View allAll Photos Tagged Exploits
Reached the top of Heygate Bank which rises out of Rosedale Abbey in the North York Moors.
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© Copyright 2014 Philip Hunter, All Rights Reserved.
You do NOT have the right to copy, reproduced, download, or exploit any of my images without my permission.
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"Light and shadow"
Jardin Dumaine à Luçon (Pays de la Loire - Vendée)
Album "Jardin Dumaine" :
www.flickr.com/photos/pat21/sets/72157651858102414
Website : www.fluidr.com/photos/pat21
picssr.com/photos/pat21?ref=user
"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."
"Mowing the Bank"
Hué (Vietnam)
"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 Aude
Réseau : Citibus
Lieu : Les Exals (Narbonne Plage, F-11)
Lien TC Infos : tc-infos.fr/vehicule/54912
A lump of scallop boat equipment, photographed on Kentmere 400 with the Nikon F501. Film developed in Xtol at 1+1.
RIP Tomahawk Expressway... I regret not exploiting you as much as I could have.
I will forever remember the copious amount of $$$ you made me. Goodbye my good friend.
Le Domaine de Tresbaudon est une exploitation familiale reprise en 1996 par Caroline et Olivier RICARD. Ils ont transformé l’exploitation fruitière des parents d’Olivier en domaine viticole.
Le domaine est situé à quelques pas de la Durance, sur la commune de Tallard, à une quinzaine de kilomètres de Gap.
Les différentes cuvées sont élaborées à partir des cépages viognier, chardonnay et muscat à petits grains pour les blancs et syrah, cinsault, merlot, cabernet sauvignon pour les rosés et rouges.
Extrait de :
www.vinsdeshautesalpes.fr/domaine-de-tresbaudon/
La photo est prise depuis la rive gauche de la Durance et présente le domaine qui s'est d'ailleurs largement étendu récemment avec de nouvelles plantations situées en hors-champ vers l'ouest (à gauche). La rivière est visible en bas de la photo, encore chargée après la pluie de sédiments marneux un peu gris. La puissante montagne dont on distingue le pied en haut de la photo est la montagne de Céüse.
The unknown story of the broken sea shells collectors
At Udaypur sea beach (3km from Digha at the Bengal-Orissa state border), hundreds of poor villagers (80% of them are women) gather on a particular time of the day at the peak of the low tide. They all carry a small net basket for collecting broken shells following the line of the waves. When the baskets are half-filled they empty their catch at the beach and go back to the waves again. Finally the shells are packed in bags for selling. After two hours of continuous hard work, two people together can fill only a 30-kg bag selling for INR Rs 30 (USD 50 cents) only.
The shells are rich source of calcium carbonate, use in feeder mainly at the India's growing poultry industry. Also, it has great demand in making the white (lime) paint. Traders and middlemen are always waiting to exploit these poor villagers. They make on-the-spot payment, collect the bags and transport them to the local market for a hefty profit of 300% by selling each bag for at least Rs 120 (USD $ 2).
I personally talked to the shell collectors and found no Govt. intervention to stop this exploitation. The state government can easily intervene by forming a cooperative and collecting the shells themselves by their nodal agencies with a reasonable price.
Udaypur Sea Beach, Bay of Bengal
Images of Bengal, India
SEE MY SET: flic.kr/s/aHsjD7ftWp
España - Huelva - Minas de Riotinto - Mina de Cerro Colorado
ENGLISH
According to myth, Rio Tinto is the fabled mines of King Solomon, and a section of the area is still known as Cerro Salomón today. Tales of the Iberian Peninsula's mineral wealth that drew Phoenician merchants to its shores, followed by a succession of Greek, Carthaginian and Roman invasions. The Rio Tinto mines were worked so intensively by the Romans they were among the most prized rewards that control of Iberia yielded. .
The mines were rediscovered in 1556 but it was not until 1724 the mines were reopened. Frustration, under investment, corruption and inefficiency dogged their exploitation when they were run by either the state or a series of entrepenueral lease holders. The ore was transported to port of Seville by mule and cart. Fed up with this situation, the Spanish government decided to sell the mines. Read the full history of the Rio Tinto Mines.
The mines were bought at auction at auction on 14 February 1873 by a British syndicate led by Hugh Matheson's Matheson and Company, which ultimately formed a syndicate consisting of Deutsche Bank (56% ownership), Matheson (24%), and railway firm Clark, Punchard and Company (20%) The winning bid was 92 million pesetas ( £ 3,680,000) a price later determined to be well below their real value. Especially since the bid specified that Spain permanently relinquish any right to claim royalties on the mine's production. The syndicate launched the Rio Tinto Company, registering it on 29 March 1873. At the end of the 1880s, control of the company was passed to the Rothschild family, who greatly increased the scale of its mining operations.
In true Anglo-Saxon style, the company's British managers soon had the mines running at full steam, literaly by construcing a railway to the coast to export the ore and bing in workers. Rio Tinto became one of the most important sources of copper and sulphur in the world. From 1877 to 1891, the Rio Tinto Mine was the world's leading producer of copper.
After difficulties during the Spanish civil war, the second world war and General Francos nationalist polocies the Rio Tinto Mining Company sold two thirds of its shares in 1954 (and the rest a few years later) The mines were taken over by Compañía Española de Minas de Riotinto, later Unión de Explosivos Riotinto, Riotinto Patiño, Riotinto Minera and lastly Minas de Riotinto S.A.L. Due to the falling price of minerals the mines were closed in 2001.
The "Parque Minero Riotinto" was set up in 1992, so that visitors can learn about the important history of these mines. It comprises a museum, a typical victorian mining engineeers house, a guided visit to the mines, and a train ride on the mining railway alongside the red coloured Rio Tinto.
EMED Tartessus a Spanish company owned by the multinational EMED Mining is restablishiing mining activity in Riotinto. In 2014 preparatory works begain with earth moving machinery operative again. On the 17th April 2015 the earth shook in Rio Tinto for the first time in 14 years at the company used 6.500 tonne of explosive to remove 28.000 tonne of sterile rock.
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ESPAÑOL
La historia de las Minas de Riotinto se remonta a las primeras civilizaciones organizadas. Ya en la Edad del Cobre el desarrollo de la mina, estaba unido al de las propias civilizaciones: tartesos, fenicios... Pero el desarrollo minero en esta época llegó con los romanos. La introducción por parte de éstos de nuevas técnicas permitió la continuación de los trabajos mineros. Los restos de escorias encontrados nos dan a conocer un gran desarrollo de la minería en aquella época, en la que ya se asientan civilizaciones almohades que obtienen de las minas tintes medicinales, estando poco desarrollada la minería extractiva.
En 1873, un consorcio británico compra las minas al Estado por 92 millones de pesetas y funda la Rio Tinto Company Limited. La compañía brindó el resurgir de Riotinto, se abrieron cortas de explotación y se desarrolló la minería interior.
En 1954, las minas pasan nuevamente a manos estatales. Tras esto, varias han sido las empresas que la han explotado: Compañía Española de Minas de Riotinto, Unión de Explosivos Riotinto, Riotinto Patiño, Riotinto Minera y por último Minas de Riotinto S.A.L. hasta su cierre en 2001, ya que el bajo precio de los metales no rentabilizaban la explotación. Desde entonces ha atravesado varias crisis que han hecho que la minería de Riotinto haya entrado en un túnel de difícil salida.
Desde 2007 el precio de los metales subieron debido a la demanda creciente de los países emergentes como China e India. Actualmente el yacimiento de Cerro Colorado se encuentra en proceso de reactivación a manos de la empresa de minería chipriota Atalaya Mining. El proyecto tiene una vida de 14 años con expectativas a aumentar dicha vida a 25 años. A fecha de hoy, enero de 2016, la mina se encuentra en explotación con un tratamiento de 5 millones de toneladas de mena al año
The Carreau Wendel Museum is the museum of the Wendel-Vuillemin coal pit, in Petite-Rosselle on the Saarland, Lorraine border. Though often in Germany, since 1945 it has been in Moselle department France.
The museum is an Anchor point on the European Route of Industrial Heritage.
The Wendel 1 pit was closed in 1989, Wendel 2 in 1992 and Wendel 3 in 2001. The first piece of coal was mined in Petite-Rosselle in June 1856, at the Saint-Charles pit. These pits are in France but surrounded on three sides by the national border with Germany. Several pits were dug between 1862 and 1889: Wendel 1, Wendel 2, Vuillemin 1 and Vuillemin 2. Emile Vuillemin was the consulting engineer for Charles de Wendel and Georges Hainguerlot's company- Compagnie Anonyme des Mines de Stiring. The coal produced was primarily used to fire the Wendel steelworks. The company became - Les Petits-fils de François de Wendel et Cie in 1889.
After the Second World War, the government required the industry to triple the Lorraine coal production within ten years. In the 1946 nationalising, the Wendel assets were assigned to public company Houillères du bassin de Lorraine. The Wendel 3 pit was dug in 1952, and in 1958 was equipped with the new wash house 3. The Wendel 1 and 2 pits were modernised and equipped with new headframes. After 1960, the coal recession hit: the company modernised wash house 1-2 in 1962 by creating a new module on top of the former wash house, adapted to the existing equipment. Operations and investment continued up until 1986 when central activities ceased. Some infrastructure continued to be used up until 1989 serving other pits in the Wendel franchise.
The museum is presented in several section. The simple tour shows the life of the miner and the hazardous working conditions. There is then an opportunity to take a guide tour down the workings seeing the machinery current when the last deep mine in France closed in 2004. There is an AM 100 heading machine, G210 electro-hydraulic loader, Electra 2000 shearer and ANF winning machine, roof supports etc.
En raison de l’exploitation et du renforcement des berges par l’homme, les aires de reproduction naturelles de l’hirondelle de rivage disparaissent. Heureusement ce petit oiseau s’adapte facilement et accepte maintenant de nicher dans les carrières et les sablières.
Exploiting my own designs is something I planned to do during my retirement days. But hey! I am retired!
Copyright © Heavenxxx89 2012 -2013 You may not, except with my express written permission, copy, reproduce, download,
distribute or exploit In any way Thank you
view my photostream here portfotolio.net/heavenxxx23
tree moonglowlilly.deviantart.com/art/PNG-TREE-AB-330801213
cosmos flowers brokenwing3dstock.deviantart.com/gallery/
sunflower brilijah.deviantart.com/art/sunflowers-PNG-170075462
For my beautiful little girl heaven Born sleeping 21/2/ 89 Love you 4 ever and an eternity R.I.P
An Angel in the book of life wrote down My Daughters Birth Then whispered as she shut the book to beautiful for earth
www.youtube.com/watch?v=fMfBKwCBgGI
sorry for not commenting much feeling sad at the moment I hate febuary it dont matter how many years pass it still feels like yesterday please bear with me thanks for your visits comments and faves your support means a great deal to me xxx
Eranthis hyemalis, the winter aconite, is a species of flowering plant in the buttercup family Ranunculaceae, native to calcareous woodland habitats in France, Italy and the Balkans, and widely naturalized elsewhere in Europe. It is a tuberous rooted herbaceous perennial growing to 15 cm (6 in), with large (2–3 cm (1–1 in)), yellow, cup-shaped flowers held above a collar of 3 leaf-like bracts, appearing in late winter and early spring. The six sepals are bright yellow and petaloid, and the petals are in the form of tubular nectaries.There are numerous stamens and usually six unfused carpels. The fruit are follicles each containing several seeds. As a spring ephemeral plant, its life cycle exploits the deciduous woodland canopy, flowering at the time of maximum sunlight reaching the forest floor, then completely dying back to its underground tuber after flowering.
Exploitant : Transdev Boucle des Lys
Réseau : IDF Mobilités – Saint Germain Boucles de Seine
Ligne : 21
Lieu : Gare de Marly-le-Roi – Bèque (Marly-le-Roi, F-78)
Lien TC Infos : tc-infos.fr/vehicule/29312
Exploitant : SPL TransUrbain
Réseau : TransUrbain
Ligne : T6
Lieu : Pôle d'Échanges SNCF (Évreux, F-27)
Lien TC Infos : tc-infos.fr/vehicule/17739
Le moulin de la Couvertoirade. La Couvertoirade constitue dès l’origine pour les Templiers un centre d’exploitation agricole. Sur ces terres, ils font cultiver aux paysans des céréales, élever des chevaux (pour la guerre) et des ovins (pour la viande, les peaux, le lait). Un bourg se développe autour du château, encore visible de nos jours. En 1312, l’ordre du Temple est dissous. L’ensemble de leurs biens revient aux Hospitaliers qui deviennent les nouveaux maîtres de La Couvertoirade. La bourgade compte 135 feux en 1328, soit environ 800 personnes. Au milieu du XIVe siècle, les « Routiers » (des compagnies de mercenaires vivant en bandes plus ou moins organisées et souvent peu disciplinées) pillent le Larzac. Par crainte de ces bandes armées, les habitants finissent par faire fortifier le bourg de 1439 à 1445. C'est Déodat d'Alaus, maître maçon de Saint-Beauzély, qui est chargé d'exécuter ces travaux. Malheureusement, ce territoire se sera déjà fortement dépeuplé.
Aujourd'hui majoritaires sur le réseau de transport de la métropole Toulousaine, il y'a 127 Mercedes-Benz Citaro G C2 NGT en circulation à Toulouse. Ces véhicules au gaz, ont été mis en service en plusieurs séries entre 2017 et 2022.
Voici le Mercedes-Benz Citaro G C2 NGT n°1958 traversant les Allées Jean Jaurès la Linéo 8.
Modèle : Mercedes-Benz Citaro G C2 NGT
Numéro de parc : 1958
Immatriculation : FE-326-LV
Mise en service : mars 2019
Exploitant : SMTC-Tisséo
Lieu : Allées Jean Jaurès, Toulouse
Infos complémentaires : WEB62822413137570
PART 3. (Please do start with Part 1, just 2 images back in my photostream)
The media, always eager to exploit the next blockbuster "breaking news" event, hyped the Laquan McDonald video and provided the movement with a stage for Act II, allowing a small group of activists to bring this city to a halt.
Chicago Mayor Rahm Emmanuel was cowed into submission, and allowed demonstrators to run amok along the Magnificent Mile throughout the Christmas shopping season, costing retailers millions in lost revenue, and the City millions more in police overtime.
Since then, the movement's trump card, its contention that the McDonald video is a "template" that can be applied to all police-involved shootings, has taken a big hit. The next video to be released, that of Ronald Johnson, clearly shows that he was armed with a gun when he was shot and killed.
What's more, the in-depth presentation by Cook County State's Attorney Anita Alvarez revealed that Ronald Johnson had been a passenger in a car that was shot at by rival gangbangers. Ronald Johnson then pulled his own gun and told the driver to let him out so he could hunt down that shooter himself.
Instead, Mr. Johnson faced the officers who were responding to the original "shots-fired" call by citizens in the area. If he had acted like a responsible citizen and assisted the officers, instead of taking the law into his own hands, those officers would have focused their attention on the original shooter and not on him. By putting himself - gun in hand - in the area where shots had been fired by a different gangbanger, he became the individual the responding officer focused on. Refusing to drop his weapon, he was eventually shot and killed.
The ultimate irony is that the Ronald Johnson video could be put forward as a "template" for the situation Chicago Police Officers usually face: armed predators who stubbornly refuse to surrender, either because doing so would violate their gang's code of conduct, or because they're so coked out of their mind that they truly believe themselves to be invincible.
The most recently released video, consists of surveillance footage that captured the killing of Cedrick Chapman back in 2013. This video fotage is inconclusive at best, and clearly does not live up to its billing as yet another example of racist White police officers executing yet another unarmed African American young man.
In fact, this particular African American young man had just car-jacked a fellow citizen. The officers in this case - armed with the information that this offender was armed and dangerous - spotted the vehicle in question with Cedrick Chapman behind the wheel, and gave chase.
When the offender bailed out, he first threw the vehicle's transmission into reverse. That's a favorite trick used by experienced auto-thieves, forcing police officers to jump into a moving vehicle and bring it to a halt before it can injure innocent bystanders or cause more property damage.
As soon as the first officer had brought the stolen vehicle to a halt, he joined his partner in the foot-pursuit of the fleeing felon. Too far back to assist his partner, who was about to pounce on the fleeing car-jacker, the first officer noticed that the offender was holding a black object in his right hand, The first officer - "fearing for his partner's life - then fired his own weapon, striking and killing the offender.
Does that sound just a little contrived? Yes, it does, but, in the absence of reliable information that proves otherwise, the anti-police movement has little to offer but the now familiar accusations. Left with nothing but hot air, the movement simply pivots back to its ace in the hole: the Lawuan McDonald video.
TO BE CONTINUED
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This mural at 57th & Lake Park is but one panel of a large mural devoted to peace vs. militarism, free speech and civil disobedience. This particular panel references the peace movement after the slaughter of the Great War (1914-1918). It shows a woman trying to get both sides to "put the guns down..."
Unfortunately, 40 years after this mural was painted, we can not get gangbangers on the South and West Side to put their guns down, and Chicago is on track to reap 600 homicides in 2016.
Ville: Carros
Réseau: Lignes d'Azur
Exploitant: Suma
Numéro de parc: 1350
Ligne: 69 Centre Commercial Lingostiere-Lei Feirriero
The Nashville, Chattanooga, and St. Louis Railroad Depot, constructed in 1917, is a locally significant example of standardized, functional railroad architecture in Sparta, Tennessee. The depot is associated with a pattern of railroad growth and monopoly that shaped economic and settlement trends in the southeast during the early twentieth century. Between 1902 and 1921, the Louisville and Nashville Railroad, the parent company of the Nashville, Chattanooga, and St. Louis, expanded its miles of track from 3,327 to 5,041 miles, representing an increase of 57%. Some of this new construction took place in White County as the railroad extended its 1884 Bon Air spur line to the new coal towns of Clifty, DeRossett, and Ravenscroft, near the border between White and Cumberland counties, in an attempt to better exploit coal and mineral ores. As historian Maury Klein observed in his study of the Louisville and Nashville, "it is significant that none of the new trackage tried to extend the L & N's territory but rather sought to exploit the existing territory more fully. What might be called a more mature phase of interterritorial strategy had arisen and was flourishing...[in the] cultivation of the sources of coal and ore traffic." (pp. 397-98)
White County was a significant producer of raw materials, especially coal and timber products, during the early twentieth century. After the coal company built an underground shaft at Bon Air in 1902, that single mine produced an average daily tonnage of 350 tons for the next twenty years. The adjacent Eastland Mine also opened in 1902 and produced an average of 350 tons daily for the next thirty years. Demand for raw materials increased even more dramatically during the First World War and great amounts of Cumberland Plateau coal and timber was shipped out of Sparta. White County walnut was especially in demand for use in gun stocks, first in orders from Allied nations and then, in late 1917 and 1918, for the U.S. Army.
Due to the increased traffic and demand for railroad services, the company in 1917 decided to replace the original frame Sparta depot, which housed only an office and freight room, with a new much larger brick depot. The new depot reflected the importance of the railroad, and the county's coal mines, to the economic life of Sparta. As the town's "gateway", it symbolized local prosperity and confidence at the height of the wartime boom in demand for raw materials. Moreover, the depot served Sparta itself as the town's major contact point between the national corporate economy and the local market economy.
The Nashville, Chattanooga, and St. Louis Railroad Depot also embodies a trend in early twentieth century railroad architecture that balanced the cost-saving strategies of the railroads against the demands of a more sophisticated local community. The design achieved economy, functionalism and comfort under one roof. The waiting rooms accommodated more passenger traffic on the line, while the spacious freight room and loading platforms handled the increased volume of timber, mineral, and agricultural products being shipped out of the county. Although a standardized design lay at the heart of the depot's plan, its roof line and minimal Craftsman-style exterior detailing reflected the use of minor architectural features and varying roof shapes to give uniqueness to the building. Particularly distinctive were the wide, overhanging, unbracketed roof eaves. The square bay window of the business office also helped to add variety to the form while the functionally-placed windows on east and west elevations, along with the decorative band of bricks, added rhythm to the building's appearance.
The Nashville, Chattanooga, and St. Louis Railroad Depot is associated with and physically represents the peak of railroad influence in White County during the early twentieth century. Even after a period of decline due to the popularity of the automobile and the building of the Memphis to Bristol Highway, this small-town depot has survived and was added to the National Register of Historic Places (NRHP) on December 7, 1992. All of the information above (and a bit more) was found on the original documents submitted for listing consideration and can be viewed here:
npgallery.nps.gov/NRHP/AssetDetail/9ea0e226-5cd8-49c3-9e5...
Three bracketed photos were taken with a handheld Nikon D7200 and combined with Photomatix Pro to create this HDR image. Additional adjustments were made in Photoshop CS6.
"For I know the plans I have for you", declares the LORD, "plans to prosper you and not to harm you, plans to give you hope and a future." ~Jeremiah 29:11
The best way to view my photostream is through Flickriver with the following link: www.flickriver.com/photos/photojourney57/
Véhicule : IVECO BUS Crossway Pop (13m.) €6
Identification : 4409 (DK-774-AY)
Exploitant : CFTI Transports David (Groupe Transdev)
Dépôt : Salles
Réseau : Région Nouvelle-Aquitaine (Région Nouvelle-Aquitaine)
Ligne : 114
Service : 09
Destination : n.a.
28/01/2021 14:13
Rue Masse ; F-33 SAINT-VINCENT-DE-PAUL
Les meetings sont l'occasion de rapprocher le public et ces pilotes passionnés qui font revivre l'histoire aérienne.
Stampe SV-4 au meeting national de Dijon-Longvic en 2008 (Bourgogne - Côte d'Or)
Website : www.fluidr.com/photos/pat21
picssr.com/photos/pat21?ref=user
"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
The sad story of the decline and administration of Wrightbus.
As recently as five years ago, Wrightbus was still riding high. It was vying with Alexander Dennis Limited as market leader in the United Kingdom (UK) for buses and indeed in some years prior to that it had actually been market leader. Yet barely a few years later, it had suffered a rapid decline and crashed into administration in one of the most significant issues to affect the industry since the TransBus International debacle. So what happened?
Well like all sad stories it’s important to start at the beginning. Wrightbus was founded in 1946 as Robert Wright & Son Coachbuilders in Ballymena, Northern Ireland. In its early years it rebodied lorries for schools and for local authorities for accessible transport needs. In 1978, the company released its first aluminium-structured bus bodywork but it went barely noticed in mainland of the UK. During the 1980s Wright was not yet a major player in the UK bus market, and most of its sales continued to be to the welfare sector. To try and expand its presence, it designed a very stylish coach body, the Wright Contour. It was built between 1982 until 1987, with the first entering service with Whittles in 1983. Most were fitted to Bedford Y series, but others were seven Leyland Tigers for Ulsterbus, one Ford R1115 and one ACE Puma IV midicoach. The Contour was an attempt to break into the coach market, but only 37 Contours were built over 5 years, prompting Wright to withdraw from the coach market. It also dabbled with minibus building but it was fighting amongst more established players in the market and so while a few sales took place, there were but a drop in the ocean.
Wright's breakthrough into the mainstream bus bodybuilding sector in the UK came in the early 1990s wIth the Handybus. The Handybus was a midibus body offered on a variety of chassis but was probably most successful than some with bodies on the emerging Dennis Dart in attracting reasonably-sized orders from a variety of operators including London Buses, Go Ahead Northern, Ulsterbus and Citybus (Belfast). It was a very square design but unusually featured a recessed driver’s windscreen, angled towards the driver. London Buses went for the type in a big way and many compared the type to the famous London RF type of the 1950s.
This was followed by Wrights with a move into the full size single deck market with the Endeavour which was fitted to Dennis Javelin, Leyland Tiger and Scania K93 chassis, and enabled Wright to develop its highly successful Endurance body which competed with the Alexander Strider and Northern Counties Paladin for orders on Volvo B10B and Scania N113CRB chassis. It saw Wrightbus bodies appear in a variety of fleets.
It was during this period that a friendship was struck between William Wright, son of the original Robert Wright, and Moir Lockheed, Chief Executive of the expanding GRT Group. GRT was one of the embryonic groups forming at that time and had high expectations of increasing passenger comfort. It saw Wrightbus bodywork increasingly preferred for GRT companies. When GRT merged with Badgerline to form Firstbus, it saw Wrightbus become that organisation’s preferred supplier.
Other Wright products introduced in this period included two Mercedes-Benz-based products, the O405 based Cityranger and the OH1416 based Urbanranger. This was launched around the time bus operators in the UK began switching to low floor chassis. As a consequence the Urbanranger only attracted a handful of orders. The Cityranger appeared in some GRT fleets. However Wright had become well established in the bus bodybuilding sector by then and was more than able to exploit the opportunities the low-floor revolution would offer it from the mid-1990s onwards.
In 1993, the Pathfinder on low floor Dennis Lance SLF and Scania N113CRL chassis was unveiled. It saw Wrightbus selected by London’s Buses as the body supplier for the first mass trial of these accessible. buses. Wrightbus was seen as the market leader for low-floor vehicles. However the Dennis and Scania N113CRL buses were still expensive as well as quite compromised (by today’s standards) for accessibility and if they were to achieve market penetration, what was needed was a cheaper alternatives for cost conscious operator. Step forward Wrightbus again, this time with Scania’s help.
The snappily titled Axcess-Ultralow was introduced in 1995 and offered on the Scania L113 chassis. At this time it was selling in reasonable numbers to UK bus operators, but unlike other bodybuilders who could only offer the L113 with step-entrance bodies, Wright modified it by removing the middle section of the chassis and thus offered UK bus operators one of the first mainstream low-floor body/chassis combinations. A major customer for the Axcess-Ultralow was Firstbus taking approximately 240. Next up was the Volvo B10L based Liberator introduced at the end of 1995. A notable purchase came from National Express, who ordered 120 in 1997.
Next came the Renown body built on the Volvo B10BLE which went on to become the standard bus of the Blazefield Group and was also ordered by Go-Ahead Northern and Firstbus. However Renown production was stopped when the B10BLE was replaced by the Volvo B7L on the new Wright Eclipse (later Wright Eclipse Metro), which due to its vertical rear engine wasn't popular with many operators. However Wright did not lose custom and many operators including the likes of Ulsterbus simply switched to the incline-engined Scania L94UB, on a similar Wright Solar body. Another bodywork, which resembles the current Solar/Eclipse range is the Meridian, which was bodied on the MAN A22 full low-floor single-deck chassis. It was introduced as an alternative to the MAN 18.220 range which only really sold to Stagecoach, with Alexander/TransBus/Alexander Dennis bodies. It didn’t sell well, with only a handful of Meridians going to Newport Transport. Other body types offered in due course were the Cadet and Commander on DAF/VDL bus, which sold well to Arriva companies, which was hardly surprising given Arriva held the import franchise for DAF/VDL Bus at the time.
As Dennis became part of Mayflower Bus and Coach, the number of Dennis bodies built by Wrightbus declined. However, Wrightbus offered the only real competition to the all conquering Dennis Dart with its Cadet body on both the Volvo B6LE (later B6BLE) and DAF/VDL SB120. Volvo later dropped the B7L, having replaced it with the B7RLE, more to UK operators tastes, and Wrightbus updated its Eclipse bodywork body work to offer the B7RLE with the Eclipse Urban, to differentiate it from the now renamed Eclipse Metro to anyone who wanted the B7L still. Which no one did…..It also introduced its first articulated vehicles, initially on Volvo chassis and later on Scania. These were the Eclipse Fusion on Volvo chassis and Solar Fusion on Scania, most of which went to Firstbus. However you may have noticed one sector not covered - double deckers. Wrightbus rather oddly felt that articulated buses were the way to go and saw no need for a double decker. That was to change.
With the formation of TransBus, it meant that the majority of Volvo’s double-deckers would be bodied by a competitor. Despite claims by TransBus to the contrary, Volvo was worried that TransBus would try and persuade potential customers to buy its own buses instead of Volvo’s. Whilst East Lancs could build some, it worried about capacity. It needed another option. So, that and pressure from operators with similar concerns persuaded Wrightbus to design a new double-decker body - The Gemini.
The first Wright Eclipse Gemini double-decker was first built on the Volvo B7TL chassis in 2001. A similarly styled bus entered service with Arriva London in August 2003 as the Wright Pulsar Gemini on the VDL DB250 chassis. Apparently designs were produced for a Scania version (Solar Gemini?) but none were built. But the Gemini was a stylish, smart design and looked well ahead of the competing President and ALX400 designs from TransBus as it was then. Large operators of Gemini-bodied buses include Arriva, FirstGroup, Go-Ahead Group and National Express. Key customers won from TransBus were Lothian Buses as well as Metroline, although other companies dual sourced and bought both Gemini’s and other type. Only Stagecoach remained immune and didn’t order any until 2016, although it acquire some with purchases of other companies, such as Yorkshire Traction’s operations in Lincolnshire and part of First’s Manchester’s operation with the sale of its Wigan garage.
Wrightbus formed an increasingly close relationship with Volvo and through Volvo, it won major export orders for operators in Asia with the B10TL Super Olympian and then the B9TL when the B10TL was discontinued. With TransBus going through its own issues, Wrightbus overtook it to be the UK market-leader in bus bodywork.
You may notice the slight important difference there. Wrightbus was a bodybuilder at this stage. It didn’t build its own buses. That didn’t come until much later. However an unexpected and subsequent blow saw the B7TL banned from London due to noise issues, removing an important market for a while until Volvo introduced its B9TL replacement a few years later.
Following the TransBus implosion, successor Alexander Dennis began to recover some of the ground it lost under TransBus. It updated its range to include the very stylish Enviro 200 and 300 single-deckers and 400 double-decker. So to fight back, Wrightbus refreshed its range to produce the Cadet 2, Eclipse 2 and Gemini 2. These were mainly built on Volvo and VDL Bus chassis, Scania having decided to launch its own integral range.
From 2008, Hybrids were seen as the next big thing in the bus world. Volvo introduced the B5LH and Wright adapted its Gemini body accordingly for this new design. However the company also introduced its own Gemini Integral. This wasn’t quite as integral as you may think as it was actually built on an adapted VDL Bus chassis. But it showed that the company was beginning to think along these lines.
The next big issue was the New Routemaster. I’ve covered that bus and its merits in detail here:- flic.kr/p/2mB9qfd
However, the winning of this contract would have a major effect on Wrightbus and some say that this is where the decline of the company started. It changed the company from a bodybuilder into a complete vehicle builder. So in a fateful decision, it acquired extra premises near its current factory to build the New Routemasters.
At the same time Wrightbus wasn’t immune to the flaws in the New Routemaster - in that no one outside London would buy it - and with only 1000 on order over five years, it had this new chassis plant that needed to be kept busy. So it made the second fateful decision to introduce its own integral range of complete buses.
To be fair to Wrightbus, this wasn’t all down to them. Fuel consumption was becoming a major concern to bus operators and loud voices, such as Firstbus’s Moir Lockheed, were calling for lighter weight chassis to save diesel. Alexander Dennis was ahead of the curve in this regard as most of its chassis were lightweight chassis anyway and Volvo and other chassis makes with their heavyweight chassis were seen suddenly as old hat. So Wrightbus introduced its lightweight Streetlite and Streetdeck range.
The Streetdeck was an integral double-decker built on a Wrightbus designed chassis. It had a Mercedes-Benz engine and was designed to compete with the Enviro 400 and crucially the Volvo B9TL. A hybrid version was also available. The Streetlite was a single-decker and available in two variants - the WF (Wheel Forward) which had its entrance behind the front wheel. That variant was designed to compete with the similar design of the Optare Solo. The DF (door forward) variant as seen here by 63268 (SN14DYW) was designed to compete with the Enviro 200. Initially, both Streetlites were available with Cummins and Mercedes-Benz engines, but Cummins was dropped with the move to Euro VI.
However, the decision to launch its own range seems to have led to a breakdown in the relationship with Volvo. Suddenly Wrightbus was competing with Volvo - sounds familiar. So in a repeat of earlier TransBus days, it launched bodywork available by Egyptian company MCV and even allowed Alexander Dennis to build on its chassis, who had launched their frighteningly competent and stylish Enviro 400MMC double-decker.
Nothing daunted, Wrightbus announced it was moving to a new factory in Ballymena, a converted tobacco factory. This would hopefully enable savings to be made as the whole assembly would be under one roof, rather than separate bits built on various halls on the previous factory. All looked fine at this stage but as the New Routemaster contract ended in 2017, it now meant that chassis plant desperately needed more orders. To improve the appeal of its vehicles, it updated the styling of its Eclipse and Gemini bodies, introducing a more aggressive, angular styling known as the ‘stealth’ front, after the United States Air Force’s F117A NIghthawk fighter, known as the Stealth Bomber. It certainly was an acquired taste compared to the curves of the previous Gemini. It also announced it was entering the fledgling electric bus market with the StreetAir, which was an electric single-decker based on an adapted Streetdeck chassis with batteries on the roof.
Then the problems started in 2018. Quality issues began to manifest themselves with its new integral range. Reports of build quality issues, even collapsed floors on some vehicles, began to surface. Although its Streetdeck/Streetlite range was selling, it wasn’t selling well enough to keep the vast new factory busy. It’s Streetdeck range hasn’t achieved any real penetration in London, a crucial market for double-deckers with only Arriva ordering a small batch. The hybrid version of the Streetdeck had flopped, with only First West Yorkshire taking any for use on park and ride services around Leeds. It’s Streetlite range had been ordered by some operators but was being outsold multiple times over by Alexander Dennis’s Enviro 200 model.
On top of that, key customers such as Firstbus and Arriva weren’t ordering as many buses as before or were placing what business they did want elsewhere. Quality issues had seen operators such as Metroline, Lothian and Tower Transit place orders elsewhere. Lothian, which had been the first - and so for only - customer for the StreetAir had found them hopelessly unreliable and it was reported that this unreliability was a key reason that it’s next buses were ordered from Alexander Dennis. The company was caught in a perfect storm.
Then came probably the issues that in all likelihood doomed the company. To keep the new Ballymena factory busy, it took the decision to build an order for a Hong Kong operator in Northern Ireland rather than in China, where buses for the former colony were assembled from kits. It also built Streetdeck buses in anticipation of an order from Firstbus but without the contract signed. Whilst this kept the workers busy, it proved a very expensive decision when you factor in build costs here compared to China and shipping to Asia. Building buses in anticipation of an order is also not a good idea, especially when the order isn’t then confirmed. These were the straws that broke the camel’s back. In July 2019, the company announced it needed investment to support what was listed as ‘cash flow’ issue. Then in September 2019, the company crashed into administration.
However it was the scale of the subsequent job losses that surprised many. The administrators - who in fairness to them have to try and salvage something from the financial wreckage of the company - only retained 50 of the staff and made the remaining 1,200 redundant. Whilst any job losses are terrible news for those affected, the size of these losses suggested that the company’s problems were more severe than anyone out with the directors of Wrightbus were letting on. Then stories came to light of poor working conditions and some questionable donations being made to a religious charity run and set up by the Wright family members. In fairness these donations were made in the past when the company was very profitable but it didn’t look good given the then current circumstances.
It looked the company may not survive. However, the slimmed down business was bought by Joe Bamford, son of the owners of the JCB Company who looked to set the company up as a pioneer in the field of Hydrogen Buses. The pandemic stunted the recovery but the company - which is now known as the Bamford Bus Company but trades as Wrightbus - has begun the slow climb back up from its darkest hour. Former staff were recruited again, helped by large orders from Rotala and Translink. The Rotala order included the same buses that were actually built in anticipation of the Firstbus order, which explains why some brand new Rotala buses running about Greater Manchester featuring interiors designed for Firstbus routes in Leeds. However these welcome orders gave the company the breathing room it needed to innovate and launch new products. Whether it’ll ever return to the levels it was, time will no doubt tell.
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
The exploitation of mines began from the German company “SPEIDEL” in 1905 and it ceased in 1912 due to the First World War. The exploitation was continued by Vielle Montagne in 1925 until 1930 when they interrupted the operation owing to the financial crash. In 1957 another company poached on the mines in parallel with a Greek one. However, all the activities in the region stopped in 1963. (Taken from www.thassos-view.com/experiences/sightseeing/metalia)
GEPOR Groupement pour l'Exploitation des Ports Privés Illange
Le machin fait environ 200x30m, pour donner une idée des dimensions
Ville: Nice
Réseau: Lignes d'Azur
Exploitant: Régie Ligne d’Azur
Numéro de parc: 626
Ligne: 18 Riquier - Saint Sylvestre
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.
Dübendorf 1997
exploité par Ju-Air, cet avion s’est écrasé le 4 aout 2018 sur le Piz Segnas, une montagne dans les Alpes glaronaises en Suisse.
Véhicule : MAN Lion's Coach C R10 €6
Identification : _ (EW-563-XT)
Exploitant : Les Cars du Bocage / Chaigneau Voyages
Dépôt : n.c.
Réseau : n.a.
Ligne : n.a.
Service : Occasionnel - Tourisme
Destination : n.a.
28/09/2019 10:21
Parking Autocars des Allées de Chartres
Allée de Bristol ; F-33 BORDEAUX
www.72dpi.com/gallery/j-marieboyer.
Site Web - www.fidjlin.com/jmboyer/
"Copyright © – Jean-marie Boyer
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."A
Keeping tradition: Cedar Forest on Bcharreh, Lebanon.
ENGLISH
The Cedars of God (Arabic: أرز الربّ Arz ar-Rabb "Cedars of the Lord") is one of the last vestiges of the extensive forests of the Lebanon cedar, that once thrived across Mount Lebanon in ancient times. Their timber was used by the Phoenicians, Israelites, Egyptians, Assyrians, Babylonians, Persians, Romans, and Turks. The wood was prized by Egyptians for shipbuilding; the Ottoman Empire used the cedars in railway construction.
The mountains of Lebanon were once shaded by thick cedar forests and the tree is the symbol of the country. After centuries of persistent deforestation, the extent of these forests has been markedly reduced.[2]
It was once said that a battle occurred between the demigods and the humans over the beautiful and divine forest of Cedar trees near southern Mesopotamia.[3] This forest, once protected by the Sumerian god Enlil, was completely bared of its trees when humans entered its grounds 4700 years ago, after winning the battle against the guardians of the forest, the demigods.[3] The story also tells that Gilgamesh used cedar wood to build his city.
Over the centuries, cedar wood was exploited by the Phoenicians, Egyptians, Assyrians, Babylonians, Persians, Romans, Israelites and Turks.The Phoenicians used the Cedars for their merchant fleets. They needed timbers for their ships and the Cedar woods made them the “first sea trading nation in the world”.The Egyptians used cedar resin for the mummification process and the cedar wood for some of “their first hieroglyph bearing rolls of papyrus”.In the Bible, Solomon procured cedar timber to build the Temple in Jerusalem.The emperor Hadrian claimed these forests as an imperial domain, and destruction of the cedar forests was temporarily halted.
Concern for the biblical "cedars of God" goes back to 1876, when the 102-hectare (250-acre) grove was surrounded by a high stone wall, paid for by Queen Victoria, to protect saplings from browsing by goats.Nevertheless, during World War I, British troops used cedar to build railroads.
Time, along with the exploitation of the Cedars’ wood, has led to a decrease in the number of cedar trees in Lebanon. However, Lebanon is still widely known for its cedar tree history, as they are the emblem of the country and the symbol of the Lebanese flag. The remaining trees survive in mountainous areas, where they are the dominant tree species. This is the case on the slopes of Mount Makmel that tower over the Kadisha Valley, where the Cedars of God are found at an altitude of more than 2,000 metres (6,600 ft). Four trees have reached a height of 35 metres (115 ft), with their trunks reaching 12–14 metres (39–46 ft).
CATALÀ
Els Cedres de Déu (en àrab أرز الربّ, Horsh Arz el-Rab) són els supervivents dels immensos boscos de cedres que cobrien antigament els vessants del mont Líban. La seva fusta va ser explotada pels assiris, els babilònics i els perses així com els fenicis. La fusta era especialment estimada pels egipcis per a la construcció naval. Salomó els va utilitzar en la construcció del primer temple de Jerusalem i l'Imperi otomà també els va utilitzar els cedres per construir el seu sistema de ferrocarril.
En l'Antiguitat, el Líban contenia grans boscos de cedre, pel que la seva imatge és el símbol del país. Avui, després de segles de persistent tala, la grandària dels boscos s'ha reduït i tan sols a les àrees muntanyenques del país perduren grans boscos. Aquest és el cas de la muntanya Makemel que domina el paisatge de la vall de Qadisha on a una altitud de més de 2.000 metres es troben els cedres de Déu. Quatre d'ells han aconseguit una altura de 35 metres amb troncs que van des dels 12 fins als 14 metres de circumferència. La preocupació pels cedres bíblics de Déu va portar al fet que el 1876 es construís un mur de pedra, finançat per la reina Victòria de Gran Bretanya. Aquest mur protegeix als brots joves de les cabres que s'alimenten d’ells.
Freiberg came into being around 1162/1170. Between 1156 and 1162, Margrave Otto von Meissen had the forest cleared and several villages laid out, including Christiansdorf. In 1168 silver ore was discovered near Christiansdorf. The promise of special freedoms for the miners attracted numerous miners, traders and craftsmen, along with their families, to the Ore Mountains. Due to the wave of immigration, the city of Freiberg developed within two decades. This name is derived from the important feature, the freedom of mining introduced by Margrave Otto, i.e. the mining rights of every immigrant. Anyone could dig for the silver ore for a fee. The silver could only be sold to the margravial mint. The wealth of silver and the mint made the Electorate of Saxony a prosperous state.
Further development in the 13th century is characterized by constant growth after the municipality was almost completely destroyed by a city fire around 1225. A town school was established in 1260, which had been converted into a Latin school in 1515. In the 14th century, crises gradually emerged, which were mainly caused by the decline in silver production from the middle of the 14th century and by large-scale city fires. In the 15th century, Freiberg lost its leading economic position within Saxony to Leipzig due to the exodus of capital.
The Bergakademie was founded in 1765, one of the world's oldest mining engineering universities.
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Around 1180, the Romanesque basilica "Unserer Lieben Frauen" was built in Freiberg, which was developing rapidly due to the silver that had been found. In 1480, the church was turned into a Collegiate church. However, the college was dissolved after only 57 years due to the reformation of the Electorate of Saxony. In the great fire of 1484, the church was almost completely destroyed. The "Cathedral of St. Mary" was built at the same location as a triple-naved Gothic hall church. The cathedral was reconsecrated in 1512.
The Tulpenkanzel
The Tukpenkanzel (tulip pulpit) is attributed to the sculptor H.W. (probably Hans Witten von Köln). The particularly delicate work exploits the limits of what is reasonable for the stone to the extreme and was probably created between 1505 and 1510. The pulpit is not supported by a wall or pillars (apart from iron anchors), and so it seems as if this masterpiece grows out of the ground like a four-stemmed calyx. These stems are tied to the inner shaft twice with cords. Singing angel children play between the two lacings. The four church fathers appear on the calyx. The dominant figures are a richly dressed man (maybe the donor of the pulpit?), reclining at the foot of the pulpit, surrounded by lions (or Daniel?) and a squire (maybe a self-portrait of Master H.W.) bearing the burden of the spiral staircase on his shoulders. The squire is sitting on a forked branch of a tree trunk below the staircase.