View allAll Photos Tagged Exploits
Cigarettes with names like Hope, Fortune, Mighty ... sold on the streets of Iligan, Philippines by a child.
Exploiting a slight loophole here for Compositionally Challenged Week 35 Pick a Challenge / Week 13 Photographer's Choice. 😋
Because I've never done a pencil shot before, and hexagons are cool 👍
Exploitant : SETRAM
Réseau : SETRAM
Ligne : 5
Lieu : Saint-Martin (Le Mans, F-72)
Lien TC Infos : tc-infos.fr/id/5895
[ENG] The complex of Wetlands of Sastago-Bujaraloz constitutes a set of endorheic lagoons without drainage, temporary and saline, considered as the most extensive and important in Europe, being unique for its peculiarities. It is located between the towns of Bujaraloz (Huesca, Spain) and Sástago (Zaragoza, Spain) between the regions of Los Monegros and the Ribera Baja de Ebro. These lagoons are flooded after the rains, and some - located below the water table - They also receive underground water, the latter being the ones with the highest concentration of salts. The evaporation exposes the bottom of the lagoon with a characteristic white saline crust. The vegetation that lives in the salt flats is adapted to low rainfall and extreme temperatures, and is arranged in concentric rings depending on its tolerance to salinity, the macrophytes appearing inside the buckets. Among the inhabitants of the salt flats, the aquatic invertebrates that have adapted their cycle to the presence of water stand out. And in its vicinity you can see foxes, rabbits, garden dormouse and ocellated lizards, as well as the birds short-toed snake eagle, Eurasian stone-curlew, golden eagle, common sandpiper, lesser kestrel, Dupont's lark, black-bellied sandgrouse and pin-tailed sandgrouse.
The Salada de la Playa is the largest of the whole and with the greatest presence of water, in which there are ruins of constructions related to the exploitation of salt dating from the 17th and 18th centuries, between those that include evaporation terraces, wells, salt store and barracks of soldiers guarding the farms.
Other pictures in Saladas de Sástago-Bujaraloz album.
[ESP] El complejo de Humedales de Sástago-Bujaraloz constituye un conjunto de lagunas endorreicas (sin desagüe), temporales y salinas, considerado como el más extenso e importante de Europa, siendo único por sus particularidades. Está situado entre las localidades de Bujaraloz (Huesca, España) y Sástago (Zaragoza, España) entre las comarcas de Los Monegros y la Ribera Baja de Ebro. Estas lagunas se inundan tras las lluvias, y algunas –situadas por debajo del nivel freático- también reciben agua subterráneas, siendo estas últimas las que tienen mayor concentración de sales. La evaporación deja al descubierto el fondo de la laguna con una costra salina blanca característica. La vegetación que vive en las salinas está adaptada a las lluvias escasas y a las temperaturas extremas, y se dispone en anillos concéntricos en función de su tolerancia a la salinidad, apareciendo en el interior de las cubetas los macrófitos. Entre los moradores de las salinas destacan los invertebrados acuáticos que han adaptado su ciclo a la presencia de agua. Y en sus proximidades se pueden observar zorros, conejos, lirón careto y lagartos ocelados, así como las aves culebrera europea, avutarda, archibebe común, alcaraván, ágila real, andarríos chico, cernícalo primilla, rocín o alondra de Dupond, ganga ortega y ganga común.
La Salada de la Playa es la mayor de todo el conjunto y con mayor presencia de agua, en la que existen ruinas de construcciones relacionadas con la explotación de la sal que datan de los siglos XVII y XVIII, entre las que se incluyen eras de evaporación, pozos, almacén de sal y cuartel de soldados que custodiaban las explotaciones.
Más fotografías en el álbum Saladas de Sástago-Bujaraloz
197862
Exploits. Escapades. Experiences.
All of them amazing and they all await just around the corner . . .
. . . on the road to The City by the Bay!
— in San Francisco, California.
#sanfrancisco
feelingthecolor.wordpress.com/2013/08/15/day-107-exploiting/
Found this excavator in a quarry near my hometown. There is a mountain that is mined for some years for its chalk to make cement from it. As you can see the place looks deserted and few pass by in those parts. It was interesting to see the people working there but was amazing when this excavator approached and I could see that it's not that tiny as it looked in the distance.
A backdoor is a means to access a computer system or encrypted data that bypasses the system's customary security mechanisms.
A developer may create a backdoor so that an application or operating system can be accessed for troubleshooting or other purposes. However, attackers often use backdoors that they detect or install themselves as part of an exploit. In some cases, a worm or virus is designed to take advantage of a backdoor created by an earlier attack.
Whether installed as an administrative tool, a means of attack or as a mechanism allowing the government to access encrypted data, a backdoor is a security risk because there are always threat actors looking for any vulnerability to exploit.
There have been a number of high-profile backdoor attacks that have occurred over the last few decades. One of the most noteworthy was Back Orifice, created in 1999 by a hacker group that called themselves Cult of the Dead Cow. Back Orifice enabled remote control of Windows computers thanks to operating system vulnerabilities.
Exploitant : Transdev Montesson les Rabaux
Réseau : Résalys
Ligne : R2S
Lieu : Gaudines (Saint-Germain-en-Laye, F-78)
Lien TC Infos : tc-infos.fr/vehicule/57877
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2610 (BC-388-WN)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1809
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
18/06/2016 15:55
Rue du Vergne ; F-33 BORDEAUX
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2610 (BC-388-WN)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 18 NAVETTE STADE EURO 2016
Voiture : 1809
Destination : Mise en Ligne
À l'occasion de l'UEFA EURO 2016 (coupe d'Europe de football), une ligne spéciale a été créée pour délester le Tram C de l'afflux de supporters, malgré les renforts mis en place. Cette "Navette Stade" porte le numéro 18, et fait la liaison entre le Parc des Expositions (et Nouveau Stade) et la station Tram B "La Cité du Vin" (anciennement "Bassins à Flot"), pour une correspondance depuis/vers le Centre-Ville. Cette Navette est mise en place avant et après le match, pour répartir les mouvements sur 2 axes. Pour l'occasion, un large périmètre avait été bloqué à la circulation autour du Stade Matmut Atlantique pour faciliter la circulation des supporters et des bus, et un arrêt spécial a été aménagé parallèlement à la station de Tram. Une zone de stationnement était mise en place pendant le match pour les bus assurant la Navette sur les "Rue du Vergne" et "Avenue de la Jallère". Cette Navette a été pérennisée au sein de l'offre TBM pour les événements au Stade Matmut Atlantique.
18/06/2016 15:56
Rue du Vergne ; F-33 BORDEAUX
Behind the nets shines freedom. Outside, everything is blurry . Inside, the son complicate everything.
"Copyright © – Nikola Bernard
The reproduction, publication, modification, transmission or exploitation of any work contained herein for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Exploitant : Keolis Aude
Réseau : Citibus
Lieu : Les Exals (Narbonne Plage, F-11)
Lien TC Infos : tc-infos.fr/vehicule/54912
Ville: Carros
Réseau: Lignes d'Azur
Exploitant: TACAVL
Numéro de parc: 74
Ligne: 69 Lei Fereiro - Mediatheque
The exploitation rights for this text are the property of the Vienna Tourist Board. This text may be reprinted free of charge until further notice, even partially and in edited form. Forward sample copy to: Vienna Tourist Board, Media Management, Invalidenstraße 6, 1030 Vienna; media.rel@wien.info. All information in this text without guarantee.
Author: Andreas Nierhaus, Curator of Architecture/Wien Museum
Last updated January 2014
Architecture in Vienna
Vienna's 2,000-year history is present in a unique density in the cityscape. The layout of the center dates back to the Roman city and medieval road network. Romanesque and Gothic churches characterize the streets and squares as well as palaces and mansions of the baroque city of residence. The ring road is an expression of the modern city of the 19th century, in the 20th century extensive housing developments set accents in the outer districts. Currently, large-scale urban development measures are implemented; distinctive buildings of international star architects complement the silhouette of the city.
Due to its function as residence of the emperor and European power center, Vienna for centuries stood in the focus of international attention, but it was well aware of that too. As a result, developed an outstanding building culture, and still today on a worldwide scale only a few cities can come up with a comparable density of high-quality architecture. For several years now, Vienna has increased its efforts to connect with its historical highlights and is drawing attention to itself with some spectacular new buildings. The fastest growing city in the German-speaking world today most of all in residential construction is setting standards. Constants of the Viennese architecture are respect for existing structures, the palpability of historical layers and the dialogue between old and new.
Culmination of medieval architecture: the Stephansdom
The oldest architectural landmark of the city is St. Stephen's Cathedral. Under the rule of the Habsburgs, defining the face of the city from the late 13th century until 1918 in a decisive way, the cathedral was upgraded into the sacral monument of the political ambitions of the ruling house. The 1433 completed, 137 meters high southern tower, by the Viennese people affectionately named "Steffl", is a masterpiece of late Gothic architecture in Europe. For decades he was the tallest stone structure in Europe, until today he is the undisputed center of the city.
The baroque residence
Vienna's ascension into the ranks of the great European capitals began in Baroque. Among the most important architects are Johann Bernhard Fischer von Erlach and Johann Lucas von Hildebrandt. Outside the city walls arose a chain of summer palaces, including the garden Palais Schwarzenberg (1697-1704) as well as the Upper and Lower Belvedere of Prince Eugene of Savoy (1714-22). Among the most important city palaces are the Winter Palace of Prince Eugene (1695-1724, now a branch of the Belvedere) and the Palais Daun-Kinsky (auction house in Kinsky 1713-19). The emperor himself the Hofburg had complemented by buildings such as the Imperial Library (1722-26) and the Winter Riding School (1729-34). More important, however, for the Habsburgs was the foundation of churches and monasteries. Thus arose before the city walls Fischer von Erlach's Karlskirche (1714-39), which with its formal and thematic complex show façade belongs to the major works of European Baroque. In colored interior rooms like that of St. Peter's Church (1701-22), the contemporary efforts for the synthesis of architecture, painting and sculpture becomes visible.
Upgrading into metropolis: the ring road time (Ringstraßenzeit)
Since the Baroque, reflections on extension of the hopelessly overcrowed city were made, but only Emperor Franz Joseph ordered in 1857 the demolition of the fortifications and the connection of the inner city with the suburbs. 1865, the Ring Road was opened. It is as the most important boulevard of Europe an architectural and in terms of urban development achievement of the highest rank. The original building structure is almost completely preserved and thus conveys the authentic image of a metropolis of the 19th century. The public representational buildings speak, reflecting accurately the historicism, by their style: The Greek Antique forms of Theophil Hansen's Parliament (1871-83) stood for democracy, the Renaissance of the by Heinrich Ferstel built University (1873-84) for the flourishing of humanism, the Gothic of the Town Hall (1872-83) by Friedrich Schmidt for the medieval civic pride.
Dominating remained the buildings of the imperial family: Eduard van der Nüll's and August Sicardsburg's Opera House (1863-69), Gottfried Semper's and Carl Hasenauer's Burgtheater (1874-88), their Museum of Art History and Museum of Natural History (1871-91) and the Neue (New) Hofburg (1881-1918 ). At the same time the ring road was the preferred residential area of mostly Jewish haute bourgeoisie. With luxurious palaces the families Ephrussi, Epstein or Todesco made it clear that they had taken over the cultural leadership role in Viennese society. In the framework of the World Exhibition of 1873, the new Vienna presented itself an international audience. At the ring road many hotels were opened, among them the Hotel Imperial and today's Palais Hansen Kempinski.
Laboratory of modernity: Vienna around 1900
Otto Wagner's Postal Savings Bank (1903-06) was one of the last buildings in the Ring road area Otto Wagner's Postal Savings Bank (1903-06), which with it façade, liberated of ornament, and only decorated with "functional" aluminum buttons and the glass banking hall now is one of the icons of modern architecture. Like no other stood Otto Wagner for the dawn into the 20th century: His Metropolitan Railway buildings made the public transport of the city a topic of architecture, the church of the Psychiatric hospital at Steinhofgründe (1904-07) is considered the first modern church.
With his consistent focus on the function of a building ("Something impractical can not be beautiful"), Wagner marked a whole generation of architects and made Vienna the laboratory of modernity: in addition to Joseph Maria Olbrich, the builder of the Secession (1897-98) and Josef Hoffmann, the architect of the at the western outskirts located Purkersdorf Sanatorium (1904) and founder of the Vienna Workshop (Wiener Werkstätte, 1903) is mainly to mention Adolf Loos, with the Loos House at the square Michaelerplatz (1909-11) making architectural history. The extravagant marble cladding of the business zone stands in maximal contrast, derived from the building function, to the unadorned facade above, whereby its "nudity" became even more obvious - a provocation, as well as his culture-critical texts ("Ornament and Crime"), with which he had greatest impact on the architecture of the 20th century. Public contracts Loos remained denied. His major works therefore include villas, apartment facilities and premises as the still in original state preserved Tailor salon Knize at Graben (1910-13) and the restored Loos Bar (1908-09) near the Kärntner Straße (passageway Kärntner Durchgang).
Between the Wars: International Modern Age and social housing
After the collapse of the monarchy in 1918, Vienna became capital of the newly formed small country of Austria. In the heart of the city, the architects Theiss & Jaksch built 1931-32 the first skyscraper in Vienna as an exclusive residential address (Herrengasse - alley 6-8). To combat the housing shortage for the general population, the social democratic city government in a globally unique building program within a few years 60,000 apartments in hundreds of apartment buildings throughout the city area had built, including the famous Karl Marx-Hof by Karl Ehn (1925-30). An alternative to the multi-storey buildings with the 1932 opened International Werkbundsiedlung was presented, which was attended by 31 architects from Austria, Germany, France, Holland and the USA and showed models for affordable housing in greenfield areas. With buildings of Adolf Loos, André Lurçat, Richard Neutra, Gerrit Rietveld, the Werkbundsiedlung, which currently is being restored at great expense, is one of the most important documents of modern architecture in Austria.
Modernism was also expressed in significant Villa buildings: The House Beer (1929-31) by Josef Frank exemplifies the refined Wiener living culture of the interwar period, while the house Stonborough-Wittgenstein (1926-28, today Bulgarian Cultural Institute), built by the philosopher Ludwig Wittgenstein together with the architect Paul Engelmann for his sister Margarete, by its aesthetic radicalism and mathematical rigor represents a special case within contemporary architecture.
Expulsion, war and reconstruction
After the "Anschluss (Annexation)" to the German Reich in 1938, numerous Jewish builders, architects (female and male ones), who had been largely responsible for the high level of Viennese architecture, have been expelled from Austria. During the Nazi era, Vienna remained largely unaffected by structural transformations, apart from the six flak towers built for air defense of Friedrich Tamms (1942-45), made of solid reinforced concrete which today are present as memorials in the cityscape.
The years after the end of World War II were characterized by the reconstruction of the by bombs heavily damaged city. The architecture of those times was marked by aesthetic pragmatism, but also by the attempt to connect with the period before 1938 and pick up on current international trends. Among the most important buildings of the 1950s are Roland Rainer's City Hall (1952-58), the by Oswald Haerdtl erected Wien Museum at Karlsplatz (1954-59) and the 21er Haus of Karl Schwanzer (1958-62).
The youngsters come
Since the 1960s, a young generation was looking for alternatives to the moderate modernism of the reconstruction years. With visionary designs, conceptual, experimental and above all temporary architectures, interventions and installations, Raimund Abraham, Günther Domenig, Eilfried Huth, Hans Hollein, Walter Pichler and the groups Coop Himmelb(l)au, Haus-Rucker-Co and Missing Link rapidly got international attention. Although for the time being it was more designed than built, was the influence on the postmodern and deconstructivist trends of the 1970s and 1980s also outside Austria great. Hollein's futuristic "Retti" candle shop at Charcoal Market/Kohlmarkt (1964-65) and Domenig's biomorphic building of the Central Savings Bank in Favoriten (10th district of Vienna - 1975-79) are among the earliest examples, later Hollein's Haas-Haus (1985-90), the loft conversion Falkestraße (1987/88) by Coop Himmelb(l)au or Domenig's T Center (2002-04) were added. Especially Domenig, Hollein, Coop Himmelb(l)au and the architects Ortner & Ortner (ancient members of Haus-Rucker-Co) by orders from abroad the new Austrian and Viennese architecture made a fixed international concept.
MuseumQuarter and Gasometer
Since the 1980s, the focus of building in Vienna lies on the compaction of the historic urban fabric that now as urban habitat of high quality no longer is put in question. Among the internationally best known projects is the by Ortner & Ortner planned MuseumsQuartier in the former imperial stables (competition 1987, 1998-2001), which with institutions such as the MUMOK - Museum of Modern Art Foundation Ludwig, the Leopold Museum, the Kunsthalle Wien, the Architecture Center Vienna and the Zoom Children's Museum on a wordwide scale is under the largest cultural complexes. After controversies in the planning phase, here an architectural compromise between old and new has been achieved at the end, whose success as an urban stage with four million visitors (2012) is overwhelming.
The dialogue between old and new, which has to stand on the agenda of building culture of a city that is so strongly influenced by history, also features the reconstruction of the Gasometer in Simmering by Coop Himmelb(l)au, Wilhelm Holzbauer, Jean Nouvel and Manfred Wehdorn (1999-2001). Here was not only created new housing, but also a historical industrial monument reinterpreted into a signal in the urban development area.
New Neighborhood
In recent years, the major railway stations and their surroundings moved into the focus of planning. Here not only necessary infrastructural measures were taken, but at the same time opened up spacious inner-city residential areas and business districts. Among the prestigious projects are included the construction of the new Vienna Central Station, started in 2010 with the surrounding office towers of the Quartier Belvedere and the residential and school buildings of the Midsummer quarter (Sonnwendviertel). Europe's largest wooden tower invites here for a spectacular view to the construction site and the entire city. On the site of the former North Station are currently being built 10,000 homes and 20,000 jobs, on that of the Aspangbahn station is being built at Europe's greatest Passive House settlement "Euro Gate", the area of the North Western Railway Station is expected to be developed from 2020 for living and working. The largest currently under construction residential project but can be found in the north-eastern outskirts, where in Seaside Town Aspern till 2028 living and working space for 40,000 people will be created.
In one of the "green lungs" of Vienna, the Prater, 2013, the WU campus was opened for the largest University of Economics of Europe. Around the central square spectacular buildings of an international architect team from Great Britain, Japan, Spain and Austria are gathered that seem to lead a sometimes very loud conversation about the status quo of contemporary architecture (Hitoshi Abe, BUSarchitektur, Peter Cook, Zaha Hadid, NO MAD Arquitectos, Carme Pinós).
Flying high
International is also the number of architects who have inscribed themselves in the last few years with high-rise buildings in the skyline of Vienna and make St. Stephen's a not always unproblematic competition. Visible from afar is Massimiliano Fuksas' 138 and 127 meters high elegant Twin Tower at Wienerberg (1999-2001). The monolithic, 75-meter-high tower of the Hotel Sofitel at the Danube Canal by Jean Nouvel (2007-10), on the other hand, reacts to the particular urban situation and stages in its top floor new perspectives to the historical center on the other side.
Also at the water stands Dominique Perrault's DC Tower (2010-13) in the Danube City - those high-rise city, in which since the start of construction in 1996, the expansion of the city north of the Danube is condensed symbolically. Even in this environment, the slim and at the same time striking vertically folded tower of Perrault is beyond all known dimensions; from its Sky Bar, from spring 2014 on you are able to enjoy the highest view of Vienna. With 250 meters, the tower is the tallest building of Austria and almost twice as high as the St. Stephen's Cathedral. Vienna, thus, has acquired a new architectural landmark which cannot be overlooked - whether it also has the potential to become a landmark of the new Vienna, only time will tell. The architectural history of Vienna, where European history is presence and new buildings enter into an exciting and not always conflict-free dialogue with a great and outstanding architectural heritage, in any case has yet to offer exciting chapters.
Info: The folder "Architecture: From Art Nouveau to the Presence" is available at the Vienna Tourist Board and can be downloaded on www.wien.info/media/files/guide-architecture-in-wien.pdf.
Click "L" for larger version.
Face of an Indian woman.
This image has a signed model release.
For more photos like this one.click MY SITE subirbasak.orgfree.com.....
P.S."Copyright © – Subir Basak.
The reproduction, publication, modification, transmission or exploitation of any work contained herein for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Red Fox - Essex. These are 1st year siblings trying to understand their position within their group, trying to stay free from disease or injury which would be catastrophic to their ability to find food, above all else they have to contend with people, some of whom feed them which allows others to exploit their trust and do them harm. It's a very hard world they face.
Véhicule : IVECO BUS Crossway Line (13m.) €6
Identification : 4403 (DK-281-AK)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : n.c.
Service : n.c.
Destination : n.c.
Véhicule : IRISBUS IVECO Récréo II (12,80m.) EEV
Identification : 4248 (CJ-759-NR)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : 102
Service : 42
Destination : n.c.
Véhicule : MERCEDES-BENZ O560 Intouro E €4
Identification : 9111 (ET-100-QD)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : 102
Service : 16
Destination : n.a.
Véhicule : IVECO BUS Crossway Pop (13m.) €6
Identification : 4464 (EP-450-FD)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : TransGironde (Région Nouvelle-Aquitaine)
Ligne : n.c.
Service : n.c.
Destination : n.a.
16/04/2019 15:21
Avenue de la Côté d'Argent ; F-33 BIGANOS
"Director's house"
Maison du directeur de la Saline Royale d'Arc et Senans (Franche-Comté - Jura 2016)
<Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved
Exploitant : Keolis Argenteuil Boucles de Seine
Réseau : IDF Mobilités – Argenteuil – Boucles de Seine
Lieu : Centre Opérationnel Bus d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/vehicule/22076
He has this sinking feeling…………
This is rather long and somber, I would skip reading it :)
His performance review at his place of employment is coming up within the next month. He is an architect and he loves his job. The job has a built in renewal and variety because each project is different and each typically has a relatively short time frame. He is able to explore emotional, physical and spiritual connections in conceptual design. He engages in technical and administrative problem solving during documentation. He wings it during the free-for-all that is construction. A project goes through all of the phases and then the next project starts anew.
He learns something new every single day. Although he still has much to learn, he has his moments where he is good at his job. He has been working on construction administration for the past two years on a single project, which is much longer than usual but the project is much larger. He has an acute understanding of the need for efficiency in his work, proper prioritization and the importance of highlighting potential construction and/or liability issues to his firm. This protects the firm financially and legally – which provides him with a salary and job security. It also protects his personal time which provides him with a well-rounded life – time to spend with her and the boys, time to play with pictures and time to do laundry.
His review one year ago was excellent. This is about to change this year – and he was forewarned in his mid-year review. The focus is shifting from his performance. His firm is instituting ‘performance management’. This is more of a cultural phenomenon than an architectural one. She is a speech language pathologist, also is facing some aspects of this at her place of employment and he has heard of other industries incorporating this as well.
‘Performance Management’ first establishes your job description. Part of your review is based on your ability to achieve your job requirements. Then you must then establish personal / professional goals that fall outside of the scope of your job description. Goals that increase the marketability of the firm and directly benefit the firm are greatly encouraged. Reviews to track goal achievement status are held bi-monthly.
Essentially what this means is that you have to do work for and on behalf of your firm on your personal time.
The emotionally intelligent response is to find goals that are mutually beneficial to you and the firm. At this particular stage in his life, however, he does not have any available free time to devote to extra work projects. Either she, the boys or personal hygiene would need to be sacrificed. Maybe he should stop showering until his new ‘personal’ goals have been attained.
One of the reasons that he loves working at his firm is that they are very smart and have excellent processes. Intelligence is something that he values greatly, but they have totally dropped the ball on this issue. They present this nonsense to him as if they are doing this for his benefit and that it is in his best interest – although he does not need help deciding how to use his free time.
Unemployment in the United States is an issue, particularly in architecture. Now he is in a difficult position. He can choose to sacrifice his personal life to maintain his standing in his firm and keep his job. Or he can play the survival game of trying to get through bi-monthly reviews that highlight his lack of achievement for as long as he can until his job is lost. There are many qualified candidates out there – and many of those would gladly devote their free time to the firm in exchange for being employed.
Choosing between having a life and working to survive isn’t much of a choice. It is simple, crass exploitation. It’s disappointing. He thought we were better than that – he guesses we are not.
And he has this sinking feeling…………..
Photo: Auteur inconnu
(Interdiction de reproduire cette photo à des fins commerciales)
Photo prise dans les années 1960
Gare de Loèche
Motrice 11
La motrice 10 et la voiture voyageurs 22 ont été préservées par le chemin de fer touristique Blonay-Chamby.
La construction du train électrique à crémaillère débuta le 29 février 1912, après des années de projets. Son exploitation commença le 15 juillet 1915. Avec des rails d'un mètre de large, le train menait sur 10.5 km de la Souste à Loèche-les-Bains.
Afin d'économiser des frais, le tracé du chemin de fer empruntait la route sur plusieurs tronçons. Les premières années, le train desservait Loèche-les-Bains seulement durant la saison d'été. En hiver, le terminus était à Loèche-Ville. A partir de 1933 seulement, le chemin de fer assura un service permanent sur l'année.
Le nombre d'usagers traversant ainsi la valllée de la Dala jusqu'à Loèche-les-Bains est passé au fil des années de 15'255 à 133'879.
Le 27 mai 1967, l'exploitation de la ligne fut interrompue. L'acquisition de nouveau matériel roulant, ainsi que la séparation du tracé du chemin de fer de la route auraient demandé un investissement beaucoup trop conséquent. La concurrence grandissante de la voiture a également influencé ce choix. A partir de cette date, la LLB transporte les voyageurs au moyen de bus.
Initialement découvert en Sarre, le gisement houiller fut exploité côté français à partir de 1856 à Petite-Rosselle. La famille Wendel était alors à la tête d'un empire sidérurgique français.
La mine Wendel comportait 3 puits, créés de 1862 à 1935.
Interrompu par la Seconde Guerre mondiale, nationalisé en 1946, le carreau Wendel reprend ses travaux de modernisation et de creusement du puits Wendel 3 en 1947 pour s'achever en 1952, à 902 mètres de profondeur.
En 1960, le siège Wendel pouvait extraire jusqu'à 10 000 tonnes quotidiennes de charbon avec un effectif de 5 000 mineurs.
Il cesse son activité en 1986, mais une partie des infrastructures du site est encore utilisée jusqu'en 1989. Le puits Wendel 1 ferme en 1989, Wendel 2 en 1992 et Wendel 3 en 2001.
Aujourd'hui, le carreau Wendel est le plus important site d'extraction du charbon encore conservé en France. La quasi totalité des bâtiments et machines a été préservée.
Le site est ouvert au public. On peut y voir les machines d'extraction, les lavoirs, la sous-station électrique, les salles de douches et la lampisterie. On peut même descendre au fond d'un puits par un des ascenseurs qu'utilisaient les mineurs.
Face à ce patrimoine heureusement parvenu jusqu'à nous, on ne peut qu'être ému et rendre hommage à ces hommes qui ont, parfois au prix de leur vie, permis de chauffer les foyers français pendant plusieurs décennies.
Je n'ai malheureusement pas pu tout visiter, faute de temps. Voici une sélection de photos prises à l'extérieur du site.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!
Some background:
The OV-10 Bronco was initially conceived in the early 1960s through an informal collaboration between W. H. Beckett and Colonel K. P. Rice, U.S. Marine Corps, who met at Naval Air Weapons Station China Lake, California, and who also happened to live near each other. The original concept was for a rugged, simple, close air support aircraft integrated with forward ground operations. At the time, the U.S. Army was still experimenting with armed helicopters, and the U.S. Air Force was not interested in close air support.
The concept aircraft was to operate from expedient forward air bases using roads as runways. Speed was to be from very slow to medium subsonic, with much longer loiter times than a pure jet. Efficient turboprop engines would give better performance than piston engines. Weapons were to be mounted on the centerline to get efficient aiming. The inventors favored strafing weapons such as self-loading recoilless rifles, which could deliver aimed explosive shells with less recoil than cannons, and a lower per-round weight than rockets. The airframe was to be designed to avoid the back blast.
Beckett and Rice developed a basic platform meeting these requirements, then attempted to build a fiberglass prototype in a garage. The effort produced enthusiastic supporters and an informal pamphlet describing the concept. W. H. Beckett, who had retired from the Marine Corps, went to work at North American Aviation to sell the aircraft.
The aircraft's design supported effective operations from forward bases. The OV-10 had a central nacelle containing a crew of two in tandem and space for cargo, and twin booms containing twin turboprop engines. The visually distinctive feature of the aircraft is the combination of the twin booms, with the horizontal stabilizer that connected them at the fin tips. The OV-10 could perform short takeoffs and landings, including on aircraft carriers and large-deck amphibious assault ships without using catapults or arresting wires. Further, the OV-10 was designed to take off and land on unimproved sites. Repairs could be made with ordinary tools. No ground equipment was required to start the engines. And, if necessary, the engines would operate on high-octane automobile fuel with only a slight loss of power.
The aircraft had responsive handling and could fly for up to 5½ hours with external fuel tanks. The cockpit had extremely good visibility for both pilot and co-pilot, provided by a wrap-around "greenhouse" that was wider than the fuselage. North American Rockwell custom ejection seats were standard, with many successful ejections during service. With the second seat removed, the OV-10 could carry 3,200 pounds (1,500 kg) of cargo, five paratroopers, or two litter patients and an attendant. Empty weight was 6,969 pounds (3,161 kg). Normal operating fueled weight with two crew was 9,908 pounds (4,494 kg). Maximum takeoff weight was 14,446 pounds (6,553 kg).
The bottom of the fuselage bore sponsons or "stub wings" that improved flight performance by decreasing aerodynamic drag underneath the fuselage. Normally, four 7.62 mm (.308 in) M60C machine guns were carried on the sponsons, accessed through large forward-opening hatches. The sponsons also had four racks to carry bombs, pods, or fuel. The wings outboard of the engines contained two additional hardpoints, one per side. Racked armament in the Vietnam War was usually seven-shot 2.75 in (70 mm) rocket pods with white phosphorus marker rounds or high-explosive rockets, or 5" (127 mm) four-shot Zuni rocket pods. Bombs, ADSIDS air-delivered/para-dropped unattended seismic sensors, Mk-6 battlefield illumination flares, and other stores were also carried.
Operational experience showed some weaknesses in the OV-10's design. It was significantly underpowered, which contributed to crashes in Vietnam in sloping terrain because the pilots could not climb fast enough. While specifications stated that the aircraft could reach 26,000 feet (7,900 m), in Vietnam the aircraft could reach only 18,000 feet (5,500 m). Also, no OV-10 pilot survived ditching the aircraft.
The OV-10 served in the U.S. Air Force, U.S. Marine Corps, and U.S. Navy, as well as in the service of a number of other countries. In U.S. military service, the Bronco was operated until the early Nineties, and obsoleted USAF OV-10s were passed on to the Bureau of Alcohol, Tobacco, and Firearms for anti-drug operations. A number of OV-10As furthermore ended up in the hands of the California Department of Forestry (CDF) and were used for spotting fires and directing fire bombers onto hot spots.
This was not the end of the OV-10 in American military service, though: In 2012, the type gained new attention because of its unique qualities. A $20 million budget was allocated to activate an experimental USAF unit of two airworthy OV-10Gs, acquired from NASA and the State Department. These machines were retrofitted with military equipment and were, starting in May 2015, deployed overseas to support Operation “Inherent Resolve”, flying more than 120 combat sorties over 82 days over Iraq and Syria. Their concrete missions remained unclear, and it is speculated they provided close air support for Special Forces missions, esp. in confined urban environments where the Broncos’ loitering time and high agility at low speed and altitude made them highly effective and less vulnerable than helicopters.
Furthermore, these Broncos reputedly performed strikes with the experimental AGR-20A “Advanced Precision Kill Weapons System (APKWS)”, a Hydra 70-millimeter rocket with a laser-seeking head as guidance - developed for precision strikes against small urban targets with little collateral damage. The experiment ended satisfactorily, but the machines were retired again, and the small unit was dissolved.
However, the machines had shown their worth in asymmetric warfare, and the U.S. Air Force decided to invest in reactivating the OV-10 on a regular basis, despite the overhead cost of operating an additional aircraft type in relatively small numbers – but development and production of a similar new type would have caused much higher costs, with an uncertain time until an operational aircraft would be ready for service. Re-activating a proven design and updating an existing airframe appeared more efficient.
The result became the MV-10H, suitably christened “Super Bronco” but also known as “Black Pony”, after the program's internal name. This aircraft was derived from the official OV-10X proposal by Boeing from 2009 for the USAF's Light Attack/Armed Reconnaissance requirement. Initially, Boeing proposed to re-start OV-10 manufacture, but this was deemed uneconomical, due to the expected small production number of new serial aircraft, so the “Black Pony” program became a modernization project. In consequence, all airframes for the "new" MV-10Hs were recovered OV-10s of various types from the "boneyard" at Davis-Monthan Air Force Base in Arizona.
While the revamped aircraft would maintain much of its 1960s-vintage rugged external design, modernizations included a completely new, armored central fuselage with a highly modified cockpit section, ejection seats and a computerized glass cockpit. The “Black Pony” OV-10 had full dual controls, so that either crewmen could steer the aircraft while the other operated sensors and/or weapons. This feature would also improve survivability in case of incapacitation of a crew member as the result from a hit.
The cockpit armor protected the crew and many vital systems from 23mm shells and shrapnel (e. g. from MANPADS). The crew still sat in tandem under a common, generously glazed canopy with flat, bulletproof panels for reduced sun reflections, with the pilot in the front seat and an observer/WSO behind. The Bronco’s original cargo capacity and the rear door were retained, even though the extra armor and defensive measures like chaff/flare dispensers as well as an additional fuel cell in the central fuselage limited the capacity. However, it was still possible to carry and deploy personnel, e. g. small special ops teams of up to four when the aircraft flew in clean configuration.
Additional updates for the MV-10H included structural reinforcements for a higher AUW and higher g load maneuvers, similar to OV-10D+ standards. The landing gear was also reinforced, and the aircraft kept its ability to operate from short, improvised airstrips. A fixed refueling probe was added to improve range and loiter time.
Intelligence sensors and smart weapon capabilities included a FLIR sensor and a laser range finder/target designator, both mounted in a small turret on the aircraft’s nose. The MV-10H was also outfitted with a data link and the ability to carry an integrated targeting pod such as the Northrop Grumman LITENING or the Lockheed Martin Sniper Advanced Targeting Pod (ATP). Also included was the Remotely Operated Video Enhanced Receiver (ROVER) to provide live sensor data and video recordings to personnel on the ground.
To improve overall performance and to better cope with the higher empty weight of the modified aircraft as well as with operations under hot-and-high conditions, the engines were beefed up. The new General Electric CT7-9D turboprop engines improved the Bronco's performance considerably: top speed increased by 100 mph (160 km/h), the climb rate was tripled (a weak point of early OV-10s despite the type’s good STOL capability) and both take-off as well as landing run were almost halved. The new engines called for longer nacelles, and their circular diameter markedly differed from the former Garrett T76-G-420/421 turboprop engines. To better exploit the additional power and reduce the aircraft’s audio signature, reversible contraprops, each with eight fiberglass blades, were fitted. These allowed a reduced number of revolutions per minute, resulting in less noise from the blades and their tips, while the engine responsiveness was greatly improved. The CT7-9Ds’ exhausts were fitted with muzzlers/air mixers to further reduce the aircraft's noise and heat signature.
Another novel and striking feature was the addition of so-called “tip sails” to the wings: each wingtip was elongated with a small, cigar-shaped fairing, each carrying three staggered, small “feather blade” winglets. Reputedly, this installation contributed ~10% to the higher climb rate and improved lift/drag ratio by ~6%, improving range and loiter time, too.
Drawing from the Iraq experience as well as from the USMC’s NOGS test program with a converted OV-10D as a night/all-weather gunship/reconnaissance platform, the MV-10H received a heavier gun armament: the original four light machine guns that were only good for strafing unarmored targets were deleted and their space in the sponsons replaced by avionics. Instead, the aircraft was outfitted with a lightweight M197 three-barrel 20mm gatling gun in a chin turret. This could be fixed in a forward position at high speed or when carrying forward-firing ordnance under the stub wings, or it could be deployed to cover a wide field of fire under the aircraft when it was flying slower, being either slaved to the FLIR or to a helmet sighting auto targeting system.
The original seven hardpoints were retained (1x ventral, 2x under each sponson, and another pair under the outer wings), but the total ordnance load was slightly increased and an additional pair of launch rails for AIM-9 Sidewinders or other light AAMs under the wing tips were added – not only as a defensive measure, but also with an anti-helicopter role in mind; four more Sidewinders could be carried on twin launchers under the outer wings against aerial targets. Other guided weapons cleared for the MV-10H were the light laser-guided AGR-20A and AGM-119 Hellfire missiles, the Advanced Precision Kill Weapon System upgrade to the light Hydra 70 rockets, the new Laser Guided Zuni Rocket which had been cleared for service in 2010, TV-/IR-/laser-guided AGM-65 Maverick AGMs and AGM-122 Sidearm anti-radar missiles, plus a wide range of gun and missile pods, iron and cluster bombs, as well as ECM and flare/chaff pods, which were not only carried defensively, but also in order to disrupt enemy ground communication.
In this configuration, a contract for the conversion of twelve mothballed American Broncos to the new MV-10H standard was signed with Boeing in 2016, and the first MV-10H was handed over to the USAF in early 2018, with further deliveries lasting into early 2020. All machines were allocated to the newly founded 919th Special Operations Support Squadron at Duke Field (Florida). This unit was part of the 919th Special Operations Wing, an Air Reserve Component (ARC) of the United States Air Force. It was assigned to the Tenth Air Force of Air Force Reserve Command and an associate unit of the 1st Special Operations Wing, Air Force Special Operations Command (AFSOC). If mobilized the wing was gained by AFSOC (Air Force Special Operations Command) to support Special Tactics, the U.S. Air Force's special operations ground force. Similar in ability and employment to Marine Special Operations Command (MARSOC), U.S. Army Special Forces and U.S. Navy SEALs, Air Force Special Tactics personnel were typically the first to enter combat and often found themselves deep behind enemy lines in demanding, austere conditions, usually with little or no support.
The MV-10Hs are expected to provide support for these ground units in the form of all-weather reconnaissance and observation, close air support and also forward air control duties for supporting ground units. Precision ground strikes and protection from enemy helicopters and low-flying aircraft were other, secondary missions for the modernized Broncos, which are expected to serve well into the 2040s. Exports or conversions of foreign OV-10s to the Black Pony standard are not planned, though.
General characteristics:
Crew: 2
Length: 42 ft 2½ in (12,88 m) incl. pitot
Wingspan: 45 ft 10½ in(14 m) incl. tip sails
Height: 15 ft 2 in (4.62 m)
Wing area: 290.95 sq ft (27.03 m²)
Airfoil: NACA 64A315
Empty weight: 9,090 lb (4,127 kg)
Gross weight: 13,068 lb (5,931 kg)
Max. takeoff weight: 17,318 lb (7,862 kg)
Powerplant:
2× General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each,
driving 8-bladed Hamilton Standard 8 ft 6 in (2.59 m) diameter constant-speed,
fully feathering, reversible contra-rotating propellers with metal hub and composite blades
Performance:
Maximum speed: 390 mph (340 kn, 625 km/h)
Combat range: 198 nmi (228 mi, 367 km)
Ferry range: 1,200 nmi (1,400 mi, 2,200 km) with auxiliary fuel
Maximum loiter time: 5.5 h with auxiliary fuel
Service ceiling: 32.750 ft (10,000 m)
13,500 ft (4.210 m) on one engine
Rate of climb: 17.400 ft/min (48 m/s) at sea level
Take-off run: 480 ft (150 m)
740 ft (227 m) to 50 ft (15 m)
1,870 ft (570 m) to 50 ft (15 m) at MTOW
Landing run: 490 ft (150 m)
785 ft (240 m) at MTOW
1,015 ft (310 m) from 50 ft (15 m)
Armament:
1x M197 3-barreled 20 mm Gatling cannon in a chin turret with 750 rounds ammo capacity
7x hardpoints for a total load of 5.000 lb (2,270 kg)
2x wingtip launch rails for AIM-9 Sidewinder AAMs
The kit and its assembly:
This fictional Bronco update/conversion was simply spawned by the idea: could it be possible to replace the original cockpit section with one from an AH-1 Cobra, for a kind of gunship version?
The basis is the Academy OV-10D kit, mated with the cockpit section from a Fujimi AH-1S TOW Cobra (Revell re-boxing, though), chosen because of its “boxy” cockpit section with flat glass panels – I think that it conveys the idea of an armored cockpit section best. Combining these parts was not easy, though, even though the plan sound simple. Initially, the Bronco’s twin booms, wings and stabilizer were built separately, because this made PSR on these sections easier than trying the same on a completed airframe. One of the initial challenges: the different engines. I wanted something uprated, and a different look, and I had a pair of (excellent!) 1:144 resin engines from the Russian company Kompakt Zip for a Tu-95 bomber at hand, which come together with movable(!) eight-blade contraprops that were an almost perfect size match for the original three-blade props. Biggest problem: the Tu-95 nacelles have a perfectly circular diameter, while the OV-10’s booms are square and rectangular. Combining these parts and shapes was already a messy PST affair, but it worked out quite well – even though the result rather reminds of some Chinese upgrade measure (anyone know the Tu-4 copies with turboprops? This here looks similar!). But while not pretty, I think that the beafier look works well and adds to the idea of a “revived” aircraft. And you can hardly beat the menacing look of contraprops on anything...
The exotic, so-called “tip sails” on the wings, mounted on short booms, are a detail borrowed from the Shijiazhuang Y-5B-100, an updated Chinese variant/copy of the Antonov An-2 biplane transporter. The booms are simple pieces of sprue from the Bronco kit, the winglets were cut from 0.5mm styrene sheet.
For the cockpit donor, the AH-1’s front section was roughly built, including the engine section (which is a separate module, so that the basic kit can be sold with different engine sections), and then the helicopter hull was cut and trimmed down to match the original Bronco pod and to fit under the wing. This became more complicated than expected, because a) the AH-1 cockpit and the nose are considerably shorter than the OV-10s, b) the AH-1 fuselage is markedly taller than the Bronco’s and c) the engine section, which would end up in the area of the wing, features major recesses, making the surface very uneven – calling for massive PSR to even this out. PSR was also necessary to hide the openings for the Fujimi AH-1’s stub wings. Other issues: the front landing gear (and its well) had to be added, as well as the OV-10 wing stubs. Furthermore, the new cockpit pod’s rear section needed an aerodynamical end/fairing, but I found a leftover Academy OV-10 section from a build/kitbashing many moons ago. Perfect match!
All these challenges could be tackled, even though the AH-1 cockpit looks surprisingly stout and massive on the Bronco’s airframe - the result looks stockier than expected, but it works well for the "Gunship" theme. Lots of PSR went into the new central fuselage section, though, even before it was mated with the OV-10 wing and the rest of the model.
Once cockpit and wing were finally mated, the seams had to disappear under even more PSR and a spinal extension of the canopy had to be sculpted across the upper wing surface, which would meld with the pod’s tail in a (more or less) harmonious shape. Not an easy task, and the fairing was eventually sculpted with 2C putty, plus even more PSR… Looks quite homogenous, though.
After this massive body work, other hardware challenges appeared like small distractions. The landing gear was another major issue because the deeper AH-1 section lowered the ground clearance, also because of the chin turret. To counter this, I raised the OV-10’s main landing gear by ~2mm – not much, but it was enough to create a credible stance, together with the front landing gear transplant under the cockpit, which received an internal console to match the main landing gear’s length. Due to the chin turret and the shorter nose, the front wheel retracts backwards now. But this looks quite plausible, thanks to the additional space under the cockpit tub, which also made a belt feed for the gun’s ammunition supply believable.
To enhance the menacing look I gave the model a fixed refueling boom, made from 1mm steel wire and a receptor adapter sculpted with white glue. The latter stuff was also used add some antenna fairings around the hull. Some antennae, chaff dispensers and an IR decoy were taken from the Academy kit.
The ordnance came from various sources. The Sidewinders under the wing tips were taken from an Italeri F-16C/D kit, they look better than the missiles from the Academy Bronco kit. Their launch rails came from an Italeri Bae Hawk 200. The quadruple Hellfire launchers on the underwing hardpoints were left over from an Italeri AH-1W, and they are a perfect load for this aircraft and its role. The LAU-10 and -19 missile pods on the stub wings were taken from the OV-10 kit.
Painting and markings:
Finding a suitable and somewhat interesting – but still plausible – paint scheme was not easy. Taking the A-10 as benchmark, an overall light grey livery (with focus on low contrast against the sky as protection against ground fire) would have been a likely choice – and in fact the last operational American OV-10s were painted in this fashion. But in order to provide a different look I used the contemporary USAF V-22Bs and Special Operations MC-130s as benchmark, which typically carry a darker paint scheme consisting of FS 36118 (suitably “Gunship Gray” :D) from above, FS 36375 underneath, with a low, wavy waterline, plus low-viz markings. Not spectacular, but plausible – and very similar to the late r/w Colombian OV-10s.
The cockpit tub became Dark Gull Grey (FS 36231, Humbrol 140) and the landing gear white (Revell 301).
The model received an overall black ink washing and some post-panel-shading, to liven up the dull all-grey livery. The decals were gathered from various sources, and I settled for black USAF low-viz markings. The “stars and bars” come from a late USAF F-4, the “IP” tail code was tailored from F-16 markings and the shark mouth was taken from an Academy AH-64. Most stencils came from another Academy OV-10 sheet and some other sources.
Decals were also used to create the trim on the propeller blades and markings on the ordnance.
Finally, the model was sealed with a coat of matt acrylic varnish (Italeri) and some exhaust soot stains were added with graphite along the tail boom flanks.
A successful transplantation – but is this still a modified Bronco or already a kitbashing? The result looks quite plausible and menacing, even though the TOW Cobra front section appears relatively massive. But thanks to the bigger engines and extended wing tips the proportions still work. The large low-pressure tires look a bit goofy under the aircraft, but they are original. The grey livery works IMHO well, too – a more colorful or garish scheme would certainly have distracted from the modified technical basis.
'Win' (Winifred?) at the front and 'Norah' (holding the wheel) in their Talbot-Darracq Tourer at Brean (i think).
I picked up four old photo albums at a boot sale last weekend and they turned out to be full of wonderful pictures from 1922-1925 of the 'sisters' (Update: They may not have been blood relations!) exploits and travels, many of them local to my area. They lived in Weston-Super-Mare! - With research i have managed to find out quite a bit about them and the places they visited but hope to discover more as the weeks go on.
Lots more from this pair to come! - I will replace this 'photo of a photo' with a proper scan in time.
I've looked at the album's so much over the last week that It actually feels like I know them?! :)
Exploitant : SAVAC
Réseau : SQYBUS
Ligne : 439
Lieu : Ponts et Chaussées (Versailles, F-78)
Lien TC Infos : tc-infos.fr/vehicule/84380
"Flight over Mont Saint-Michel"
La pointe du Grouin du sud à St Léonard (La Manche)
Website : www.fluidr.com/photos/pat21
"Copyright © – Patrick Bouchenard
The reproduction, publication, modification, transmission or exploitation of any work contained here in for any use, personal or commercial, without my prior written permission is strictly prohibited. All rights reserved."
Volvo B7TL Wright Eclipse Gemini I, 2005
Here is a first time for Photos, the almighty Barton Coach Company... and this isn't a first encounter with the poor quality of BBC, as I've seen a few vehicles of theirs now that just really aren't up to standard, and this is one of them. No clue what happened to the bumper, this will remain a mystery for now...
This lovely vehicle started life in January 2005 with First Bus in Glasgow, and from what I'm aware, as only been with First and here with BCC, so not been very far otherwise...
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Exploit del 2003
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Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2631 (BD-130-KT)
Exploitant : Keolis Bordeaux Métropole
Réseau : TBM (Transports Bordeaux Métropole)
Dépôt : Centre d'Exploitation du Lac
Ligne : Lianes 9
Voiture : 0908
Destination : BORDEAUX Brandenburg par les Boulevards
Véhicule : MAN Lion's City G A23 CNG
Identification : 1406 (DQ-909-QV)
Exploitant : Keolis Bordeaux Métropole
Réseau : TBM (Transports Bordeaux Métropole)
Dépôt : Centre d'Exploitation du Lac
Ligne : Lianes 1+
Voiture : 0102
Destination : MÉRIGNAC Aéroport
Véhicule : VOLVO 7700A €4
Identification : 1783 (AW-964-RZ)
Exploitant : Keolis Bordeaux Métropole
Véhicule ex-SIBRA Annecy.
Réseau : TBM (Transports Bordeaux Métropole)
Dépôt : Centre d'Exploitation du Lac
Ligne : Lianes 9
Voiture : 0903
Destination : BORDEAUX Brandenburg par les Boulevards
Véhicule : MAN Lion's City G A23 CNG
Identification : 1413 (DQ-235-RD)
Exploitant : Keolis Bordeaux Métropole
Réseau : TBM (Transports Bordeaux Métropole)
Dépôt : Centre d'Exploitation du Lac
Ligne : Lianes 1+
Voiture : 0109
Destination : MÉRIGNAC Aéroport
06/02/2019 17:00
Gare Saint-Jean ; Bordeaux
Véhicule : IRISBUS IVECO Citelis 18 GNV
Identification : 2653 (BN-397-LT)
Exploitant : Keolis Bordeaux Métropole
Dépôt : Centre d'Exploitation du Lac (CEL)
Réseau : TBM (Bordeaux Métropole)
Ligne : 160 NAVETTE RELAIS TRAM B
Voiture : 16017
Destination : BORDEAUX Musée d'Aquitaine
Du Lundi 27 Juillet au Jeudi 6 Août 2020, la ligne de Tram B a été interrompue en plusieurs phases pour les travaux estivaux, consistant en une maintenance et une réfection du système d'Alimentation Par le Sol (APS).
Du 27/07 au 31/07 d'abord, entre les stations "Quinconces" et "Saint-Nicolas" en journée, et prolongée jusqu'aux antennes de PESSAC en soirée et jusqu'à fin de service. Les 3 et 4 Août ensuite, entre les stations "Quinconces" et "Musée d'Aquitaine" (pas de Bus de Substitution). Les 5 et 6 Août pour finir, entre les stations "Berges de la Garonne" et "Musée d'Aquitaine".
Sur les première et troisième phases, des Bus de Substitution ont été mis en place en relais du tram, avec des bus articulés.
06/08/2020 13:41
Quai Armand Lalande ; F-33 BORDEAUX
Exploitant : Keolis Argenteuil Boucles de Seine
Réseau : IDF Mobilités – Argenteuil – Boucles de Seine
Lieu : Centre Opérationnel Bus d'Argenteuil (Argenteuil, F-95)
Lien TC Infos : tc-infos.fr/vehicule/22074
The Roar of the majestic Waterfalls still in my ears, I walked a bit on a rather difficult trail into the forest. I had to turn back after less than 500 m - my feet and legs to the knees in thick red mud - , and I felt ashamed knowing that Cabeza de Vaca (see my previous photo) and his companions in the early 1540s blazed a trail for 1600 km from the Brazilian coast to Paraquay! His view of nature must have been very different from mine, of course. He'd already spent more than a decade of utter naked (!) deprivation in what is today more-or-less Mexico, and then he made this South American exploit with no hotel for a late afternoon bath at the very place he named the Saint Mary Waterfalls.
It's not without cause that in his correspondence with the Spanish Throne he writes about the harshness of it all, the deprivations in this untamed nature.
And there I am... a mere transitory with a view to those magnifcient Falls seen already my many thousands. On the other hand, only few here, I think, have eye for Spiderwort and Hoverfly. I'm afraid I can't scientifically name my finds but they sure are pretty!