insurance surcharges gave horsepower, which had never been entirely socially acceptable, a distinctly antisocial taint. Chrysler would twice more resurrect the Hemi, however, first as a crate engine program for hot rodders and later as a third generation production engine that brought DaimlerChrysler back to the forefront of performance at the beginning of the 21st century. Like some other forms of antisocial behavior, horsepower has proven to be addictive.
The Hemi ‘Cuda
Of all the Street Hemis built, the most famous, attractive and desirable are the 1970-1971 E-body Plymouth ‘Cudas, combining the visceral delight of the Hemi’s power and torque with the ‘Cuda’s lightweight, streamlined and refined 2+2 platform.
The first Barracuda was introduced in 1964 and in the late 60’s Chrysler engineering and Hurst performance shoehorned Race Hemi engines into the Barracuda’s engine compartment for NHRA drag racing. Seventy-five were built, sold and successfully campaigned around the country. When the Barracuda was redesigned for the 1970 model year the engine compartment was made large enough for the legendary 425 horsepower 426 cubic inch Street Hemi.
The Plymouth Barracuda was the cleanest, most refined and elegant of all the pony car designs. Distinguished by its wide grille, long, flat hood, short rear deck and ominously raised rear fenders – deliberately shaped like the haunches of an animal crouching before a leap – the appearance of the ‘Cuda left no doubt that this was a serious performance car.
Hemi-powered ‘Cudas are surpassingly rare. Built for only two years, 1970 and 1971, their low production numbers reflect the undeniable fact that the combination of the ‘Cuda platform and the Street Hemi engine was irrationally fast. It also was expensive: $871.45 in 1970 and $883.90 in 1971, a prohibitive 70% more than the 390 horsepower 440 Six Barrel.
A Hemi ‘Cuda was not for the faint of heart nor for the cautious of pocketbook. Buying one took serious commitment, backed up by an ample budget. In 1971 there were only 119 souls brave and prosperous enough to make the commitment to check off E74, the Street Hemi’s order code, on the ‘Cuda order form.
• 108 of them ordered hardtops
• Only eleven stepped up for the top-of-the-line ‘Cuda convertible powered by the 426 cubic inch, 425 horsepower dual quad Street Hemi.
• Only three of those were confident enough of their driving skills to opt for the Hurst pistol grip shifted four-speed manual transmission.
• Only two of those were delivered in the U.S.
• Both U.S.-delivered ’71 Hemi ‘Cuda convertibles were B5 Blue with
matching interiors.
That’s only three, in all the world, that combined the Street Hemi engine with the ‘Cuda convertible body and 4-speed transmission in 1971. One of them is the car offered here, BS27R1B269588, the only one with white soft top and elastomeric front bumper cover.
The “Mountain Mopar” Hemi ‘Cuda Convertible
Built in February of 1971, this Plymouth Hemi ‘Cuda convertible’s first owner, Ronald Ambach, lived in St. Louis, Missouri. He owned it only until the fall, accumulating the car’s only street miles, before selling it to its next owner, Nick Masciarelli, in Ohio. He decided to take the Hemi ‘Cuda Stock Eliminator drag racing and turned to renowned Detroit-area engine builder Tom Tignanelli for a hot Hemi V8. The new owner was in a hurry, and the quickest way to meet his request was to swap the original engine for a fresh race-prepared Tignanelli Hemi.
In May of 1973, the Hemi ‘Cuda convertible was sold to John Book and partner John Oliverio in West Virginia who raced it in East Coast and Mid-Atlantic events during 1973 and 1974. Its dramatic appearance, complete with gold-leaf “Mountain Mopar” identification, is documented in several period photos in the car’s documentation file.
Fortunately for today’s collectors, the “Mountain Mopar” Hemi ‘Cuda convertible was retired after 1974 and stored in a climate-controlled building in West Virginia. In 1989 it was sold to the Painter brothers. Two years later it was acquired by Milt Robson in Atlanta, Georgia, still in its as-raced condition. Robson commenced a comprehensive restoration using original or new-old-stock parts to its original, as-delivered condition in his shops, which was completed in the early 90’s. Stored inside for virtually its entire life, 269588 was never subjected to the vicissitudes of the elements which afflicted most of its siblings; its original sheet metal and interior are carefully restored and retained. The engine was rebuilt around a correct 1/19/1970 date-coded Chrysler NOS block.
In addition to the 426/425 horsepower dual quad Street Hemi and pistol grip Hurst shifted four-speed manual transmission, this unique 1971 Hemi ‘Cuda convertible is equipped with power steering, power brakes, Dana Super Track Pack and AM-FM radio. Importantly, it is the only ’71 Hemi ‘Cuda convertible known to have been delivered with the body-colored Elastomeric front bumper cover. Its original configuration is verified by two separate original build sheets; the ownership history is documented with a continuous sequence of titles. It has been personally viewed by Galen Govier and authenticated by him as one of the seven US-delivered ’71 Hemi ‘Cuda convertibles which have been included in the Chrysler Registry.
Finished in B5 Blue inside and out with a white vinyl top, it has been restored to better than showroom condition. Particular attention has been paid to the accuracy of its components and finishes and to the preservation of as much as possible of its almost unbelievable originality, including the carefully preserved original interior.
It has been shown only in local shows around Atlanta in the mid 90s, was featured a decade ago in a May 1995 Car Collector magazine article by Dennis Adler and has appeared in several books, copies of which come with the car.
Putting a free-breathing, high-rpm engine like the 426 Hemi in a lithe, frisky chassis like the ‘Cuda was exactly what the forces of political correctness inveighed against in the early 70s. In 1972 the Hemi was gone for the second time, its visceral appeal buried in a cascade of social responsibility, “net” horsepower and Highway Fuel Economy ratings. There is nothing politically correct, nothing socially responsible about a Hemi ‘Cuda. The 1971 Plymouth Hemi ‘Cuda convertible is wretched excess in a nearly unimaginably limited production package.
This is absolutely the most desirable, rare and handsome of all the American Muscle and Pony Cars. Combining the brute power and torque of the legendary dual quad Street Hemi engine with the sleek, aggressive lines of the ‘Cuda convertible, it is the ultimate combination of personal car style and Muscle Car performance, a singular example and the quintessential muscle car of all time.
[Text from RM Auctions]
www.rmauctions.com/lots/lot.cfm?lot_id=132126
This Lego miniland-scale Plymouth HEMI ' Cuda Convertible (1971), has been created for Flickr LUGNuts' 89th Build Challenge, - "Over a Million, Under a Thousand", - a challenge to build vehicles valued over one million (US) dollars, or under one thousand (US) dollars.
This particular vehicle was auctioned by the RM Auction house for US$2,420,000)
Quite a tight squeeze for two across.
Sometimes referred to a London's secret railway, The Mail Rail was an underground rail line designed to bypass London traffic. Opened in 1927 the driverless trains efficiently transported mail below the busy streets between multiple stations, until 2003, when demand had been dropping due to technological advances such as e-mail and cost issues.
The tunnels and stations can now be visited by members of the public. Even though the tunnels and trains are way smaller than the well known underground system it is such an adventure, albeit quite a tight fit into the carriages! There is a postal museum over the road too with a great exhibition on mail delivery through the years.
You will need to book a ticket for the train ride. More information available here:
Keueknhof 01-05-2026. Maaskant Reizen, Lith BB-979-B (5), Irizar I6 12.35 Efficient new in April 2025.
From The Guardian
I didn't have any chopped hazelnuts to decorate the top. My blender was too efficient for that. But I forgot to add fresh grated nutmeg to the mix, so it went on top of the frosting.
I am isolating right now, so this activity replaced exercise!
In front of the former railway workshops are rail trucks loaded with equipment for mines in north of South Australia (2014).
First buildings at Islington erected 1883 despite demands that the workshops be built at Port Adelaide. Over the following years more buildings added as works were transferred from the former site on North Terrace. The workshops were important in the development of SA’s railway system and during WWI they also produced munitions. Due to their efficient toolrooms, during WWII they manufactured shells, trench mortar sights, machine-gun carriers, sections of Beaufort bombers & other aircraft, and when necessary, tools, lathes & machines for the workshops. By 1941 there were 3 shifts working 7 days a week on war work. The site transferred 1978 to Australian National, later some workshops were demolished for shopping centre which opened 2014.
“The Government has issued the first notice for erection of workmen's and foremen's cottages at Islington in anticipation of transfer of the railway workshops.” [Port Adelaide News 22 Jan 1881]
“There are improvements going on at the Railway station on North Terrace. The railway workshops or engine sheds have been removed to Islington beyond North Adelaide station, and the old building has been pulled down.” [Burra Record 18 Feb 1881]
“The operative masons and bricklayers working for Messrs. Fry Bros., the contractors for part of the Government workshops at Islington, struck for an increase of wages on Tuesday last. The men had been employed during the past month or two at the rate of ten shillings per day, out of which those of them who live in town had to pay their fares to and from the works, which cost from sixpence to tenpence a day, according to whether they held monthly tickets or not. A number of the men, however, live within a short distance of the works, while others who live at North Adelaide rode to and from the works in the contractors' drays. On Monday during the dinner hour the men held a meeting, at which it was decided to demand an increase of a shilling a day on the ruling wages, and if this were refused, to strike.” [Advertiser3 Nov 1883]
“Messrs. Fry Bros., the contractors for the Government workshops at Islington, refused to accede to the request made by their employes as regards an increase of wages, and recently discharged the whole of the men employed on the works. A number of men have since been engaged at 10s. per day, the contractors paying their fares to and from the works.” [Advertiser 24 Nov 1883]
“The inhabitants of Port Adelaide are still agitating for the removal of the whole of the railway workshops to that town.” [Evening Journal 4 Jan 1889]
“On Friday the barque Warwickshire, tying in the New Dock at Port Adelaide, discharged over 10 tons of machinery intended For the Locomotive Workshops at Islington.” [Register 2 May 1891]
“The locomotive workshops at Islington having been completed the work of transferring the plant and machinery will be commenced in a few days, but it will take some time before the employes are fairly installed in their new quarters. The workshops at North-terrace will be utilised as running sheds for rolling stock until it is necessary to remove them to make way for the proposed new Adelaide Railway station.” [Advertiser 22 Sep 1891]
“Already some 400 mechanics are employed in the shops and in the handsome suite of offices close by are the draftsmen and clerks connected with the department. The building intended for the blacksmiths and boilermakers is completed, and one forge is at work. Foundations for the large steam-hammers have been laid, and in the course of a few weeks a large body of men will be accommodated in this commodious building. The engine-shops and running-shed are already full. . . The cranes in these sheds are a special feature, and by the slightest pressure of a finger one man can lift up to fifty tons and carry it from one end of the shop to another. The carpenters' and carriage-makers' shop is already full of busy men engaged in the construction of rolling-stock.” [Register 9 Jan 1892]
“in December, 1883, the new buildings were occupied by the carriage builders and painters. The space previously monopolized by them at the Adelaide works was converted into fitting shops, and thus a small measure of relief was obtained by the department. In the meantime the traffic on the railways was very considerably increased by the discovery of the Broken Hill mines and by the construction of the overland line to Melbourne, so that in a very short time, even with the increased space at their disposal, the locomotive authorities found themselves so cramped and crowded that they were quite unable to cope with the works they were sailed upon to execute.” [Evening Journal 25 Feb 1892]
“The ground plan of the new works had been designed by Mr. Thow when Islington was first selected as the site. The plans of the new building were prepared in the Engineer-in-Chief's department, under the direction of Mr. Thow; but their details, such as the internal fittings of the buildings, the arrangement of the machinery, the fixing of the engines, end the countless devices to make the works replete with all the most modern appliances were designed and carried out by the present Locomotive Engineer. Mr. T. Roberts. . . A perfect network of rails extends in every direction, the various workshops having several lines running through them. Thus engines, carriages, and wagons are shunted to the exact spot they are to occupy whilst undergoing overhaul and renewal. . . Throughout the works the buildings are of stone, with brick facings. The roofs are of galvanized iron, and are ventilated with louvres. In those buildings which are divided into bays the roofs are supported by iron girders resting on iron pillars. Each bay all through the building is lighted with a double row of skylights extending along the whole of its length. There are, of course, in addition, windows on all the side walls. The end walls are all built on arches, the archways being filled in by immense galvanized-iron doors. Through the centre of each doorway runs a line of rails, the arches being high enough to permit the ingress and egress of the largest sized engines.” [Evening Journal 25 Feb 1892]
“Final operations at the old locomotive shops on North-terrace closed about six weeks or so ago, the foundry men being the last to leave, and now practically every branch of the Locomotive Department at Islington is in thorough working order. . . To cope with an ever-increasing traffic it was absolutely impossible in the circumscribed area at the central Railway Station to provide suitable accommodation for overhauling railway stock and carrying on the very extensive operations of the Locomotive Department.” [Register 8 Jan 1894]
“At least one member of the South Australian contingent at present in South Africa was employed in the Railway Department, and a large number of the volunteers for the second unit are workers in the shops at Islington. Therefore the men engaged there felt that the Patriotic Fund which was started to render assistance in. the case of injured soldiers and bereaved families had a special claim upon their sympathies. Subscriptions were taken up, and the effort resulted in £51 being raised. . . The visitors at once proceeded to the fitting shop, in which about 700 men and youths from all branches of the Islington Department were assembled, and for an hour the feelings of patriotism which had been pent up in the hearts of the men were allowed to assert themselves. Never were the National Anthem and other patriotic songs rendered more vigorously. . . The Locomotive Band accompanied the singing, and the brass instruments and the voices of men and boys vied with each other in a great outburst of patriotism.” [Register 25 Dec 1899]
“a visit to the Islington workshops for the purpose of inspecting the special train which has been undergoing renovation in preparation for the Royal visitors. . . The train consisted of an engine, number 43 of the "M" type, four carriages of uniform exterior design, and a brake-van. The engine, which had just left the paintshop, was embellished suitably for the occasion. On the front the-coat of arms of the Duke of Cornwall was surmounted by representations of flags, and on each of the side-plates the Royal coat of arms was placed, while on either side of the driver's screen the Prince of Wales' plumes were depicted. The Royal purple and red are conspicuous in the adornments.” [Advertiser 5 Jul 1901]
“The Government have decided that the whole of the men employed at the Islington workshops are to work full time instead of five days a week as at present. The new order will come into force this week.” [Advertiser 17 Mar 1915]
“During the recruiting demonstration at the Islington Workshops. . . it was announced that the Islington establishment would be prepared to manufacture munitions. . . the Imperial Government will welcome the manufacture of certain munitions in Australia. Drawings of an 18-lb. shell, have reached us, and have been handed to the Railways Commissioner, who will have sample shells turned out at Islington.” [Register 20 Jul 1915]
“The ceremony of presenting the Defence Department with a motor ambulance, subscribed for by workmen employed at the Islington Railway Workshops, was performed at the yards during the lunch hour on Thursday. . . The workmen recognised that it was their duty to perform the obligations which devolved on them by other men going to the front to fight their battles. They could not all go to the front, but the least they could do was to help the gallant men in the firing line.” [Register 15 Oct 1915]
“an impressive ceremony in the boiler shop at Islington during the lunch hour on Tuesday, when a handsome roll of honor, containing the names of 62 men from the shop who had volunteered and gone to the front, was unveiled by the Chief Mechanical Engineer (Mr. B. F. Rushton). . . The Railway Department proposed to place a roll of honor in each, of the workshops at Islington, so that those who were eligible and had not enlisted might be reminded of their duty. . . Twenty-five per cent, of the staff at the Islington workshops had volunteered for the front. . . Four of the 63 employes whose names figure on the roll of honor—Sergeants C. J. Backman, A. E. Phillips, F. Causer, and Paul—have made the supreme sacrifice by laying down their lives.” [Advertiser 2 Aug 1916]
“Islington. . . There has been a clearing out of old material, which had become unserviceable, at the loco Workshops. Between 80 and 90 tons of scrapiron was sent to Melbourne yesterday, and a parcel of about 10 tons of scrap steel was dispatched to-day.” [Observer 24 Feb 1917]
“Four members of the South Australian branch of the Coachmakers Employes' Federation are to leave Adelaide to-day to proceed to England as munition workers. . . Mr. E. J. Monck, carriagebuilder, has been in the service of the railway workshops, Islington for over 30 years. . . Mr. B. Brundritt and Mr. H. Howard have been employed en the carriage and waggon, building departments at Islington, and have been in the service for some years. . . Like Mr. Monck they are anxious to work on aeroplanes.” [Daily Herald 13 Jun 1917]
“In pursuance of the policy of making the rolling stuck more in keeping with modern requirements, the Railways Department is about to put into commission 20 new brake vans, which will be a distinct contrast to the old ‘blue vans’, or dog-boxes, as they have been termed, now in use. Ten of these new vans have already been completed at the Islington workshops, and will be made available almost immediately. Sleeping accommodation and conveniences for cooking have been, provided, so that on long journeys the vans may be used as living quarters. . . These vans are to be placed on both broad and narrow gauge lines.” [Advertiser 6 May 1925]
“By the end of the year defence work will be playing an important part in the activities of the Islington Railway workshops. . . The largest addition is a tool shop which is being constructed at the east end of the yards, well away from the remainder of the plant. When the building is finished it will be equipped with machinery for the manufacture of milling cutters and other delicate machine parts, which will be sent to Lithgow, New South Wales, to assist in the production of Bren machine guns. . . Some of the older workshops at Islington are being altered in preparation for the beginning of work on the construction of aeroplane parts. No details of what is being planned are available. . . In the meantime, the workshops are filling a contract for the manufacture of nine armored cars. . . At present, however, the busiest section of the workshops is the construction shed, in which the new vice-regal [rail]car is being built in time for the arrival of the Duke and Duchess of Kent.. . . Built of welded steel, it will be 79 feet long and nearly 10 feet wide, and will weigh 56 tons. It will have sleeping accommodation for ten people. At the rear there will be an observation lounge. Next to that will be a ladies' lounge, and then the Governor's suite.” [Advertiser 22 Aug 1939]
“A Shell Annexe has been established at Islington railway workshops, and is now nearing completion.” [Advertiser 6 Feb 1940]
“the tool-making annexe at the Government Railway Workshops at Islington is, in common with Government munition factories in Victoria and New South Wales, working 12-hour shifts. Established with the object of manufacturing the tools and gauges essential in the mass production of munitions.” [News 30 May 1940]
“The managerial staff at the Islington Railway Workshops, already busy with Islington’s own contributions to defence work, has been drawn upon for advice on interior lay-out and equipment of the Hendon factory.” [News 27 Jun 1940]
“Islington workshops. . . There are now 4,000 employes there — more than double the normal number — and about 2,200 to 2,300 of them are engaged on defence work, including munitions and Bristol Beaufort bombers.” [News 3 Feb 1941]
“South Australia's advance to the forefront of munitions-producing States was made possible primarily by the foresight of the Butler Government, which laid the foundations upon which the Playford Government has built so vigorously and soundly. As a matter of fact it was the insistence and foresight of the Government in providing such a wonderful tool shop at the Islington Railway Workshops that provided the first solid basis. The tool shop still remains an object of surprise and admiration for visiting experts who see the value of its modern equipment and the efficiency and skill of its tradesmen.” [News 4 Mar 1941]
“At the Islington workshops of the South Australian Railways Department there are working, in times of peace, about 1,750 people. Today there are 4,300; no fewer than 2,700 are engaged upon war production. . . making aeroplane parts, machine tools, and gauges, shells, machine-gun carriers. . . they are looking after the tooling of the new Commonwealth smallarms ammunition factories in South Australia. . . When Islington wants a machine to do a special job and hasn't got it, it makes it. . . In its tool room it has 370 men working. They may be making trench mortar sights, tools for Islington itself, or for other armament works, working to fine limits of accuracy. . . On war work, Islington is working three shifts a day, seven days a week.” [News 5 Aug 1941]
“Islington also operated another workshop for machining and sub-assembly for centre plane and wing sections of Beaufort bombers.” [The Mail 16 Aug 1941]
“More than half of Australia's gun-carrier production is being accomplished by workmen at Islington Railway Workshops.” [News 3 Dec 1941]
“sturdy little gun carriers are roaring and bucking their way to the forefront in a mechanised war. At Islington Railway Workshops these khaki-green structures take life as they are passed from the stage of plain slabs of steel to the finished, vibrant machine ready for action. Recently the 500th machine moved off the construction line at Islington.” [The Mail 6 Dec 1941]
“the fact that Islington Railway Workshops had an efficient tool room at the outbreak of war was one of the main reasons why South Australia became a munitions area.” [News 2 Apr 1942]
“workshops at Islington have annexes devoted directly to armaments and the tools of munitions side by side with the increased volume of railway output and maintenance. The employes at Islington include many engaged on aircraft wings and other parts; there are hundreds of women, too, and more will be hired as soon as they can be trained. . . Islington has long since passed its thousandth Bren carrier.” [Advertiser 23 Jul 1942]
“South Australia had contributed splendidly to the war-time development of the Australian aircraft industry. Mr. Makin said. The centre plane and wings for each of 700 Beaufort aircraft were produced by the Railways Department at Islington, as well as similar components for more than 350 Beaufighters, before that project was ended recently. The workshop was now producing centre sections and other components for Lincoln aircraft. This work would continue until about June.” [News 25 Oct 1945]
“production during the war years, Islington Railway Workshop is now well on the way back to turning out up-to-date rolling stock for the State's railways.” [Advertiser 15 Feb 1946]
“An honor roll bearing the names of employes at the Islington railway workshops who enlisted in the world Wars, was unveiled by His Excellency the Governor (Sir Willoughby Norrie) yesterday. Sir Willoughby Norrie said there were 382 names of men who enlisted in the first war and 622 names in the last war, making a total of 984 men, 50 of whom did not return. There were more than 4.000 ex-servicemen in the South Australian Railways today.” [Advertiser 4 May 1951]
“The first of 12 fast new diesel railcars for Adelaide suburban lines is expected to be running by the end of March. The Railways Commissioner (Mr. J. A. Fargher) said yesterday that all 12 were expected to be completed at Islington workshops by the end of next year.” [Advertiser 21 Dec 1954]
“The roomette sleeping cars on the Overland express were the best in the world, the British general secretary, of the Amalgamated Engineering Union (Mr. Ben Gardner) said in Adelaide yesterday. He visited the Islington railway workshops and was impressed with the spaciousness of the plant.” [Advertiser 21 Dec 1954]
The fact that this photo exists is a testament to the amazing exposure latitude of B&W film and also the amazing gamut of the Epson V750 Pro scanner. The meter reading was 1/125th sec. at f/13. As a lark I shot this one at f/64 just to boost the depth of field assuming it would be too far gone. I developed normally and got an extremely thin neg. But I'll be damned if it didn't fall within the scanner's range. Very cool!
It's really not a very good vantage point, but unlike years past at this location I observed WE's property rights and stayed outside the fence which said 'No Entry Without Permission'. A nice ladder would've helped, though. Hmm.
In the absurd times we live in I probably did something worthy of getting on a terrorist watch list; photographing a power plant! Because that's how it works you know, the most efficient means of gathering information for one's plan of blowing up a power plant but good is to send some goofball out with a 4x5 camera! Oh yeah, you don't believe me but the most with-it terrorists are totally down with large format. They're tired of shooting crappy digitals and saying "Enhance That!" in vain, they want the real McCoy. For my next terrorist reconnaissance mission I'm going to bring the flash powder thingy and shoot wet plate collodion and process it in my horse drawn portable darkroom carriage! It's going to be great!
The BMW i8, first introduced as the BMW Concept Vision Efficient Dynamics, is a plug-in hybrid sports car developed by BMW. The 2015 model year BMW i8 has a 7.1 kWh lithium-ion battery pack that delivers an all-electric range of 37 km (23 mi) under the New European Driving Cycle (NEDC).[5] Under the United States Environmental Protection Agency (EPA) cycle, the range in EV mode is 24 km (15 mi) with a small amount of gasoline consumption.
The BMW i8 can go from 0–100 km/h (0 to 60 mph) in 4.4 seconds and has a top speed of 250 km/h (155 mph). The BMW i8 has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km. EPA rated the i8 combined fuel economy at 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent).
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany. The production version of the BMW i8 was unveiled at the 2013 Frankfurt Motor Show. The i8 was released in Germany in June 2014. Deliveries to retail customers in the U.S. began in August 2014. Global cumulative sales totaled almost 4,500 units through June 2015.
History
The i8 is part of BMW's "Project i" and it is being marketed as a new brand, BMW i, sold separately from BMW or Mini. The BMW i3, launched for retail customers in Europe in the fourth quarter of 2013, was the first model of the i brand available in the market, and it was followed by the i8, released in Germany in June 2014 as a 2015 model year. Other i models are expected to follow.
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany, In 2010, BMW announced the mass production of the Concept Vision Efficient Dynamics in Leipzig beginning in 2013 as the BMW i8. The BMW i8 gasoline-powered concept car destined for production was unveiled at the 2011 Frankfurt Motor Show. The production version of the BMW i8 was unveiled at the 2013 International Motor Show Germany. The following are the concept and pre-production models developed by BMW that precedeed the production version.
BMW Vision EfficientDynamics (2009)
BMW Vision EfficientDynamics concept car is a plug-in hybrid with a three cylinder turbodiesel engine. Additionally, there are two electric motors with 139 horsepower. It allows an acceleration to 100 km/h (62 mph) in 4.8 seconds and an electronically limited top speed of 250 km/h (160 mph).
According to BMW, the average fuel consumption in the EU test cycle (KV01) is 3.76 liters/100 kilometers, (75.1 mpg imp), and has a carbon dioxide emission rating of 99 grams per kilometer (1,3 l/100 km and 33g CO2/km ; EU-PHEV ECE-R101). The estimated all-electric range is 50 km (31 mi), and the 24-liter petrol tank extends the total vehicle range to up to 700 km (430 mi). The lightweight chassis is made mainly from aluminum. The windshield, top, doors and fenders are made from polycarbonate glass, with the body having a drag coefficient of 0.26.
The designers in charge of the BMW Vision EfficientDynamics Concept were Mario Majdandzic, Exterior Design and Jochen Paesen, Interior Design.
The vehicle was unveiled in 2009 International Motor Show Germany, followed by Auto China 2010.
BMW i8 Concept (2011)
BMW i8 Concept plug-in hybrid electric vehicle includes an electric motor located in the front axle powering the front wheels rated 96 kW (131 PS; 129 hp) and 250 N·m (184 lb·ft), a turbocharged 1.5-liter 3-cylinder gasoline engine driving rear wheels rated 164 kW (223 PS; 220 hp) and 300 N·m (221 lb·ft) of torque, with combined output of 260 kW (354 PS; 349 hp) and 550 N·m (406 lb·ft), a 7.2 kWh (26 MJ) lithium-ion battery pack that allows an all-electric range of 35 km (22 mi). All four wheels provide regenerative braking. The location of the battery pack in the energy tunnel gives the vehicle a low centre of gravity, enhancing its dynamics. Its top speed is electronically limited to 250 km/h (160 mph) and is expected to go from 0 to 100 km/h (0 to 60 mph) in 4.6 seconds. Under normal driving conditions the i8 is expected to deliver 80 mpg-US (2.9 L/100 km; 96 mpg-imp) under the European cycle. A full charge of the battery will take less than 2 hours using 220V. The positioning of the motor and engine over the axles results in optimum 50/50 weight distribution.
The vehicle was unveiled at the 2011 International Motor Show Germany, followed by CENTER 548 in New York City, 42nd Tokyo Motor Show 2011, 82nd Geneva Motor Show 2012, BMW i Born Electric Tour at the Palazzo delle Esposizioni at Via Nazionale 194 in Rome, Auto Shanghai 2013.
This concept car was featured in the film Mission: Impossible – Ghost Protocol.
BMW i8 Concept Spyder (2012)
The BMW i8 Concept Spyder included a slightly shorter wheelbase and overall length over the BMW i8 Concept, carbon-fibre-reinforced plastic (CFRP) Life module, drive modules made primarily from aluminium components, interlocking of surfaces and lines, 8.8-inch (22.4 cm) screen display, off-white outer layer, orange tone naturally tanned leather upholstery.
The vehicle was unveiled in Auto China 2012 in Beijing and won Concept Car of the Year, followed by 83rd Geneva International Motor Show 2013.
The designer of the BMW i8 Concept Spyder was Richard Kim.
BMW i8 coupe prototype (2013)
The design of the BMW i8 coupe prototype was based on the BMW i8 Concept. The BMW i8 prototype has an average fuel efficiency of less than 2.5 L/100 km (113.0 mpg-imp; 94.1 mpg-US) under the New European Driving Cycle with carbon emissions of less than 59 g/km. The i8 with its carbon-fiber-reinforced plastic (CFRP) passenger cell lightweight, aerodynamically optimized body, and BMW eDrive technology offers the dynamic performance of a sports car, with an expected 0–100 km (0–60 mi) sprint time of less than 4.5 seconds using both power sources. The plug-in hybrid system of the BMW i8 comprises a three-cylinder, 1.5-liter BMW TwinPower turbo gasoline engine combined with BMW eDrive technology used in the BMW i3 and develops maximum power of 170 kW (230 hp). The BMW i8 is the first BMW production model to be powered by a three-cylinder gasoline engine and the resulting specific output of 115 kW (154 hp) per liter of displacement is on a par with high-performance sports car engines and is the highest of any engine produced by the BMW Group.
The BMW i8's second power source is a hybrid synchronous electric motor specially developed and produced by the BMW Group for BMW i. The electric motor develops maximum power of 131 hp (96 kW) and produces its maximum torque of around 320 N·m (240 lbf·ft) from standstill. Typical of an electric motor, responsive power is instantly available when starting and this continues into the higher load ranges. As well as providing a power boost to assist the gasoline engine during acceleration, the electric motor can also power the vehicle by itself. Top speed in electric mode is approximately 120 km/h (75 mph), with a maximum driving range of up to 35 km (22 mi). Linear acceleration is maintained even at higher speeds since the interplay between the two power sources efficiently absorbs any power flow interruptions when shifting gears. The BMW i8 has an electronically controlled top speed of 250 km (160 mi), which can be reached and maintained when the vehicle operates solely on the gasoline engine. The model-specific version of the high-voltage 7.2 lithium-ion battery has a liquid cooling system and can be recharged at a conventional household power socket, at a BMW i Wallbox or at a public charging station. In the US a full recharge takes approximately 3.5 hours from a conventional 120V, 12 amp household circuit or approximately 1.5 hours from a 220V Level 2 charger.
The driver can also select several driving modes: SPORT, COMFORT and ECO PRO. Using the gear selector, the driver can either select position D for automated gear selection or can switch to SPORT mode. SPORT mode offers manual gear selection and at the same time switches to very sporty drive and suspension settings. In SPORT mode, the engine and electric motor deliver extra performance, accelerator response is faster and the power boost from the electric motor is maximized. And to keep the battery topped up, SPORT mode also activates maximum energy recuperation during overrun and braking as the electric motor’s generator function, which recharges the battery using kinetic energy, switches to a more powerful setting. The Driving Experience Control switch on the center console offers a choice of two settings. On starting, COMFORT mode is activated, which offers a balance between sporty performance and fuel efficiency, with unrestricted access to all convenience functions. Alternatively, the ECO PRO mode can be engaged, which, on the BMW i8 as on other models, supports an efficiency-optimized driving style. On this mode the powertrain controller coordinates the cooperation between the gasoline engine and the electric motor for maximum fuel economy. On deceleration, the intelligent energy management system automatically decides, in line with the driving situation and vehicle status, whether to recuperate braking energy or to coast with the powertrain disengaged. At the same time, ECO PRO mode also programs electrical convenience functions such as the air conditioning, seat heating and heated mirrors to operate at minimum power consumption, but without compromising safety. The maximum driving range of the BMW i8 on a full fuel tank and with a fully charged battery is more than 500 km (310 mi) in COMFORT mode, which can be increased by up to 20% in ECO PRO mode. The BMW i8’s ECO PRO mode can also be used during all-electric operation. The vehicle is then powered solely by the electric motor. Only if the battery charge drops below a given level, or under sudden intense throttle application such as kickdown, is the internal combustion engine automatically activated.
The vehicle was unveiled in BMW Group's Miramas test track in France.
Production version
The production BMW i8 was designed by Benoit Jacob. The production version was unveiled at the 2013 International Motor Show Germany, followed by 2013 Les Voiles de Saint-Tropez. It features butterfly doors, head-up display, rear-view cameras and partially false engine noise. Series production of customer vehicles began in April 2014. It is the first production car with laser headlights, reaching further than LED lights.
The i8 has a low vehicle weight of 1,485 kg (3,274 lb) (DIN kerb weight) and a low drag coefficient (Cd) of 0.26. In all-electric mode the BMW i8 has a top speed of 120 km/h (75 mph). In Sport mode the i8 delivers a mid-range acceleration from 80 to 120 km/h (50 to 75 mph) in 2.6 seconds. The electronically controlled top speed is 250 km/h (160 mph).
Range and fuel economy[edit]
The production i8 has a 7.1 kWh lithium-ion battery pack with a usable capacity of 5.2 kWh and intelligent energy management that delivers an all-electric range of 37 km (23 mi) under the NEDC cycle. Under the EPA cycle, the range in EV mode is 15 mi (24 km), with a gasoline consumption of 0.1 gallons per 100 mi, and as a result, EPA's all-electric range is zero. The total range is 330 mi (530 km).
The production version has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km.[5] Under EPA cycle, the i8 combined fuel economy in EV mode was rated 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent), with an energy consumption of 43 kW-hrs/100 mi and gasoline consumption of 0.1 gal-US/100 mi. The combined fuel economy when running only with gasoline is 28 mpg-US (8.4 L/100 km; 34 mpg-imp), 28 mpg-US (8.4 L/100 km; 34 mpg-imp) for city driving, and 29 mpg-US (8.1 L/100 km; 35 mpg-imp) in highway.
The U.S. Environmental Protection Agency's 2014 edition of the "Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends" introduced utility factors for plug-in hybrids to represent the percentage of miles that will be driven using electricity by an average driver, in electric only or blended modes. The BMW i8 has a utility factor in EV mode of 37%, compared with 83% for the BMW i3 REx, 66% for the Chevrolet Volt, 65% for the Cadillac ELR, 45% for the Ford Energi models, 43% for the McLaren P1, 39% for the Porsche Panamera S E-Hybrid, and 29% for the Toyota Prius PHV.
[Text from Wikipedia]
This Lego miniland-scale BMW i8 has been created for Flickr LUGNuts' 94th Build Challenge, - "Appease the Elves Summer Automobile Build-off (Part 2)", - a design challenge combining the resources of LUGNuts, TheLegoCarBlog (TLCB) and Head Turnerz.
Montezuma Castle National Monument protects a set of well-preserved dwellings located in Camp Verde, Arizona, which were built and used by the Sinagua people, a pre-Columbian culture closely related to the Hohokam and other indigenous peoples of the southwestern United States, between approximately AD 1100 and 1425. The main structure comprises five stories and about 20 rooms and was built over the course of three centuries.
Several Hopi clans and Yavapai communities trace their ancestries to early immigrants from the Montezuma Castle/Beaver Creek area. Archaeological evidence proves that the Hohokam and Hakataya settled around or in the Verde Valley. Clan members periodically return to these ancestral homes for religious ceremonies.
Neither part of the monument's name is correct. When European-Americans first observed the ruins in the 1860s, by then long-abandoned, they named them for the famous Aztec emperor Montezuma in the mistaken belief that he had been connected to their construction (see also Montezuma mythology). Having no connections to the Aztecs, the Montezuma Castle was given that name due to the fact that the public had this image of the Aztecs creating any archaeological site. In fact, the dwelling was abandoned more than 40 years before Montezuma was born, and was not a "castle" in the traditional sense, but instead functioned more like a "prehistoric high rise apartment complex".
Montezuma Castle is situated about 90 feet (27 m) up a sheer limestone cliff, facing the adjacent Beaver Creek, which drains into the perennial Verde River just north of Camp Verde. It is one of the best-preserved cliff dwellings in North America, in part because of its ideal placement in a natural alcove that protects it from exposure to the elements. The precariousness of the dwelling's location and its immense scale of floor space across five stories suggest that the Sinagua were daring builders and skilled engineers. Access into the structure was most likely permitted by a series of portable ladders, which made it difficult for enemy tribes to penetrate the natural defense of the vertical barrier.
Perhaps the main reason the Sinagua chose to build the Castle so far above the ground, however, was to escape the threat of natural disaster in the form of the annual flooding of Beaver Creek. During the summer monsoon season, the creek frequently breached its banks, inundating the floodplain with water. The Sinagua recognized the importance of these floods to their agriculture, but likely also the potential destruction they presented to any structures built in the floodplain. Their solution was to build a permanent structure in the high recess afforded by the limestone cliff.
The walls of Montezuma Castle are examples of early stone-and-mortar masonry, constructed almost entirely from chunks of limestone found at the base of the cliff, as well as mud and/or clay from the creek bottom. The ceilings of the rooms also incorporated sectioned timbers as a kind of roof thatching, obtained primarily from the Arizona sycamore, a large hardwood tree native to the Verde Valley.
Evidence of permanent dwellings like those at Montezuma Castle begins to appear in the archaeological record of Arizona's Verde Valley about 1050 AD. The first distinctly Sinagua culture may have occupied the region as early as 700 AD.
The area was briefly abandoned due to the eruption of Sunset Crater Volcano, about 60 miles (97 km) to the north, in the mid-11th century. Although the short-term impact may have been destructive, nutrient-rich sediment deposited by the volcano may have aided more expansive agriculture in later decades. During the interim, the Sinagua lived in the surrounding highlands and sustained themselves on small-scale agriculture dependent on rain. After 1125, the Sinagua resettled the Verde Valley, using the reliable watershed of the Verde River alongside irrigation systems left by previous inhabitants, perhaps including Hohokam peoples, to support more widespread farming.
The region's population likely peaked around 1300 AD, with the Castle housing between 30 and 50 people in at least 20 rooms. Radiocarbon dates from multiple construction beams show that the cliff dwelling was probably constructed in the middle 1100s AD with remodeling and additions in the last decades of the 1200s. A neighboring segment of the same cliff wall suggests there was an even larger dwelling ("Castle A") around the same time, of which only the stone foundations have survived. Its discovery in 1933 revealed many Sinagua artifacts and greatly increased understanding of their way of life.
The latest estimated date of occupation for any Sinagua site comes from Montezuma Castle, around 1425 AD. After this, the Sinagua people apparently abandoned their permanent settlements and migrated elsewhere, as did other cultural groups in the southwestern United States around that time. The reasons for abandonment are unclear, but possibilities include drought, resource depletion, and clashes with the newly arrived Yavapai people. Due to the very little human contact since abandonment, Montezuma Castle was well preserved. It was heavily looted in the late 19th and early 20th centuries, though other Sinagua sites have remained more or less intact. Because of the rise in settlers, tourists and industries in or surrounding Montezuma Castle, the monument and even Verde Valley have been threats to the preservation of Montezuma Castle.
Due to the lack of basic knowledge on the natural resources of the national parks, the National Park Service created a program in order to record and identify any changes in the environment and its inhabitants. An inventory of plants and animals at Montezuma Castle was taken between 1991 and 1994 by researchers from Northern Arizona University and the United States Geological Survey. According to the United States Geological Survey, about 784 species were recorded at Montezuma Castle National Monument, including plants, fish, amphibians, reptiles, birds, and mammals. Only 11% of the species were non-native. Common species include bats, snakes, turtles, lizards, frogs, foxes, owls and mice.
The monument itself encloses 860 acres near the geographic center of Arizona and the intersection of the Colorado Plateau and Basin and Range physiographic provinces.
The dwellings and the surrounding area were declared a U.S. National Monument on December 8, 1906 as a result of the American Antiquities Act, signed earlier that year. It is one of the four original sites designated National Monuments by President Theodore Roosevelt. Montezuma Castle was added to the National Register of Historic Places on October 15, 1966.
It is an easy monument to visit, just a short distance off Interstate 17, at exit 289. There is a 1⁄3 mile (0.54 km) paved trail starting at the visitor center that follows the base of the cliff containing the ruins. Access to the interior of the ruins has not been allowed since 1951 due to concerns about visitor safety and damage to the dwelling. About 400,000 tourists visit the site each year. The park is open from 8am to 5pm every day of the year, except for Christmas Day.
The visitor center includes a museum about the Sinagua culture and the tools they used to build the dwellings. The museum houses many artifacts, such as stone tools, metates used for grinding corn, bone needles, and ornaments of shell and gemstone, which prove that the Sinagua were fine artisans as well as prolific traders. There is also a Park Store operated by Western National Parks Association.
Montezuma Well, a natural limestone sinkhole, measuring approximately 100 by 120 yards, also containing Sinagua dwellings, was purchased by the federal government in 1947 and is considered a detached unit of Montezuma Castle National Monument. It is located about 5 miles north of the Castle near the town of Rimrock, Arizona, accessible from exits 293 and 298 off Interstate 17.
Montezuma Castle National Monument has a cold semi-arid climate (Köppen: BSk) with cool winters and very hot summers.
In popular culture
Montezuma Castle plays a key role in the climax of the Western Flaming Feather (1952), which was shot on location at the site.
The Rocky Slope Residence[15] was designed by well-known Phoenix Valley architect Eddie M. Jones and the residence had strong architectural similarities to the Montezuma Castle Monument. The design and the residence were featured by many magazines including the "Architect Magazine" in 2013. The design was completed and approved by the City of Phoenix in 2007 and construction was completed by 2009. As seen in the photos, the house design has a strong resemblance to the curved walls of Montezuma Castle as well as the layered structure.
Arizona is a state in the Southwestern region of the United States. Arizona is part of the Four Corners region with Utah to the north, Colorado to the northeast, and New Mexico to the east; its other neighboring states are Nevada to the northwest, California to the west and the Mexican states of Sonora and Baja California to the south and southwest. It is the 6th-largest and the 14th-most-populous of the 50 states. Its capital and largest city is Phoenix.
Arizona is the 48th state and last of the contiguous states to be admitted to the Union, achieving statehood on February 14, 1912. Historically part of the territory of Alta California and Nuevo México in New Spain, it became part of independent Mexico in 1821. After being defeated in the Mexican–American War, Mexico ceded much of this territory to the United States in 1848, where the area became part of the territory of New Mexico. The southernmost portion of the state was acquired in 1853 through the Gadsden Purchase.
Southern Arizona is known for its desert climate, with very hot summers and mild winters. Northern Arizona features forests of pine, Douglas fir, and spruce trees; the Colorado Plateau; mountain ranges (such as the San Francisco Mountains); as well as large, deep canyons, with much more moderate summer temperatures and significant winter snowfalls. There are ski resorts in the areas of Flagstaff, Sunrise, and Tucson. In addition to the internationally known Grand Canyon National Park, which is one of the world's seven natural wonders, there are several national forests, national parks, and national monuments.
Arizona's population and economy have grown dramatically since the 1950s because of inward migration, and the state is now a major hub of the Sun Belt. Cities such as Phoenix and Tucson have developed large, sprawling suburban areas. Many large companies, such as PetSmart and Circle K, have headquarters in the state, and Arizona is home to major universities, including the University of Arizona and Arizona State University. The state is known for a history of conservative politicians such as Barry Goldwater and John McCain, though it has become a swing state since the 1990s.
Arizona is home to a diverse population. About one-quarter of the state is made up of Indian reservations that serve as the home of 27 federally recognized Native American tribes, including the Navajo Nation, the largest in the state and the United States, with more than 300,000 citizens. Since the 1980s, the proportion of Hispanics in the state's population has grown significantly owing to migration from Mexico. A substantial portion of the population are followers of the Roman Catholic Church and the Church of Jesus Christ of Latter-day Saints.
The history of Arizona encompasses the Paleo-Indian, Archaic, Post-Archaic, Spanish, Mexican, and American periods. About 10,000 to 12,000 years ago, Paleo-Indians settled in what is now Arizona. A few thousand years ago, the Ancestral Puebloan, the Hohokam, the Mogollon and the Sinagua cultures inhabited the state. However, all of these civilizations mysteriously disappeared from the region in the 15th and 16th centuries. Today, countless ancient ruins can be found in Arizona. Arizona was part of the state of Sonora, Mexico from 1822, but the settled population was small. In 1848, under the terms of the Mexican Cession the United States took possession of Arizona above the Gila River after the Mexican War, and became part of the Territory of New Mexico. By means of the Gadsden Purchase, the United States secured the northern part of the state of Sonora, which is now Arizona south of the Gila River in 1854.
In 1863, Arizona was split off from the Territory of New Mexico to form the Arizona Territory. The remoteness of the region was eased by the arrival of railroads in 1880. Arizona became a state in 1912 but was primarily rural with an economy based on cattle, cotton, citrus, and copper. Dramatic growth came after 1945, as retirees and young families who appreciated the warm weather and low costs emigrated from the Northeast and Midwest.
In the Mexican–American War, the garrison commander avoided conflict with Lieutenant Colonel Cooke and the Mormon Battalion, withdrawing while the Americans marched through the town on their way to California. In the Treaty of Guadalupe Hidalgo (1848), Mexico ceded to the U.S. the northern 70% of modern-day Arizona above the Sonora border along the Gila River. During the California Gold Rush, an upwards of 50,000 people traveled through on the Southern Emigrant Trail pioneered by Cooke, to reach the gold fields in 1849. The Pima Villages often sold fresh food and provided relief to distressed travelers among this throng and to others in subsequent years.
Paleo-Indians settled what is now Arizona around 10,000 to 12,000 years ago. According to most archaeologists, the Paleo-Indians initially followed herds of big game—megafauna such as mammoths, mastodons, and bison—into North America. The traveling groups also collected and utilized a wide variety of smaller game animals, fish, and a wide variety of plants. These people were likely characterized by highly mobile bands of approximately 20 or 50 members of an extended family, moving from place to place as resources were depleted and additional supplies needed. Paleoindian groups were efficient hunters and created and carried a variety of tools, some highly specialized, for hunting, butchering and hide processing. These paleolithic people utilized the environment that they lived in near water sources, including rivers, swamps and marshes, which had an abundance of fish, and drew birds and game animals. Big game, including bison, mammoths and ground sloths, also were attracted to these water sources. At the latest by 9500 BCE, bands of hunters wandered as far south as Arizona, where they found a desert grassland and hunted mule deer, antelope and other small mammals.
As populations of larger game began to diminish, possibly as a result of intense hunting and rapid environmental changes, Late Paleoindian groups would come to rely more on other facets of their subsistence pattern, including increased hunting of bison, mule deer and antelope. Nets and the atlatl to hunt water fowl, ducks, small animals and antelope. Hunting was especially important in winter and spring months when plant foods were scarce.
The Archaic time frame is defined culturally as a transition from a hunting/gathering lifestyle to one involving agriculture and permanent, if only seasonally occupied, settlements. In the Southwest, the Archaic is generally dated from 8000 years ago to approximately 1800 to 2000 years ago. During this time the people of the southwest developed a variety of subsistence strategies, all using their own specific techniques. The nutritive value of weed and grass seeds was discovered and flat rocks were used to grind flour to produce gruels and breads. This use of grinding slabs in about 7500 BCE marks the beginning of the Archaic tradition. Small bands of people traveled throughout the area, gathering plants such as cactus fruits, mesquite beans, acorns, and pine nuts and annually establishing camps at collection points.
Late in the Archaic Period, corn, probably introduced into the region from central Mexico, was planted near camps with permanent water access. Distinct types of corn have been identified in the more well-watered highlands and the desert areas, which may imply local mutation or successive introduction of differing species. Emerging domesticated crops also included beans and squash.
About 3,500 years ago, climate change led to changing patterns in water sources, leading to a dramatically decreased population. However, family-based groups took shelter in south facing caves and rock overhangs within canyon walls. Occasionally, these people lived in small semisedentary hamlets in open areas. Evidence of significant occupation has been found in the northern part of Arizona.
In the Post-Archaic period, the Ancestral Puebloan, the Hohokam, the Mogollon and Sinagua cultures inhabited what is now Arizona. These cultures built structures made out of stone. Some of the structures that these cultures built are called pueblos. Pueblos are monumental structures that housed dozens to thousands of people. In some Ancestral Puebloan towns and villages, Hohokam towns and villages, Mogollon towns and villages, and Sinagua towns and villages, the pueblo housed the entire town. Surrounding the pueblos were often farms where farmers would plant and harvest crops to feed the community. Sometimes, pueblos and other buildings were built in caves in cliffs.
The Ancestral Puebloans were an ancient Pre-Columbian Native American civilization that spanned the present-day Four Corners region of the United States, comprising southeastern Utah, northeastern Arizona, northwestern New Mexico, and southwestern Colorado. The Ancestral Puebloans are believed to have developed, at least in part, from the Oshara tradition, who developed from the Picosa culture.
They lived in a range of structures that included small family pit houses, larger structures to house clans, grand pueblos, and cliff-sited dwellings for defense. The Ancestral Puebloans possessed a complex network that stretched across the Colorado Plateau linking hundreds of communities and population centers. They held a distinct knowledge of celestial sciences that found form in their architecture. The kiva, a congregational space that was used chiefly for ceremonial purposes, was an integral part of this ancient people's community structure. Some of their most impressive structures were built in what is now Arizona.
Hohokam was a Pre-Columbian culture in the North American Southwest in what is now part of Arizona, United States, and Sonora, Mexico. Hohokam practiced a specific culture, sometimes referred to as Hohokam culture, which has been distinguished by archeologists. People who practiced the culture can be called Hohokam as well, but more often, they are distinguished as Hohokam people to avoid confusion.
Most archaeologists agree that the Hohokam culture existed between c. 300 and c. 1450 CE, but cultural precursors may have been in the area as early as 300 BC. Whether Hohokam culture was unified politically remains under controversy. Hohokam culture may have just given unrelated neighboring communities common ground to help them to work together to survive their harsh desert environment.
The Mogollon culture was an ancient Pre-Columbian culture of Native American peoples from Southern New Mexico and Arizona, Northern Sonora and Chihuahua, and Western Texas. The northern part of this region is Oasisamerica, while the southern span of the Mogollon culture is known as Aridoamerica.
The Mogollon culture was one of the major prehistoric Southwestern cultural divisions of the Southwestern United States and Northern Mexico. The culture flourished from c. 200 CE, to c. 1450 CE or 1540 CE, when the Spanish arrived.
The Sinagua culture was a Pre-Columbian culture that occupied a large area in central Arizona from the Little Colorado River, near Flagstaff, to the Verde River, near Sedona, including the Verde Valley, area around San Francisco Mountain, and significant portions of the Mogollon Rim country, between approximately 500 CE and 1425 CE. Besides ceremonial kivas, their pueblos had large "community rooms" and some featured ballcourts and walled courtyards, similar to those of the Hohokam culture. Since fully developed Sinagua sites emerged in central Arizona around 500 CE, it is believed they migrated from east-central Arizona, possibly emerging from the Mogollon culture.
The history of Arizona as recorded by Europeans began in 1539 with the first documented exploration of the area by Marcos de Niza, early work expanded the following year when Francisco Vásquez de Coronado entered the area as well.
The Spanish established a few missions in southern Arizona in the 1680s by Father Eusebio Francisco Kino along the Santa Cruz River, in what was then the Pimería Alta region of Sonora. The Spanish also established presidios in Tubac and Tucson in 1752 and 1775. The area north of the Gila River was governed by the Province of Las California under the Spanish until 1804, when the Californian portion of Arizona became part of Alta California under the Spanish and Mexican governments.
In 1849, the California Gold Rush led as many as 50,000 miners to travel across the region, leading to a boom in Arizona's population. In 1850, Arizona and New Mexico formed the New Mexico Territory.
In 1853, President Franklin Pierce sent James Gadsden to Mexico City to negotiate with Santa Anna, and the United States bought the remaining southern strip area of Arizona and New Mexico in the Gadsden Purchase. A treaty was signed in Mexico in December 1853, and then, with modifications, approved by the US Senate in June 1854, setting the southern boundary of Arizona and of New Mexico.
Before 1846 the Apache raiders expelled most Mexican ranchers. One result was that large herds of wild cattle roamed southeastern Arizona. By 1850, the herds were gone, killed by Apaches, American sportsmen, contract hunting for the towns of Fronteras and Santa Cruz, and roundups to sell to hungry Mexican War soldiers, and forty-niners en route to California.
During the Civil War, on March 16, 1861, citizens in southern New Mexico Territory around Mesilla (now in New Mexico) and Tucson invited take-over by the Confederacy. They especially wanted restoration of mail service. These secessionists hoped that a Confederate Territory of Arizona (CSA) would take control, but in March 1862, Union troops from California captured the Confederate Territory of Arizona and returned it to the New Mexico Territory.
The Battle of Picacho Pass, April 15, 1862, was a battle of the Civil War fought in the CSA and one of many battles to occur in Arizona during the war among three sides—Apaches, Confederates and Union forces. In 1863, the U.S. split up New Mexico along a north–south line to create the Arizona Territory. The first government officials to arrive established the territory capital in Prescott in 1864. The capital was later moved to Tucson, back to Prescott, and then to its final location in Phoenix in a series of controversial moves as different regions of the territory gained and lost political influence with the growth and development of the territory.
In the late 19th century the Army built a series of forts to encourage the Natives to stay in their territory and to act as a buffer from the settlers. The first was Fort Defiance. It was established on September 18, 1851, by Col. Edwin V. Sumner to create a military presence in Diné bikéyah (Navajo territory). Sumner broke up the fort at Santa Fe for this purpose, creating the first military post in what is now Arizona. He left Major Electus Backus in charge. Small skirmishes were common between raiding Navajo and counter raiding citizens. In April 1860 one thousand Navajo warriors under Manuelito attacked the fort and were beaten off.
The fort was abandoned at the start of the Civil War but was reoccupied in 1863 by Colonel Kit Carson and the 1st New Mexico Infantry. Carson was tasked by Brigadier-General James H. Carleton, Commander of the Federal District of New Mexico, to kill Navajo men, destroy crops, wells, houses and livestock. These tactics forced 9000 Navajos to take the Long Walk to a reservation at Bosque Redondo, New Mexico. The Bosque was a complete failure. In 1868 the Navajo signed another treaty and were allowed to go back to part of their former territory. The returning Navajo were restocked with sheep and other livestock. Fort Defiance was the agency for the new Navajo reservation until 1936; today it provides medical services to the region.
Fort Apache was built on the Fort Apache Indian Reservation by soldiers from the 1st Cavalry and 21st Infantry in 1870. Only one small battle took place, in September 1881, with three soldiers wounded. When the reservation Indians were granted U.S. citizenship in 1924, the fort was permanently closed down. Fort Huachuca, east of Tucson, was founded in 1877 as the base for operations against Apaches and raiders from Mexico. From 1913 to 1933 the fort was the base for the "Buffalo Soldiers" of the 10th Cavalry Regiment. During World War II, the fort expanded to 25,000 soldiers, mostly in segregated all-black units. Today the fort remains in operation and houses the U.S. Army Intelligence Center and the U.S. Army Network.
The Pueblos in Arizona were relatively peaceful through the Navajo and Apache Wars. However, in June 1891, the army had to bring in troops to stop Oraibi from preventing a school from being built on their mesa.
After the Civil War, Texans brought large-scale ranching to southern Arizona. They introduced their proven range methods to the new grass country. Texas rustlers also came, and brought lawlessness. Inexperienced ranchers brought poor management, resulting in overstocking, and introduced destructive diseases. Local cattleman organizations were formed to handle these problems. The Territory experienced a cattle boom in 1873–91, as the herds were expanded from 40,000 to 1.5 million head. However, the drought of 1891–93 killed off over half the cattle and produced severe overgrazing. Efforts to restore the rangeland between 1905 and 1934 had limited success, but ranching continued on a smaller scale.
Arizona's last major drought occurred during Dust Bowl years of 1933–34. This time Washington stepped in as the Agricultural Adjustment Administration spent $100 million to buy up the starving cattle. The Taylor Grazing Act placed federal and state agencies in control of livestock numbers on public lands. Most of the land in Arizona is owned by the federal government which leased grazing land to ranchers at low cost. Ranchers invested heavily in blooded stock and equipment. James Wilson states that after 1950, higher fees and restrictions in the name of land conservation caused a sizable reduction in available grazing land. The ranchers had installed three-fifths of the fences, dikes, diversion dams, cattleguards, and other improvements, but the new rules reduced the value of that investment. In the end, Wilson believes, sportsmen and environmentalists maintained a political advantage by denouncing the ranchers as political corrupted land-grabbers who exploited the publicly owned natural resources.
On February 23, 1883, United Verde Copper Company was incorporated under New York law. The small mining camp next to the mine was given a proper name, 'Jerome.' The town was named after the family which had invested a large amount of capital. In 1885 Lewis Williams opened a copper smelter in Bisbee and the copper boom began, as the nation turned to copper wires for electricity. The arrival of railroads in the 1880s made mining even more profitable, and national corporations bought control of the mines and invested in new equipment. Mining operations flourished in numerous boom towns, such as Bisbee, Jerome, Douglas, Ajo and Miami.
Arizona's "wild west" reputation was well deserved. Tombstone was a notorious mining town that flourished longer than most, from 1877 to 1929. Silver was discovered in 1877, and by 1881 the town had a population of over 10,000. Western story tellers and Hollywood film makers made as much money in Tombstone as anyone, thanks to the arrival of Wyatt Earp and his brothers in 1879. They bought shares in the Vizina mine, water rights, and gambling concessions, but Virgil, Morgan and Wyatt were soon appointed as federal and local marshals. They killed three outlaws in the Gunfight at the O.K. Corral, the most famous gunfight of the Old West.
In the aftermath, Virgil Earp was maimed in an ambush and Morgan Earp was assassinated while playing billiards. Walter Noble Burns's novel Tombstone (1927) made Earp famous. Hollywood celebrated Earp's Tombstone days with John Ford's My Darling Clementine (1946), John Sturges's Gunfight at the O.K. Corral (1957) and Hour of the Gun (1967), Frank Perry's Doc (1971), George Cosmatos's Tombstone (1993), and Lawrence Kasdan's Wyatt Earp (1994). They solidified Earp's modern reputation as the Old West's deadliest gunman.
Jennie Bauters (1862–1905) operated brothels in the Territory from 1896 to 1905. She was an astute businesswoman with an eye for real estate appreciation, and a way with the town fathers of Jerome regarding taxes and restrictive ordinances. She was not always sitting pretty; her brothels were burned in a series of major fires that swept the business district; her girls were often drug addicts. As respectability closed in on her, in 1903 she relocated to the mining camp of Acme. In 1905, she was murdered by a man who had posed as her husband.
By 1869 Americans were reading John Wesley Powell's reports of his explorations of the Colorado River. In 1901, the Santa Fe Railroad reached Grand Canyon's South Rim. With railroad, restaurant and hotel entrepreneur Fred Harvey leading the way, large-scale tourism began that has never abated. The Grand Canyon has become an iconic symbol of the West and the nation as a whole.
The Chinese came to Arizona with the construction of the Southern Pacific Railroad in 1880. Tucson was the main railroad center and soon had a Chinatown with laundries for the general population and a rich mix of restaurants, groceries, and services for the residents. Chinese and Mexican merchants and farmers transcended racial differences to form 'guanxi,' which were relations of friendship and trust. Chinese leased land from Mexicans, operated grocery stores, and aided compatriots attempting to enter the United States from Mexico after the Mexican Revolution in 1910. Chinese merchants helped supply General John Pershing's army in its expedition against Pancho Villa. Successful Chinese in Tucson led a viable community based on social integration, friendship, and kinship.
In February 1903, U.S. Senator Hamilton Kean spoke against Arizona's statehood. He said Mormons who fled from Idaho to Mexico would return to the U.S. and mix in the politics of Arizona.
In 1912, Arizona almost entered the Union as part of New Mexico in a Republican plan to keep control of the U.S. Senate. The plan, while accepted by most in New Mexico, was rejected by most Arizonans. Progressives in Arizona favored inclusion in the state constitution of the initiative, referendum, recall, direct election of senators, woman suffrage, and other reforms. Most of these proposals were included in the constitution that was rejected by Congress.
A new constitution was offered with the problematic provisions removed. Congress then voted to approve statehood, and President Taft signed the statehood bill on February 14, 1912. State residents promptly put the provisions back in. Hispanics had little voice or power. Only one of the 53 delegates at the constitutional convention was Hispanic, and he refused to sign. In 1912 women gained suffrage in the state, eight years before the country as a whole.
Arizona's first Congressman was Carl Hayden (1877–1972). He was the son of a Yankee merchant who had moved to Tempe because he needed dry heat for his bad lungs. Carl attended Stanford University and moved up the political ladder as town councilman, county treasurer, and Maricopa County sheriff, where he nabbed Arizona's last train robbers. He also started building a coalition to develop the state's water resources, a lifelong interest. A liberal Democrat his entire career, Hayden was elected to Congress in 1912 and moved to the Senate in 1926.
Reelection followed every six years as he advanced toward the chairmanship of the powerful Appropriations Committee, which he reached in 1955. His only difficult campaign came in 1962, at age 85, when he defeated a young conservative. He retired in 1968 after a record 56 years in Congress. His great achievement was his 41-year battle to enact the Central Arizona Project that would provide water for future growth.
The Great Depression of 1929–39 hit Arizona hard. At first local, state and private relief efforts focused on charity, especially by the Community Chest and Organized Charities programs. Federal money started arriving with the Federal Emergency Relief Committee in 1930. Different agencies promoted aid to the unemployed, tuberculosis patients, transients, and illegal immigrants. The money ran out by 1931 or 1932, and conditions were bad until New Deal relief operations began on a large scale in 1933.
Construction programs were important, especially the Hoover Dam (originally called Boulder Dam), begun by President Herbert Hoover. It is a concrete arch-gravity dam in the Black Canyon of the Colorado River, on the border with Nevada. It was constructed by the Federal Bureau of Reclamation between 1931 and 1936. It operationalized a schedule of water use set by the Colorado River Compact of 1922 that gave Arizona 19% of the river's water, with 25% to Nevada and the rest to California.
Construction of military bases in Arizona was a national priority because of the state's excellent flying weather and clear skies, large amounts of unoccupied land, good railroads, cheap labor, low taxes, and its proximity to California's aviation industry. Arizona was attractive to both the military and private firms and they stayed after the war.
Fort Huachuca became one of the largest nearly-all-black Army forts, with quarters for 1,300 officers and 24,000 enlisted soldiers. The 92nd and 93rd Infantry Divisions, composed of African-American troops, trained there.
During the war, Mexican-American community organizations were very active in patriotic efforts to support American troops abroad, and made efforts to support the war effort materially and to provide moral support for the American servicemen fighting the war, especially the Mexican-American servicemen from local communities. Some of the community projects were cooperative ventures in which members of both the Mexican-American and Anglo communities participated. Most efforts made in the Mexican-American community represented localized American home front activities that were separate from the activities of the Anglo community.
Mexican-American women organized to assist their servicemen and the war effort. An underlying goal of the Spanish-American Mothers and Wives Association was the reinforcement of the woman's role in Spanish-Mexican culture. The organization raised thousands of dollars, wrote letters, and joined in numerous celebrations of their culture and their support for Mexican-American servicemen. Membership reached over 300 during the war and eventually ended its existence in 1976.
Heavy government spending during World War II revitalized the Arizona economy, which was still based on copper mining, citrus and cotton crops and cattle ranching, with a growing tourist business.
Military installations peppered the state, such as Davis-Monthan Field in Tucson, the main training center for air force bomber pilots. Two relocation camps opened for Japanese and Japanese Americans brought in from the West Coast.
After World War II the population grew rapidly, increasing sevenfold between 1950 and 2000, from 700,000 to over 5 million. Most of the growth was in the Phoenix area, with Tucson a distant second. Urban growth doomed the state's citrus industry, as the groves were turned into housing developments.
The cost of water made growing cotton less profitable, and Arizona's production steadily declined. Manufacturing employment jumped from 49,000 in 1960 to 183,000 by 1985, with half the workers in well-paid positions. High-tech firms such as Motorola, Hughes Aircraft, Goodyear Aircraft, Honeywell, and IBM had offices in the Phoenix area. By 1959, Hughes Aircraft had built advanced missiles with 5,000 workers in Tucson.
Despite being a small state, Arizona produced several national leaders for both the Republican and Democratic parties. Two Republican Senators were presidential nominees: Barry Goldwater in 1964 and John McCain in 2008; both carried Arizona but lost the national election. Senator Ernest McFarland, a Democrat, was the Majority Leader of the U.S. Senate from 1951 to 1952, and Congressman John Rhodes was the Republican Minority Leader in the House from 1973 to 1981. Democrats Bruce Babbitt (Governor 1978–87) and Morris Udall (Congressman 1961–90) were contenders for their party's presidential nominations. In 1981 Sandra Day O'Connor became the first woman on the U.S. Supreme Court; she served until 2006.
Retirement communities
Warm winters and low cost of living attracted retirees from the so-called snowbelt, who moved permanently to Arizona after 1945, bringing their pensions, Social Security, and savings with them. Real estate entrepreneurs catered to them with new communities with amenities pitched to older people, and with few facilities for children. Typically they were gated communities with controlled access and had pools, recreation centers, and golf courses.
In 1954, two developers bought 320 acres (1.3 km2) of farmland near Phoenix and opened the nation's first planned community dedicated exclusively to retirees at Youngtown. In 1960, developer Del Webb, inspired by the amenities in Florida's trailer parks, added facilities for "active adults" in his new Sun City planned community near Phoenix. In 1962 Ross Cortese opened the first of his gated Leisure Worlds. Other developers copied the popular model, and by 2000 18% of the retirees in the state lived in such "lifestyle" communities.
The issues of the fragile natural environment, compounded by questions of water shortage and distribution, led to numerous debates. The debate crossed traditional lines, so that the leading conservative, Senator Barry Goldwater, was also keenly concerned. For example, Goldwater supported the controversial Colorado River Storage Project (CRSP). He wrote:
I feel very definitely that the [Nixon] administration is absolutely correct in cracking down on companies and corporations and municipalities that continue to pollute the nation's air and water. While I am a great believer in the free competitive enterprise system and all that it entails, I am an even stronger believer in the right of our people to live in a clean and pollution-free environment. To this end, it is my belief that when pollution is found, it should be halted at the source, even if this requires stringent government action against important segments of our national economy.
Water issues were central. Agriculture consumed 89% of the state's strictly limited water supply while generating only 3% of the state's income. The Groundwater Management Act of 1980, sponsored by Governor Bruce Babbitt, raised the price of water to farmers, while cities had to reach a "safe yield" so that the groundwater usage did not exceed natural replenishment. New housing developments had to prove they had enough water for the next hundred years. Desert foliage suitable for a dry region soon replaced grass.
Cotton acreage declined dramatically, freeing up land for suburban sprawl as well as releasing large amounts of water and ending the need for expensive specialized machinery. Cotton acreage plunged from 120,000 acres in 1997 to only 40,000 acres in 2005, even as the federal treasury gave the state's farmers over $678 million in cotton subsidies. Many farmers collect the subsidies but no longer grow cotton. About 80% of the state's cotton is exported to textile factories in China and (since the passage of NAFTA) to Mexico.
Super Bowl XXX was played in Tempe in 1996 and Super Bowl XLII was held in Glendale in 2008. Super Bowl XLIX was also held in Glendale in 2015.
Illegal immigration continued to be a prime concern within the state, and in April 2010, Arizona SB1070 was passed and signed into law by Governor Jan Brewer. The measure attracted national attention as the most thorough anti-illegal immigration measure in decades within the United States.
Congresswoman Gabrielle Giffords was shot in the head during a political event in Tucson on January 8, 2011. The shooting resulted in six deaths and several injuries. Giffords survived the attack and became an advocate for gun control.
On June 30, 2013, nineteen members of the Prescott Fire Department were killed fighting the Yarnell Hill Fire. The fatalities were members of the Granite Mountain Hotshots, a hotshot crew, of whom only one survived as he was working in another location.
Border crisis: by 2019 Arizona was one of the states most affected by the border crisis, with a high number of migrant crossings and detentions.
The latest arrival for Garelochhead Coaches is this integral Irizar i6s efficient, YT25 DG.
It is seen here at the depot alongside the recently arrived eVoSeti.
SunPower Touts World's Most Efficient Silicon Solar Panel - t.co/flIUZwsNNF t.co/lhM4bJnFnQ (via Twitter twitter.com/EnergySaversCA/status/755410977047322626)
These two Officer of the Chicago Police Mounted Unit have, quite appropriately in my view, parked their mounts in the space reserved for "fuel efficient vehicle parking only!"
2916 W. 47th Street.
When it comes to energy efficient design, Boulder County Housing Authority is a leader in the field.
On Tuesday, February 16th, Norrie Boyd, Erin Ganser, Maggie Crosswy, Angel Bond, Geneva Z. Bailey and Aimee Bruhn, along with our local partners, Blue Valley Energy, Farnsworth Group, and Milender White Construction Company, had an opportunity to showcase our expertise to an impressive 20-member foreign delegation. As part of the U.S. Department of Commerce’s Special American Business Internship Training (SABIT) program, the delegation included representatives from Azerbaijan, Kazakhstan, Moldova, Russia, Tajikistan, Turkmenistan, and Ukraine. These industry specialists were seeking information on trends and innovations in energy efficient construction and renewables.
BCHA and our partners hosted a breakfast and technical presentation followed by a tour of Aspinwall, Josephine Commons, and the Kestrel construction site. The delegation’s hands-on enthusiasm began the moment they looked into the geothermal mechanical room at Josephine Commons and continued as they ventured up to the roof to view the building’s solar array. They were also able to visit an apartment in Josephine Commons and were blown away by the quality design (special thanks to resident Kathy Johnston for opening her doors to the group!). Questions were flying and answered with the help of two Russian translators and our own Angel Bond.
The real fun began when the delegation visited the construction site for Kestrel, BCHA’s future 200-unit affordable housing development in Louisville. Construction was in process on the geothermal installation and the delegates watched as geothermal wells were being drilled 400 feet underground.
One of the biggest sources of pride for BCHA is that the geothermal systems we’re installing are literally paying for themselves very quickly (less than 5 years for Josephine Commons, for example) thanks to the energy savings. Our buildings are also proving themselves to be extremely energy-efficient, which further helps us with the affordability of the developments. And we’re getting better and better, incorporating “lessons learned” from each construction project into the next.
After an information-packed half-day with BHCA and our expert partners, participants are better equipped to apply energy efficiency and green building principles to construction projects in their home countries.
Once Iowa Traction (IATR) 50 gets back to the yard. his ethanol cars are immediately emptied onto trucks for their final destination. They'll soon be ready to hand back to the U.P as empties.
Tips for an Efficient Computer t.co/NVClnE1IhP t.co/wzAtEOePRx (via Twitter twitter.com/ProSaverApp/status/799336317951700992)
DSC_7227 - 12427 - YT74 EFR - Irizar i6s Efficient Integral - West Coast Motors - Glasgow, Killermont Street 28/11/24
An efficient beaurocrat is the greatest threat to liberty :-) Eugene McCarthy.
Mexican plum, j c raulston arboretum, ncsu, raleigh, north carolina
going out on a limb once more, pun intended, and assuming the sky here is still blue for HBM!!
The BMW i8, first introduced as the BMW Concept Vision Efficient Dynamics, is a plug-in hybrid sports car developed by BMW. The 2015 model year BMW i8 has a 7.1 kWh lithium-ion battery pack that delivers an all-electric range of 37 km (23 mi) under the New European Driving Cycle (NEDC).[5] Under the United States Environmental Protection Agency (EPA) cycle, the range in EV mode is 24 km (15 mi) with a small amount of gasoline consumption.
The BMW i8 can go from 0–100 km/h (0 to 60 mph) in 4.4 seconds and has a top speed of 250 km/h (155 mph). The BMW i8 has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km. EPA rated the i8 combined fuel economy at 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent).
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany. The production version of the BMW i8 was unveiled at the 2013 Frankfurt Motor Show. The i8 was released in Germany in June 2014. Deliveries to retail customers in the U.S. began in August 2014. Global cumulative sales totaled almost 4,500 units through June 2015.
History
The i8 is part of BMW's "Project i" and it is being marketed as a new brand, BMW i, sold separately from BMW or Mini. The BMW i3, launched for retail customers in Europe in the fourth quarter of 2013, was the first model of the i brand available in the market, and it was followed by the i8, released in Germany in June 2014 as a 2015 model year. Other i models are expected to follow.
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany, In 2010, BMW announced the mass production of the Concept Vision Efficient Dynamics in Leipzig beginning in 2013 as the BMW i8. The BMW i8 gasoline-powered concept car destined for production was unveiled at the 2011 Frankfurt Motor Show. The production version of the BMW i8 was unveiled at the 2013 International Motor Show Germany. The following are the concept and pre-production models developed by BMW that precedeed the production version.
BMW Vision EfficientDynamics (2009)
BMW Vision EfficientDynamics concept car is a plug-in hybrid with a three cylinder turbodiesel engine. Additionally, there are two electric motors with 139 horsepower. It allows an acceleration to 100 km/h (62 mph) in 4.8 seconds and an electronically limited top speed of 250 km/h (160 mph).
According to BMW, the average fuel consumption in the EU test cycle (KV01) is 3.76 liters/100 kilometers, (75.1 mpg imp), and has a carbon dioxide emission rating of 99 grams per kilometer (1,3 l/100 km and 33g CO2/km ; EU-PHEV ECE-R101). The estimated all-electric range is 50 km (31 mi), and the 24-liter petrol tank extends the total vehicle range to up to 700 km (430 mi). The lightweight chassis is made mainly from aluminum. The windshield, top, doors and fenders are made from polycarbonate glass, with the body having a drag coefficient of 0.26.
The designers in charge of the BMW Vision EfficientDynamics Concept were Mario Majdandzic, Exterior Design and Jochen Paesen, Interior Design.
The vehicle was unveiled in 2009 International Motor Show Germany, followed by Auto China 2010.
BMW i8 Concept (2011)
BMW i8 Concept plug-in hybrid electric vehicle includes an electric motor located in the front axle powering the front wheels rated 96 kW (131 PS; 129 hp) and 250 N·m (184 lb·ft), a turbocharged 1.5-liter 3-cylinder gasoline engine driving rear wheels rated 164 kW (223 PS; 220 hp) and 300 N·m (221 lb·ft) of torque, with combined output of 260 kW (354 PS; 349 hp) and 550 N·m (406 lb·ft), a 7.2 kWh (26 MJ) lithium-ion battery pack that allows an all-electric range of 35 km (22 mi). All four wheels provide regenerative braking. The location of the battery pack in the energy tunnel gives the vehicle a low centre of gravity, enhancing its dynamics. Its top speed is electronically limited to 250 km/h (160 mph) and is expected to go from 0 to 100 km/h (0 to 60 mph) in 4.6 seconds. Under normal driving conditions the i8 is expected to deliver 80 mpg-US (2.9 L/100 km; 96 mpg-imp) under the European cycle. A full charge of the battery will take less than 2 hours using 220V. The positioning of the motor and engine over the axles results in optimum 50/50 weight distribution.
The vehicle was unveiled at the 2011 International Motor Show Germany, followed by CENTER 548 in New York City, 42nd Tokyo Motor Show 2011, 82nd Geneva Motor Show 2012, BMW i Born Electric Tour at the Palazzo delle Esposizioni at Via Nazionale 194 in Rome, Auto Shanghai 2013.
This concept car was featured in the film Mission: Impossible – Ghost Protocol.
BMW i8 Concept Spyder (2012)
The BMW i8 Concept Spyder included a slightly shorter wheelbase and overall length over the BMW i8 Concept, carbon-fibre-reinforced plastic (CFRP) Life module, drive modules made primarily from aluminium components, interlocking of surfaces and lines, 8.8-inch (22.4 cm) screen display, off-white outer layer, orange tone naturally tanned leather upholstery.
The vehicle was unveiled in Auto China 2012 in Beijing and won Concept Car of the Year, followed by 83rd Geneva International Motor Show 2013.
The designer of the BMW i8 Concept Spyder was Richard Kim.
BMW i8 coupe prototype (2013)
The design of the BMW i8 coupe prototype was based on the BMW i8 Concept. The BMW i8 prototype has an average fuel efficiency of less than 2.5 L/100 km (113.0 mpg-imp; 94.1 mpg-US) under the New European Driving Cycle with carbon emissions of less than 59 g/km. The i8 with its carbon-fiber-reinforced plastic (CFRP) passenger cell lightweight, aerodynamically optimized body, and BMW eDrive technology offers the dynamic performance of a sports car, with an expected 0–100 km (0–60 mi) sprint time of less than 4.5 seconds using both power sources. The plug-in hybrid system of the BMW i8 comprises a three-cylinder, 1.5-liter BMW TwinPower turbo gasoline engine combined with BMW eDrive technology used in the BMW i3 and develops maximum power of 170 kW (230 hp). The BMW i8 is the first BMW production model to be powered by a three-cylinder gasoline engine and the resulting specific output of 115 kW (154 hp) per liter of displacement is on a par with high-performance sports car engines and is the highest of any engine produced by the BMW Group.
The BMW i8's second power source is a hybrid synchronous electric motor specially developed and produced by the BMW Group for BMW i. The electric motor develops maximum power of 131 hp (96 kW) and produces its maximum torque of around 320 N·m (240 lbf·ft) from standstill. Typical of an electric motor, responsive power is instantly available when starting and this continues into the higher load ranges. As well as providing a power boost to assist the gasoline engine during acceleration, the electric motor can also power the vehicle by itself. Top speed in electric mode is approximately 120 km/h (75 mph), with a maximum driving range of up to 35 km (22 mi). Linear acceleration is maintained even at higher speeds since the interplay between the two power sources efficiently absorbs any power flow interruptions when shifting gears. The BMW i8 has an electronically controlled top speed of 250 km (160 mi), which can be reached and maintained when the vehicle operates solely on the gasoline engine. The model-specific version of the high-voltage 7.2 lithium-ion battery has a liquid cooling system and can be recharged at a conventional household power socket, at a BMW i Wallbox or at a public charging station. In the US a full recharge takes approximately 3.5 hours from a conventional 120V, 12 amp household circuit or approximately 1.5 hours from a 220V Level 2 charger.
The driver can also select several driving modes: SPORT, COMFORT and ECO PRO. Using the gear selector, the driver can either select position D for automated gear selection or can switch to SPORT mode. SPORT mode offers manual gear selection and at the same time switches to very sporty drive and suspension settings. In SPORT mode, the engine and electric motor deliver extra performance, accelerator response is faster and the power boost from the electric motor is maximized. And to keep the battery topped up, SPORT mode also activates maximum energy recuperation during overrun and braking as the electric motor’s generator function, which recharges the battery using kinetic energy, switches to a more powerful setting. The Driving Experience Control switch on the center console offers a choice of two settings. On starting, COMFORT mode is activated, which offers a balance between sporty performance and fuel efficiency, with unrestricted access to all convenience functions. Alternatively, the ECO PRO mode can be engaged, which, on the BMW i8 as on other models, supports an efficiency-optimized driving style. On this mode the powertrain controller coordinates the cooperation between the gasoline engine and the electric motor for maximum fuel economy. On deceleration, the intelligent energy management system automatically decides, in line with the driving situation and vehicle status, whether to recuperate braking energy or to coast with the powertrain disengaged. At the same time, ECO PRO mode also programs electrical convenience functions such as the air conditioning, seat heating and heated mirrors to operate at minimum power consumption, but without compromising safety. The maximum driving range of the BMW i8 on a full fuel tank and with a fully charged battery is more than 500 km (310 mi) in COMFORT mode, which can be increased by up to 20% in ECO PRO mode. The BMW i8’s ECO PRO mode can also be used during all-electric operation. The vehicle is then powered solely by the electric motor. Only if the battery charge drops below a given level, or under sudden intense throttle application such as kickdown, is the internal combustion engine automatically activated.
The vehicle was unveiled in BMW Group's Miramas test track in France.
Production version
The production BMW i8 was designed by Benoit Jacob. The production version was unveiled at the 2013 International Motor Show Germany, followed by 2013 Les Voiles de Saint-Tropez. It features butterfly doors, head-up display, rear-view cameras and partially false engine noise. Series production of customer vehicles began in April 2014. It is the first production car with laser headlights, reaching further than LED lights.
The i8 has a low vehicle weight of 1,485 kg (3,274 lb) (DIN kerb weight) and a low drag coefficient (Cd) of 0.26. In all-electric mode the BMW i8 has a top speed of 120 km/h (75 mph). In Sport mode the i8 delivers a mid-range acceleration from 80 to 120 km/h (50 to 75 mph) in 2.6 seconds. The electronically controlled top speed is 250 km/h (160 mph).
Range and fuel economy[edit]
The production i8 has a 7.1 kWh lithium-ion battery pack with a usable capacity of 5.2 kWh and intelligent energy management that delivers an all-electric range of 37 km (23 mi) under the NEDC cycle. Under the EPA cycle, the range in EV mode is 15 mi (24 km), with a gasoline consumption of 0.1 gallons per 100 mi, and as a result, EPA's all-electric range is zero. The total range is 330 mi (530 km).
The production version has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km.[5] Under EPA cycle, the i8 combined fuel economy in EV mode was rated 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent), with an energy consumption of 43 kW-hrs/100 mi and gasoline consumption of 0.1 gal-US/100 mi. The combined fuel economy when running only with gasoline is 28 mpg-US (8.4 L/100 km; 34 mpg-imp), 28 mpg-US (8.4 L/100 km; 34 mpg-imp) for city driving, and 29 mpg-US (8.1 L/100 km; 35 mpg-imp) in highway.
The U.S. Environmental Protection Agency's 2014 edition of the "Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends" introduced utility factors for plug-in hybrids to represent the percentage of miles that will be driven using electricity by an average driver, in electric only or blended modes. The BMW i8 has a utility factor in EV mode of 37%, compared with 83% for the BMW i3 REx, 66% for the Chevrolet Volt, 65% for the Cadillac ELR, 45% for the Ford Energi models, 43% for the McLaren P1, 39% for the Porsche Panamera S E-Hybrid, and 29% for the Toyota Prius PHV.
[Text from Wikipedia]
This Lego miniland-scale BMW i8 has been created for Flickr LUGNuts' 94th Build Challenge, - "Appease the Elves Summer Automobile Build-off (Part 2)", - a design challenge combining the resources of LUGNuts, TheLegoCarBlog (TLCB) and Head Turnerz.
The BMW i8, first introduced as the BMW Concept Vision Efficient Dynamics, is a plug-in hybrid sports car developed by BMW. The 2015 model year BMW i8 has a 7.1 kWh lithium-ion battery pack that delivers an all-electric range of 37 km (23 mi) under the New European Driving Cycle (NEDC).[5] Under the United States Environmental Protection Agency (EPA) cycle, the range in EV mode is 24 km (15 mi) with a small amount of gasoline consumption.
The BMW i8 can go from 0–100 km/h (0 to 60 mph) in 4.4 seconds and has a top speed of 250 km/h (155 mph). The BMW i8 has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km. EPA rated the i8 combined fuel economy at 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent).
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany. The production version of the BMW i8 was unveiled at the 2013 Frankfurt Motor Show. The i8 was released in Germany in June 2014. Deliveries to retail customers in the U.S. began in August 2014. Global cumulative sales totaled almost 4,500 units through June 2015.
History
The i8 is part of BMW's "Project i" and it is being marketed as a new brand, BMW i, sold separately from BMW or Mini. The BMW i3, launched for retail customers in Europe in the fourth quarter of 2013, was the first model of the i brand available in the market, and it was followed by the i8, released in Germany in June 2014 as a 2015 model year. Other i models are expected to follow.
The initial turbodiesel concept car was unveiled at the 2009 International Motor Show Germany, In 2010, BMW announced the mass production of the Concept Vision Efficient Dynamics in Leipzig beginning in 2013 as the BMW i8. The BMW i8 gasoline-powered concept car destined for production was unveiled at the 2011 Frankfurt Motor Show. The production version of the BMW i8 was unveiled at the 2013 International Motor Show Germany. The following are the concept and pre-production models developed by BMW that precedeed the production version.
BMW Vision EfficientDynamics (2009)
BMW Vision EfficientDynamics concept car is a plug-in hybrid with a three cylinder turbodiesel engine. Additionally, there are two electric motors with 139 horsepower. It allows an acceleration to 100 km/h (62 mph) in 4.8 seconds and an electronically limited top speed of 250 km/h (160 mph).
According to BMW, the average fuel consumption in the EU test cycle (KV01) is 3.76 liters/100 kilometers, (75.1 mpg imp), and has a carbon dioxide emission rating of 99 grams per kilometer (1,3 l/100 km and 33g CO2/km ; EU-PHEV ECE-R101). The estimated all-electric range is 50 km (31 mi), and the 24-liter petrol tank extends the total vehicle range to up to 700 km (430 mi). The lightweight chassis is made mainly from aluminum. The windshield, top, doors and fenders are made from polycarbonate glass, with the body having a drag coefficient of 0.26.
The designers in charge of the BMW Vision EfficientDynamics Concept were Mario Majdandzic, Exterior Design and Jochen Paesen, Interior Design.
The vehicle was unveiled in 2009 International Motor Show Germany, followed by Auto China 2010.
BMW i8 Concept (2011)
BMW i8 Concept plug-in hybrid electric vehicle includes an electric motor located in the front axle powering the front wheels rated 96 kW (131 PS; 129 hp) and 250 N·m (184 lb·ft), a turbocharged 1.5-liter 3-cylinder gasoline engine driving rear wheels rated 164 kW (223 PS; 220 hp) and 300 N·m (221 lb·ft) of torque, with combined output of 260 kW (354 PS; 349 hp) and 550 N·m (406 lb·ft), a 7.2 kWh (26 MJ) lithium-ion battery pack that allows an all-electric range of 35 km (22 mi). All four wheels provide regenerative braking. The location of the battery pack in the energy tunnel gives the vehicle a low centre of gravity, enhancing its dynamics. Its top speed is electronically limited to 250 km/h (160 mph) and is expected to go from 0 to 100 km/h (0 to 60 mph) in 4.6 seconds. Under normal driving conditions the i8 is expected to deliver 80 mpg-US (2.9 L/100 km; 96 mpg-imp) under the European cycle. A full charge of the battery will take less than 2 hours using 220V. The positioning of the motor and engine over the axles results in optimum 50/50 weight distribution.
The vehicle was unveiled at the 2011 International Motor Show Germany, followed by CENTER 548 in New York City, 42nd Tokyo Motor Show 2011, 82nd Geneva Motor Show 2012, BMW i Born Electric Tour at the Palazzo delle Esposizioni at Via Nazionale 194 in Rome, Auto Shanghai 2013.
This concept car was featured in the film Mission: Impossible – Ghost Protocol.
BMW i8 Concept Spyder (2012)
The BMW i8 Concept Spyder included a slightly shorter wheelbase and overall length over the BMW i8 Concept, carbon-fibre-reinforced plastic (CFRP) Life module, drive modules made primarily from aluminium components, interlocking of surfaces and lines, 8.8-inch (22.4 cm) screen display, off-white outer layer, orange tone naturally tanned leather upholstery.
The vehicle was unveiled in Auto China 2012 in Beijing and won Concept Car of the Year, followed by 83rd Geneva International Motor Show 2013.
The designer of the BMW i8 Concept Spyder was Richard Kim.
BMW i8 coupe prototype (2013)
The design of the BMW i8 coupe prototype was based on the BMW i8 Concept. The BMW i8 prototype has an average fuel efficiency of less than 2.5 L/100 km (113.0 mpg-imp; 94.1 mpg-US) under the New European Driving Cycle with carbon emissions of less than 59 g/km. The i8 with its carbon-fiber-reinforced plastic (CFRP) passenger cell lightweight, aerodynamically optimized body, and BMW eDrive technology offers the dynamic performance of a sports car, with an expected 0–100 km (0–60 mi) sprint time of less than 4.5 seconds using both power sources. The plug-in hybrid system of the BMW i8 comprises a three-cylinder, 1.5-liter BMW TwinPower turbo gasoline engine combined with BMW eDrive technology used in the BMW i3 and develops maximum power of 170 kW (230 hp). The BMW i8 is the first BMW production model to be powered by a three-cylinder gasoline engine and the resulting specific output of 115 kW (154 hp) per liter of displacement is on a par with high-performance sports car engines and is the highest of any engine produced by the BMW Group.
The BMW i8's second power source is a hybrid synchronous electric motor specially developed and produced by the BMW Group for BMW i. The electric motor develops maximum power of 131 hp (96 kW) and produces its maximum torque of around 320 N·m (240 lbf·ft) from standstill. Typical of an electric motor, responsive power is instantly available when starting and this continues into the higher load ranges. As well as providing a power boost to assist the gasoline engine during acceleration, the electric motor can also power the vehicle by itself. Top speed in electric mode is approximately 120 km/h (75 mph), with a maximum driving range of up to 35 km (22 mi). Linear acceleration is maintained even at higher speeds since the interplay between the two power sources efficiently absorbs any power flow interruptions when shifting gears. The BMW i8 has an electronically controlled top speed of 250 km (160 mi), which can be reached and maintained when the vehicle operates solely on the gasoline engine. The model-specific version of the high-voltage 7.2 lithium-ion battery has a liquid cooling system and can be recharged at a conventional household power socket, at a BMW i Wallbox or at a public charging station. In the US a full recharge takes approximately 3.5 hours from a conventional 120V, 12 amp household circuit or approximately 1.5 hours from a 220V Level 2 charger.
The driver can also select several driving modes: SPORT, COMFORT and ECO PRO. Using the gear selector, the driver can either select position D for automated gear selection or can switch to SPORT mode. SPORT mode offers manual gear selection and at the same time switches to very sporty drive and suspension settings. In SPORT mode, the engine and electric motor deliver extra performance, accelerator response is faster and the power boost from the electric motor is maximized. And to keep the battery topped up, SPORT mode also activates maximum energy recuperation during overrun and braking as the electric motor’s generator function, which recharges the battery using kinetic energy, switches to a more powerful setting. The Driving Experience Control switch on the center console offers a choice of two settings. On starting, COMFORT mode is activated, which offers a balance between sporty performance and fuel efficiency, with unrestricted access to all convenience functions. Alternatively, the ECO PRO mode can be engaged, which, on the BMW i8 as on other models, supports an efficiency-optimized driving style. On this mode the powertrain controller coordinates the cooperation between the gasoline engine and the electric motor for maximum fuel economy. On deceleration, the intelligent energy management system automatically decides, in line with the driving situation and vehicle status, whether to recuperate braking energy or to coast with the powertrain disengaged. At the same time, ECO PRO mode also programs electrical convenience functions such as the air conditioning, seat heating and heated mirrors to operate at minimum power consumption, but without compromising safety. The maximum driving range of the BMW i8 on a full fuel tank and with a fully charged battery is more than 500 km (310 mi) in COMFORT mode, which can be increased by up to 20% in ECO PRO mode. The BMW i8’s ECO PRO mode can also be used during all-electric operation. The vehicle is then powered solely by the electric motor. Only if the battery charge drops below a given level, or under sudden intense throttle application such as kickdown, is the internal combustion engine automatically activated.
The vehicle was unveiled in BMW Group's Miramas test track in France.
Production version
The production BMW i8 was designed by Benoit Jacob. The production version was unveiled at the 2013 International Motor Show Germany, followed by 2013 Les Voiles de Saint-Tropez. It features butterfly doors, head-up display, rear-view cameras and partially false engine noise. Series production of customer vehicles began in April 2014. It is the first production car with laser headlights, reaching further than LED lights.
The i8 has a low vehicle weight of 1,485 kg (3,274 lb) (DIN kerb weight) and a low drag coefficient (Cd) of 0.26. In all-electric mode the BMW i8 has a top speed of 120 km/h (75 mph). In Sport mode the i8 delivers a mid-range acceleration from 80 to 120 km/h (50 to 75 mph) in 2.6 seconds. The electronically controlled top speed is 250 km/h (160 mph).
Range and fuel economy[edit]
The production i8 has a 7.1 kWh lithium-ion battery pack with a usable capacity of 5.2 kWh and intelligent energy management that delivers an all-electric range of 37 km (23 mi) under the NEDC cycle. Under the EPA cycle, the range in EV mode is 15 mi (24 km), with a gasoline consumption of 0.1 gallons per 100 mi, and as a result, EPA's all-electric range is zero. The total range is 330 mi (530 km).
The production version has a fuel efficiency of 2.1 L/100 km (134.5 mpg-imp; 112.0 mpg-US) under the NEDC test with carbon emissions of 49 g/km.[5] Under EPA cycle, the i8 combined fuel economy in EV mode was rated 76 equivalent (MPG-equivalent) (3.1 L gasoline equivalent/100 km; 91 mpg-imp gasoline equivalent), with an energy consumption of 43 kW-hrs/100 mi and gasoline consumption of 0.1 gal-US/100 mi. The combined fuel economy when running only with gasoline is 28 mpg-US (8.4 L/100 km; 34 mpg-imp), 28 mpg-US (8.4 L/100 km; 34 mpg-imp) for city driving, and 29 mpg-US (8.1 L/100 km; 35 mpg-imp) in highway.
The U.S. Environmental Protection Agency's 2014 edition of the "Light-Duty Automotive Technology, Carbon Dioxide Emissions, and Fuel Economy Trends" introduced utility factors for plug-in hybrids to represent the percentage of miles that will be driven using electricity by an average driver, in electric only or blended modes. The BMW i8 has a utility factor in EV mode of 37%, compared with 83% for the BMW i3 REx, 66% for the Chevrolet Volt, 65% for the Cadillac ELR, 45% for the Ford Energi models, 43% for the McLaren P1, 39% for the Porsche Panamera S E-Hybrid, and 29% for the Toyota Prius PHV.
[Text from Wikipedia]
This Lego miniland-scale BMW i8 has been created for Flickr LUGNuts' 94th Build Challenge, - "Appease the Elves Summer Automobile Build-off (Part 2)", - a design challenge combining the resources of LUGNuts, TheLegoCarBlog (TLCB) and Head Turnerz.
Bank of America Tower at One Bryant Park is a 1,200 ft (366 m) skyscraper in the Midtown district of Manhattan in New York City, in the United States. It is located on Sixth Avenue, between 42nd and 43rd Streets, opposite Bryant Park.
The US$1 billion project was designed by COOKFOX Architects, to be one of the most efficient and ecologically friendly buildings in the world. It is the third tallest building in New York City, after One World Trade Center and the Empire State Building, and the fifth tallest building in the United States. Construction was completed in 2009.
-Wikipedia, Bank Of America Tower (New York City) Page-
In 1982 Mercedes-Benz released the production version of more than a decade's research into developing a compact format, efficient and safe luxury car. The name '190' referred back to the 1950 and 60s versions of 'reduced power output' models of their mainstream saloon car range. The 190E specified a fuel-injected 2.0 litre, four cylinder engine, whilst a 190 model, without the 'E' (for einspritz' appellation, referred to the same engine, but using a carburetor.
This is the version most commonly seen in taxis, along with a 2.0 litre 4-cylinder diesel, with even less power......
Then something strange happened within the halls of Mercedes-Benz....
190E 2.3-16 & 2.5-16 "Cosworth":
In the late 1970s, Mercedes competed in rallying with the big V8-powered Coupés of the R107 Series, mainly the light-weight Mercedes 450 SLC 5.0. Mercedes wished to take the 190 E rallying, and asked British engineering company Cosworth to develop an engine with 320 bhp (239 kW) for the rally car. This project was known as project "WAA' by Cosworth". During this time, the Audi Quattro with its all-wheel drive and turbocharger was launched, making the 2.3-16v appear outclassed. With a continued desire to compete in high-profile motor sport with the 190, and also now an engine to do it with, Mercedes turned to the Deutsche Tourenwagen Meisterschaft (DTM) (German Touring Car Championship) motor sport series instead. Cars racing in this championship, however, had to be based on a roadgoing model. Mercedes therefore had to put into series production a 190 fitted with a detuned version of the Cosworth engine. This high-performance model was known as the 190 E 2.3-16, and debuted at the Frankfurt Auto Show in September 1983, after its reputation had already been established. Three cars, only slightly cosmetically altered, had set three world records in August at the Nardo testing facility in Italy, recording a combined average speed of 154.06 mph (247.94 km/h) over the 50,000 km endurance test, and establishing twelve international endurance records. The Mercedes 190-E Cosworth was also featured on the second episode in series fifteen of the popular car show Top Gear.
Engin:
2.5-16 Cosworth
The Cosworth engine was based on the M102 four cylinder 2.3-litre 8-valve 136 hp (101 kW) unit already fitted to the 190- and E-Class series. Cosworth developed the cylinder head, "applying knowledge we've learnt from the DFV and BDA." It was made from light alloy using Coscast's unique casting process and brought with it dual overhead camshafts and four valves per cylinder, meaning 16 valves total which were developed to be the "largest that could practically be fitted into the combustion chamber".
In roadgoing trim,the 2.3 L 16-valve engine made "185 hp (138 kW) at 6,200 rpm and 174 lb·ft (236 N·m) at 4,500 rpm. The oversquare 95.50 x 80.25 mm bore and stroke dimensions ensuring that it revs easily up to the 7000 rpm redline". Acceleration from 0–100 km/h (62 mph) was less than eight seconds, and the top speed was 230 km/h (143 mph).
US-Specification cars had a slightly reduced compression ratio (9.7:1 instead of 10.5:1), and were rated at 167 hp (125 kW) @ 5800 rpm and 162 lb·ft (220 N·m) @ 4750.
The roadgoing version of the engine was reconfigured with reduced inlet and exhaust port sizes, different camshaft profiles, no dry sump configuration and Bosch K-jetronic replacing the specialised Kugelfischer fuel injection. These changes helped bring power down to the required 185 bhp (138 kW) specification, but still resulted in a "remarkably flexible engine, with a very flat torque curve and a wide power band". The heads for the engines were cast at Cosworth's Coscast foundry in Worcester and sent to Germany to be fitted to the rest of the engine, parts of which were different from the standard 2.3 including light pressed alloy pistons, and rings designed to withstand higher engine speeds, whilst con-rods, bearings and bearing caps were found to be strong enough as standard and left unaltered.
16v differences:
Due to their performance, the 16-valve cars were different from the other 190 models. The body kit on the 2.3-16 and 2.5-16 reduced the drag coefficient to 0.32, one of the lowest CD values on a four-door saloon of the time, whilst also reducing lift at speed. The steering ratio was quicker and the steering wheel smaller than that on other 190s, whilst the fuel tank was enlarged from 55 to 70 L. The Getrag 5-speed manual gearbox was unique to the 16-valve and featured a 'racing' gear pattern with 'dog-leg' first gear, left and down from neutral. This meant that the remaining 2nd, 3rd, 4th and 5th gears were in a simple H pattern allowing fast and easy selection. The gearchange quality was, however, noted as "notchy, baulky", criticisms which weren't levelled at the BMW M3 (E30) which shared the same gearbox. The pattern is also unusual in that the driver engages reverse by shifting left and up from neutral, as for first gear in a conventional pattern. This was demonstrated in a Top Gear episode (S15E02) where James May took a 190E 2.3-16 Cosworth and repeatedly confused reverse and first gear. An oil cooler was fitted to ensure sufficient oil cooling for the inevitable track use many of these cars were destined for.
The strictly four-seater interior had Recaro sports seats with strong side bolsters for front and rear passengers. 3 extra dials - an oil temperature gauge, stopwatch and voltmeter - were included in the centre console. The 190 E 2.3-16 was available in only two colours, Blue-Black metallic (Pearl Black in the US), and Smoke Silver. The 2.5-16 added Almandine Red and Astral Silver.
All 2.3-16-valve 190 models are fitted with a Limited Slip Differential (LSD) as standard. They were also available with Mercedes' ASD system which was standard equipment on the 2.5-16v. The ASD is an electronically controlled, hydraulically locking differential which activates automatically when required. The electronic control allows varied amounts of differential lock from the standard 15% right up to 100%. It is not a traction control system however, and can only maximize traction rather than prevent wheel spin. Activation of the ASD system is indicated by an illuminating amber triangle in the speedometer.
The suspension on 16-valve models is very different from the standard 190 (W201). As well as being lower and stiffer, it has quicker dampers, larger anti-roll bars, harder bushings and hydraulic Self-levelling suspension (SLS) on the rear. This allows the rear ride height to remain constant even when the car is fully loaded.
At the inauguration of the new, shorter Nürburgring in 1984, a race with identical cars was held, with former and current F1 pilots at the wheel. A then unknown Ayrton Senna took first place.
Private Teams such as AMG later entered the 2.3-16 in touring cars races, especially the DTM. In the late 1980s, the 2.5-16 (never released in the United States) raced many times, against the similar BMW M3 and even the turbocharged Ford Sierra RS Cosworth.
Evolution models:
2.5-16 Evolution II
With the debut of the BMW M3 Sport Evolution, Mercedes' direct competitor, it became obvious that the 2.5-16 needed a boost for the circuit. In March 1989, the 190 E 2.5-16 Evolution debuted at the Geneva Auto Show. The Evo I, as it came to be called, had a new spoiler and wider wheel arches. Many changes were made to under-the-skin components such as brakes and suspension. There was a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. All were intended to allow the Evolution cars to be even more effective round a track.
The Evo I's output is similar to the 202 bhp (151 kW) of the "regular" 2.5-16. However this car had a redesigned engine of similar capacity but, most importantly, a shorter stroke and bigger bore which would allow for a higher rev limit and improved top-end power capabilities. Additional changes stretch to "rotating masses lightened, lubrication improved and cam timing altered". Cosworth also list a project code "WAC" for the development of the short-stroke Evolution engine.
Only 502 units of the Evolution model were produced for homologation in compliance with DTM rules. For those customers desiring even more performance, a PowerPack option engineered by AMG was available for DM 18,000. The PowerPack option included hotter camshafts, a larger diameter throttle body, more aggressive ignition and fuel management as well as optimization of the intake and exhaust systems. The net result was an additional 30 bhp (22 kW).
In March 1990, at the Geneva Auto Show, the 190 E 2.5-16 Evolution II was shown. With the success of the first Evolution model, this model's 502-unit production was already sold before it was unveiled.
The "Evo II" included the AMG PowerPack fitted to the same short-stroke 2.5 engine as the Evolution, as well as a full SLS suspension allowing vehicle ride height to be adjusted from an interior switch. An obvious modification to the Evolution II is a radical body kit (designed by Prof. Richard Eppler from the University of Stuttgart) with a large adjustable rear wing, rear window spoiler, and Evolution II 17-inch wheels. The kit served an aerodynamic purpose — it was wind tunnel tested to reduce drag to 0.29, while at the same time increasing downforce. Period anecdotes tell of a BMW executive who was quoted as saying "if that rear wing works, we'll have to redesign our wind tunnel." The anecdote claims that BMW did.
As mentioned 500 were made in "blauschwarz" blue/black metallic. But the last two, numbers 501 and 502 were made in astral silver.
[Test taken from Wikipedia]
This Lego miniland-scale 190E 2.5-16 Evolution II sedan has been created for Flickr LUGNuts' 84th Build Challenge, our 7th birthday, - "LUGNuts Turns 7…or 49 in Dog Years", - where all the previous challenges are available to build to. In this case Challenge 57, - "From Mild to Wild", for vehicles that have been turned into something special out of the ordinary. And also challenge 33, - "Size Matters", - as a buddy challenge with Sirmanperson, who has produced the same 190E 2.5-16 Evolution II in 1:17 scale.
Scania K450C B 6X2 Irizar i6s Efficient de Bilman Bus en la parada de descanso en el área de servicio de Monreal del Campo.
Irizar i6s Efficient Integral de La Agostense reforzando a Alsa en la ruta Alicante-Madrid (VAC-055: Enatcar).
Moving efficiently around orbital spaceports and also on low gravity moons, these spacecraft were a practical and popular product from Llwyngwril Space Systems. Large engines and a big magno-clamp load bed enabled a wide variety of loads to be quickly and easily shifted around loading bays and warehouses. The large area under the load bed was given over to fuel tanks, meaning that the ship only had be re-fuelled when its pilots changed shift.
With centuries of hard use, these workhorses gradually became increasingly unreliable. Obsolescence also meant that spare parts became hard to find. The crews of the ships generally replaced one of the consonants in the ships' name, due to poor rates of availability and safety.
********************************
Inspired by this and built months ago but I've got a Lego photography backlog.
conceptships.blogspot.co.uk/2017/06/lifter-from-alien-cov...
Off grid living video series # 18: Energy Efficient Homes-Conclusion off-grid-living.com/off-grid-living-membership-sign-up/me...
They like returning to the same perch. Perhaps it's just because it's efficient. Lots of activity at Shepherds Bush now. So unlike a handful of weeks ago when it felt like all the birds were on holiday!
Energy efficient ('off the grid') Southern Vermont home features:
Electricity generation
2 turbine windmills
2 kinds of solar panels (rigid and amorphous/strips)
Heating/Water
Russian stove (closed chamber wood stove, thermal mass heating system)
solar water heating panels
gas powered radiant heating in the floor.
Low Energy Lighting & Appliances
Because of careful selection of lighting and appliances, the house is able to run within its energy budget almost all of the time.
After 2 years of running completely off-grid (with backup gasoline generator), we installed electricity (a "grid tie"), mostly used to feed excess capacity back into the grid.
Hints and Links on home energy consumption:
There are 2 ways to decrease home energy use.
1. Reduce power consumption.
2. Install a renewable energy system
The first can be as simple as replacing high usage incandescent bulbs with new compact flourescent bulbs and lighting fixtures. Around here, you can buy these products at a discount thru programs sponsored by the electric company (NStar).
Another good idea is replacing old appliances with newer energy efficient models.
There is a lot of information about energy saving here :
www1.eere.energy.gov/consumer/tips/
If you are interested in solar energy or other sustainable energy generation technologies, I suggest taking a look at www.homepower.com/ a magazine dedicated to "home-scale renewable energy and sustainable living".
This site has an overview article on Renewable Energy which is relatively short and clear. www.homepower.com/files/featured/HP116_pp46-50_Casale.pdf
Contact: For more information about energy efficient living you can write Paul at myerspe@starband.net
File: DSC_5825_ACR
Using NASA's Hubble Space Telescope and a new observing technique, astronomers have found that dark matter forms much smaller clumps than previously known. This result confirms one of the fundamental predictions of the widely accepted "cold dark matter" theory.
All galaxies, according to this theory, form and are embedded within clouds of dark matter. Dark matter itself consists of slow-moving, or “cold,” particles that come together to form structures ranging from hundreds of thousands of times the mass of the Milky Way galaxy to clumps no more massive than the heft of a commercial airplane. (In this context, "cold" refers to the particles' speed.)
The Hubble observation yields new insights into the nature of dark matter and how it behaves. "We made a very compelling observational test for the cold dark matter model and it passes with flying colors," said Tommaso Treu of the University of California, Los Angeles (UCLA), a member of the observing team.
Dark matter is an invisible form of matter that makes up the bulk of the universe's mass and creates the scaffolding upon which galaxies are built. Although astronomers cannot see dark matter, they can detect its presence indirectly by measuring how its gravity affects stars and galaxies. Detecting the smallest dark matter formations by looking for embedded stars can be difficult or impossible, because they contain very few stars.
While dark matter concentrations have been detected around large- and medium-sized galaxies, much smaller clumps of dark matter have not been found until now. In the absence of observational evidence for such small-scale clumps, some researchers have developed alternative theories, including "warm dark matter." This idea suggests that dark matter particles are fast moving, zipping along too quickly to merge and form smaller concentrations. The new observations do not support this scenario, finding that dark matter is "colder" than it would have to be in the warm dark matter alternative theory.
"Dark matter is colder than we knew at smaller scales," said Anna Nierenberg of NASA's Jet Propulsion Laboratory in Pasadena, California, leader of the Hubble survey. "Astronomers have carried out other observational tests of dark matter theories before, but ours provides the strongest evidence yet for the presence of small clumps of cold dark matter. By combining the latest theoretical predictions, statistical tools and new Hubble observations, we now have a much more robust result than was previously possible."
Hunting for dark matter concentrations devoid of stars has proved challenging. The Hubble research team, however, used a technique in which they did not need to look for the gravitational influence of stars as tracers of dark matter. The team targeted eight powerful and distant cosmic "streetlights," called quasars (regions around active black holes that emit enormous amounts of light). The astronomers measured how the light emitted by oxygen and neon gas orbiting each of the quasars' black holes is warped by the gravity of a massive foreground galaxy, which is acting as a magnifying lens.
Using this method, the team uncovered dark matter clumps along the telescope's line of sight to the quasars, as well as in and around the intervening lensing galaxies. The dark matter concentrations detected by Hubble are 1/10,000th to 1/100,000th times the mass of the Milky Way's dark matter halo. Many of these tiny groupings most likely do not contain even small galaxies, and therefore would have been impossible to detect by the traditional method of looking for embedded stars.
The eight quasars and galaxies were aligned so precisely that the warping effect, called gravitational lensing, produced four distorted images of each quasar. The effect is like looking at a funhouse mirror. Such quadruple images of quasars are rare because of the nearly exact alignment needed between the foreground galaxy and background quasar. However, the researchers needed the multiple images to conduct a more detailed analysis.
The presence of the dark matter clumps alters the apparent brightness and position of each distorted quasar image. Astronomers compared these measurements with predictions of how the quasar images would look without the influence of the dark matter. The researchers used the measurements to calculate the masses of the tiny dark matter concentrations. To analyze the data, the researchers also developed elaborate computing programs and intensive reconstruction techniques.
"Imagine that each one of these eight galaxies is a giant magnifying glass," explained team member Daniel Gilman of UCLA. "Small dark matter clumps act as small cracks on the magnifying glass, altering the brightness and position of the four quasar images compared to what you would expect to see if the glass were smooth."
The researchers used Hubble’s Wide Field Camera 3 to capture the near-infrared light from each quasar and disperse it into its component colors for study with spectroscopy. Unique emissions from the background quasars are best seen in infrared light. "Hubble's observations from space allow us to make these measurements in galaxy systems that would not be accessible with the lower resolution of ground-based telescopes—and Earth's atmosphere is opaque to the infrared light we needed to observe," explained team member Simon Birrer of UCLA.
Treu added: "It's incredible that after nearly 30 years of operation, Hubble is enabling cutting-edge views into fundamental physics and the nature of the universe that we didn't even dream of when the telescope was launched."
The gravitational lenses were discovered by sifting through ground-based surveys such as the Sloan Digital Sky Survey and Dark Energy Survey, which provide the most detailed three-dimensional maps of the universe ever made. The quasars are located roughly 10 billion light-years from Earth; the foreground galaxies, about 2 billion light-years.
The number of small structures detected in the study offers more clues about dark matter's nature. "The particle properties of dark matter affect how many clumps form," Nierenberg explained. "That means you can learn about the particle physics of dark matter by counting the number of small clumps."
However, the type of particle that makes up dark matter is still a mystery. "At present, there's no direct evidence in the lab that dark matter particles exist," Birrer said. "Particle physicists would not even talk about dark matter if the cosmologists didn’t say it's there, based on observations of its effects. When we cosmologists talk about dark matter, we're asking 'how does it govern the appearance of the universe, and on what scales?'"
Astronomers will be able to conduct follow-up studies of dark matter using future NASA space telescopes such as the James Webb Space Telescope and the Wide Field Infrared Survey Telescope (WFIRST), both infrared observatories. Webb will be capable of efficiently obtaining these measurements for all known quadruply lensed quasars. WFIRST's sharpness and large field of view will help astronomers make observations of the entire region of space affected by the immense gravitational field of massive galaxies and galaxy clusters. This will help researchers uncover many more of these rare systems.
The team will present its results at the 235th meeting of the American Astronomical Society in Honolulu, Hawaii.
The Hubble Space Telescope is a project of international cooperation between NASA and ESA (European Space Agency). NASA's Goddard Space Flight Center in Greenbelt, Maryland, manages the telescope. The Space Telescope Science Institute (STScI) in Baltimore, Maryland, conducts Hubble science operations. STScI is operated for NASA by the Association of Universities for Research in Astronomy in Washington, D.C.
For more information: www.nasa.gov/feature/goddard/2020/hubble-detects-smallest...
Credits: NASA, ESA, A. Nierenberg (JPL) and T. Treu (UCLA)
The 23rd May 2026 saw Wembley Stadium host the EFL Championship Playoff Final between Hull City and Middlesbrough, with many coaches heading to London. One such vehicle pictured transporting fans to the game was YS23 XFY, an Irizar i6s Efficient Integral coach in the fleet of Flagfinders, Braintree, Essex. It was new to Galleon 2009, Great Hallingbury, Essex in July 2023, joining Vectare, Rettendon on takeover in November of the same year. It transferred within the Transport Made Simple group to Flagfinders by June 2025.
Want to find out more? Join The PSV Circle - Details at www.psvcircle.org.uk
Copyright © P.J. Cook, all rights reserved. It is an offence to copy, use or post this image anywhere else without my permission.