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Bethel and the Moravians.
The Czech Moravian Brethren of Bethel near Tarlee were one of the unique religious groups to settle in this “Paradise of Dissent”. Moravia is a province of the Czech Republic (around Prague) which was from 1850 part of Bohemia. The origins of the Brethren go back to John Huss a Catholic heretic who in 1415 was burned at the stake by the Catholic Church. Heretic followers of Huss formed a breakaway group from the Catholic Church in 1467 including some forerunners of the Moravian Brethren. Martin Luther created the big break from the Catholic Church in Germany in 1517. Eventually during the Counter Reformation and the Thirty Years War (1618-48), a new group of Moravian Brethren moved to Saxony in 1722 to the town of Herrnhut. A new spiritual awakening and the founding of a Moravian Church occurred in 1727 led by Count Zinzendorf (1700-1760). In 1735 many Moravians went to America and founded the church there in the colonies of Georgia, Pennsylvania and North Carolina. About 825,000 people worldwide are today members of the Moravian Brethren (Unitas Fratrum). They base everything on the Bible and bishops are selected and elected from the most spiritual members. They pursue missionary work, especially in Africa, and the largest concentration of Moravians today is in Tanzania! They allow members lots of freedom and members can be members of other churches, such as the Lutheran or Presbyterian Churches with which they maintain close links. The Moravian Church is part of the Lutheran World Federation. In Australia Moravians settled in the Western Districts of Victoria from 1850 as well as at Bethel near Tarlee from 1854. Bethel is a German word meaning “place of God.” The Moravians formed “utopian like” communities with communal lands here at Bethel and also at Herrnhut near Hamilton in Western Victoria. Their purpose in forming a farming commune in South Australia was fuelled by the desire for freedom and independence to follow their Christian beliefs and traditions.
The Moravian Brethren came from Saxony although the sect was originally Czech. So they spoke German and usually had German names. They are perhaps best known for their system of houses or “choirs” whereby they maintained separate seating in church for women, men, and single sisters and widows who were separated from the rest of the community. Virgins and single women were usually required to live in one large house together so that their spiritual needs could be dealt with separately. When a girl turned sixteen she was obliged to always wear some pink, usually a scarf or shawl but for church she might wear a pink blouse. Married women would always wear a rich red scarf or shawl. This practice of separating men and women carried over to the cemetery as well, with women being buried on one side and men on the other. You can see this today in the old part of the Bethel cemetery.
In 1854 a pastor by the name of Schondorf was sent out by the parent church at Herrnhut in Saxony to establish a traditional Moravian Christian commune. Schondorf bought up 1,912 acres near Tarlee. The centre of the commune was to be one hundred acres of church property which initially was to be governed and managed by the community for the welfare of the church and pastor alike. A church and school were built and families allocated land which they thought they were buying. The Moravians worked harmoniously together to build their homes, clear their land, and establish a little village in which the focal point was the Church. The Band Hall was for their music performances as these people had a great culture of fine German and European music and they regularly staged performances and concerts, and those musicians in their commune would practice together. They saw their musical talents as perhaps their greatest possession. The Moravians also had a number of different ceremonies, one was the coming of age, or debut, for the girls at sixteen and also the young men attaining their majority at 21 years of age. There were many other functions and ceremonies mostly attached to their worship, Christmas and Easter taking pre-eminence.
All went well for the first twenty years until families discovered they were not buying land, they were only renting it. The community wrote to the mother church in Herrnhut asking for a new priest. In the early 1870's a number in the church members, mainly the younger generation, felt Schondorf was getting too old (he was 60) and they could do with someone with more fluency and style. So they wrote to Herrnhut in Bohemia asking for a younger pastor - without telling Pastor Schondorf. When he found out he objected, refusing to move from the church house because it had been legally signed over to him some years before. The governing committee took him to court but they lost the case and then they took it to the Supreme Court of South Australia where they lost it again. This brought about a permanent rift in the community. However when the new pastor (Jacobi) arrived in 1876 Schondorf had to move out to a cottage he had built for himself about half a mile from the church. Some of the commune members went to his home for services, but in 1877 Schondorf retired a broken man. He died in 1898 and was buried in Kapunda. A few of the community had stayed loyal to Schondorf and they built another church by Schondorf’s cottage 1876. The ruins of the Schondorf properties can be seen from Bethel.
The new Moravian Brethren pastor named Jacobi arrived in 1876. Pastor Jacobi continued until 1891 when he died. Herrnhut then sent out another man, Pastor Buch, but just a few years later in 1895 the Lutherans built a large church at Bethel adjacent to the community. Most of the remaining Moravian Brethren began to attend the Lutheran Church. Pastor Buch was recalled to Bohemia in 1906 so the community severed their connection with Herrnhut in Bohemia and joined a Lutheran Synod. Many of the Moravians were not happy with the new arrangement as the Lutheran pastor (Benman) progressively brought in the practices of the Lutherans including robes, fees for weddings and funerals etc. Not far away from Bethel other Lutherans and Wends ( now called Sorbs) built another Lutheran Church only a kilometre away at Steinthal. The Moravians continued in SA with an offshoot community at South Kilkerran on Yorke Peninsula as the Moravians practised their missionary with the Narrunga people of Yorke Peninsula at Point Pearce Aboriginal Mission. The ruins of Schondorf’s second house, church and graveyard can be seen from the Bethel Lutheran Church. The Moravian church and large school has now been demolished. The Lutheran manse next to the Lutheran Church was built in 1908. The Moravian burials are numbered chronologically, with men and women separated.
As well as the Moravian Brethren there were a number of people of Wendish origin living in the Bethel district. They were from Lusatia, a small area in Germany and had struggled for centuries to maintain their own culture, language and worship although over-ruled by Saxony and Prussia for most of the time. This group had come out to South Australia in 1848, settling at near Riverton, Ebenezer and St Kitts. But some Wends like Peter and George Doecke took up land at Bethel in 1856. Soon others of their family followed. They joined in worship with the Moravians and their children attended the Bethel school, (German being spoken) but by 1860 this influx was over-crowding both the school and the Moravian church. Peter Doecke decided to erect a room on his property for a school and a bit later another to be used as a church which they called "Steinthal". It had an altar and a pipe organ (donated by Peter Doecke who was the organist) and a choir of six! Most of the congregation were Peter Doecke's relatives, and pastors came from neighbouring areas to preach there. They remained on good terms with Pastor Schondorf (he was often a guest preacher) and there was a lot of inter-marrying between the Wends and the Moravians. Both practised infant baptism. In 1906 Peter Doecke died and as numbers at Steinthal had declined the Wendish group asked to be amalgamated with the Moravian Church which amalgamated with the Lutheran Church at that time.
The ancient site at Kot Diji (Urdu: کوٹ ڈیجی) was the forerunner of the Indus Civilization. The people of this site lived about 3000 BCE. The remains consist of two parts; the citadel area on high ground (about 12 m), and outer area. The Pakistan Department of Archaeology excavated at Kot Diji in 1955 and 1957.
Located about 22 kilometers south of Khairpur in the province of Sindh, Pakistan. The site is situated at the foot of the Rohri Hills where a fort (Kot Diji Fort) was built around 1790 by Talpur dynasty ruler of Upper Sindh, Mir Suhrab who reigned from 1783 to 1830 AD. This fort built on the ridge of a steep narrow hill is well preserved.
This was my favourite of the beadwork that I saw today but it was unreasonably priced, at least for what I felt like paying today. I may return and hang it with family photos. I returned and looked for it but couldn't find the vendor. I didn't make it on the third and last day of Kempenfest to continue my search.
This was for sale on eBay today.
Background:
www.nysm.nysed.gov/publications/record/vol_01/pdfs/CH04El...
IROQUOIS BEADWORK:
A Haudenosaunee Tradition and Art
Dolores Elliott
The Iroquois tradition of raised beadwork began in west- ern New York in the late eighteenth century. It is slightly older than the other great North American Indian bead- working tradition that the Lakota, Cheyenne, and other people of the Plains developed. Raised beadwork is unique to the Haudenosaunee; it is made nowhere else in the world. The Senecas, who decorated clothes, sashes, and small pincushions with small glass beads in the eigh- teenth century, probably invented the style of Iroquois beadwork that still exists today. They were making bead- ed pincushions by 1799 and purses by 1807. In the mid- nineteenth century, ethnohistorian Lewis H. Morgan noted in his League of the Ho-de’-no-sau-see, or Iroquois the “delicacy, even brilliancy of their bead-work embroidery” on women’s clothing (1851, Book 3:384), and he included illustrations of beadwork on a needle case, woman’s skirt, cradleboard, heart-shaped pincushion, and work bag, the forerunner of a modern purse. He reported that in 1849 he had purchased five varieties of work bags as well as three varieties of pin cushions and five varieties of needle books (Morgan 1850, 57).
(Figure 4.1). While they sold their goods at nearby Montreal, the Mohawks also traveled extensively throughout North America to sell at fairs, exhibitions, wild west shows, and Indian medicine shows. Some even sold their beadwork when they traveled to England to perform Indian dances at Earls Court, an exhibition ground in London. Photographs taken in 1905 show these performers attired in clothing decorated with Mohawk beadwork.
The Iroquois tradition of beadwork continued to evolve in the nineteenth century, and by 1860 Mohawks near Montreal and Tuscaroras near Niagara Falls were creating elaborate pincushions, purses, and wall hangings adorned with raised beadwork. Despite the similarity of items created, the two geographic areas developed different styles of beadwork (Table 4.1). Throughout the late nineteenth century and early twentieth century, at the height of beadwork production, the Tuscaroras sold their beadwork mostly at Niagara Falls, on their reservation, and at the New York State Fair. They preferred to use small clear and white beads. During this same period, the Mohawks used larger clear beads and also employed red, blue, green, and yellow beads on most of their early pieces
Figure 4.1. Two needle cases that illustrate differences in nineteenth- century Mohawk (left) and Niagara (right) beadwork.
My personal family experience illustrates typical Iroquois beadwork transactions in the twentieth century. My story starts in 1903 when my grandmother went to the Afton Fair, a small agricultural fair in central New York. She took my nine-year-old father, but his sister, then eleven, was sick and could not go. My grandmother brought her home a present from the fair. It was a beauti- ful pink satin-covered bird-shaped pincushion that sparkled with light green beads (Figure 4.2). My aunt treasured this bird throughout her long life and displayed it proudly in her china cabinet, where I saw it when I was a child. At her death this cherished heirloom was passed on to her daughter who later donated it to the Afton Historical Society in Chenango County, where it is presently on view.
My research indicates that this bird was made by a skilled Mohawk beadworker from a Mohawk community located near Montreal and several hundred miles from the Afton Fair. This pincushion probably got to the fair with a group of Mohawks who traveled by train or wagon to perform at fairs, medicine shows, and exhibi- tions. While at these venues, they also sold their hand- made baskets and beadwork.
In 1958 I bought a small red heart-shaped pincushion at a booth in the Indian Village at the New York State Fair, which is held near Syracuse (Figure 4.3). It was a present for my mother, who displayed it prominently on her bed- room dresser for the next twenty-five years until I inher- ited it. Mary Lou Printup, a leading Tuscarora sewer, later identified this pincushion as one she had made. She, like most Tuscarora beadworkers prefer to be called “sewers,” a term not popular with some other Iroquois beadwork- ers. In my research and writing, I use the word “bead- worker” to refer to all except those individuals who specifically prefer to be called “sewers.”
When I purchased the red heart I had no idea that this pincushion had anything in common with the bird that my grandmother acquired fifty-five years earlier. I knew that I wanted to get something special for my mother, and this pincushion was special because it was beautiful and made by a native artist. In buying it I shared something with my grandmother, who died before I was born, that is, the purchase of a piece of Iroquois beadwork. Most likely the purchase of the bird was my German-born grandmother’s only interaction with a Haudenosaunee woman, and my purchase at the State Fair was my first interaction with a Tuscarora sewer, the first of many.
In a similar manner Iroquois beadworkers and their non- Indian customers, often tourists or attendees at a public entertainment venue, have been brought together by bead-work for over two centuries. These transactions undoubtedly number in the tens of thousands.1 During honeymoon trips to Niagara Falls and visits to agricultural fairs, exhibitions, and other attractions, people purchased Iroquois beadwork as mementos to remember these places and experiences. The beads often form designs featuring birds and flowers, natural themes that appealed to the Victorian women who drove the market of souvenir sales in the nine- teenth century. Studies by Beverly Gordon (1984; 1986) and Ruth B. Phillips (1998) describe the souvenir trade and point out the importance of these items to the people on both sides of the transactions.
Souvenir beadwork was so treasured that the pieces were frequently kept in cedar chests or keepsake boxes. Therefore, when unwrapped one hundred or more years later, they are often in pristine condition. Ironically, few contemporary beadworkers have samples of their ancestors’ work because it was usually made for sale to strangers, although some beadwork was created as gifts for family and friends.
Because most pieces were made for sale to tourists, many people have dismissed Iroquois beadwork as “souvenir trinkets” not important enough to collect, study, or exhibit. In fact, they are often called whimsies, a term that I believe trivializes them and diminishes their artistic and cultural value. But within the last two decades Iroquois beadwork has become the subject of serious study and museum exhibitions. At least four traveling exhibits of Iroquois beadwork have been installed in over a dozen museums and seen by thousands of museum visitors in the United States and Canada since 1999.2 This scholarly recognition has resulted in an increased appreciation of these beadwork creations and the artists who made them. What were considered curious tourist souvenirs when they were made are now generating increased respect from both the general public and the Haudenosaunee.
ry pieces, the back is a colorful calico. Some pieces, mainly in the Niagara Tradition, have a silk or cotton binding around their perimeters to cover the cut edges and attach the front and back fabrics. Tight beadwork on the edging often binds Mohawk pieces together so a cloth binding is not necessary. Flat purses as well as fist and box purses are constructed in the same manner, with cardboard as the base.
Contemporary beadworkers see their work as a signif- icant part of Haudenosaunee culture and an important link to the past. In Haudenosaunee communities bead- workers are admired as continuing a revered tradition. Although there are a few male beadworkers, the majority are women, and in a matrilineal-society with powerful clan matrons, the economic benefit of beadwork sales increases the influence of the women even more.
Pincushions were usually stuffed with sawdust, but sweet grass, cotton, cattail fluff, newspapers, and poly- ester have also been used. Contemporary craftsmen remember that their mothers preferred pine sawdust because of the nice aroma.4 Small strawberry-shaped pin- cushions are traditionally filled with emery, used to sharpen and polish needles. Velvet and twill-covered pic- ture frames and other wall hangings on cardboard bases have polished cotton backs on earlier pieces and calico on more recent ones. European glass beads were often aug- mented with metal sequins on nineteenth-century pieces and with plastic sequins and other plastic novelty beads since the late twentieth century. Bone and shell beads and leather, which are often used in other American Indian beadwork, rarely occur in Iroquois beadwork.
Iroquois beadwork is still sold at Niagara Falls, the New York State Fair, and several pow wows and festivals in the northeast; the methods of beadwork distribution have changed little over two hundred years. The bead-work itself, however, has changed tremendously. Over the last two centuries the styles of beadwork have evolved from simple small pincushions and purses to highly elaborate shapes, becoming works of art in the tra- ditional sense. The beads selected have progressed from the very small seed beads used around 1800 to the larger seed beads of 1900 and finally, by 2000, to a wider variety of bead sizes and colors.
The most common form of Iroquois beadwork, and the form most easily recognizable by people who are not familiar with Iroquois beadwork, is the flat black purse or bag featuring identical colorful, beaded floral designs on both sides. Most flat bags have flaps on both sides, but the opening is across the top where the two sides meet. The face fabric is usually black or very dark brown velvet, and the interior is often a light-colored linen or polished cot- ton. A binding, usually red, is attached around the closed sides of the purses. A beaded fringe is sometimes added. The fringe is merely sewn to the binding and does not hold the two sides of the bag together; it is purely deco- rative. The flaps usually are edged with white beads that are larger than the beads that outline the flaps and body (Figure 4.4). The flaps and body are sometimes outlined with short parallel lines like a stockade. The faces of the flap and body are covered by stylized flowers in shades of blue, red, yellow, and white connected with green stems, which are sometimes striped in two shades of green. Some bags feature a small slit pocket under one of the flaps. It may have been meant to hold a comb or mirror.
Iroquois beadwork remains a unique art form distin- guished by several characteristics found only in work created by Haudenosaunee beadworkers. Iroquois beadwork features a design in glass beads that have been sewn on a fabric that is stretched over a backing of cardboard or cloth lining. The materials used in the beadwork are predominately small seed beads, cloth, cardboard, paper, and in pincushions, a stuffing. The beads are sewn onto the fabric in geometric or natural designs using waxed, doubled white thread.3 The beads are usually sewn over a paper pattern that remains in place under the beaded elements. Although not practiced at all times in the histo- ry of Iroquois beadwork, the most distinctive trait is that the beads are raised above the surface of the cloth face. Some pieces have raised beaded elements that are over an inch high. The beads are raised by putting more beads on the thread than is needed to span the pattern so that the beads form an arch above the pattern. The amount of extra beads determines how high the arches are, that is, how much the beadwork is raised. Various velvets were and still are the favored fabrics, but other fabrics such as wool, twills, silk, and satin are also used. Pincushions often have beaded velvet fronts and polished cotton backs. Polished cotton is a shiny stiff material that is also referred to as chintz or oilcloth. On the majority of late twentieth-century and contemporary twenty-first-century...
Preserving Tradition and Understanding the Past: Papers from the Conference on Iroquois Research, 2001–2005, Edited by Christine Sternberg Patrick, New York State Museum Record 1 © 2010, by The University of the State of New York, The State Education Department, Albany, New York 12230. All rights reserved. Click on top link for more.
Moravia is a province of the Czech Republic (around Prague) which was formerly part of Bohemia. The origins of the Brethren go back to John Huss a Catholic heretic, who in 1415 was burned at the stake by the Catholic Church. Heretic followers of Huss formed a breakaway group from the Catholic Church in 1467 including some forerunners of the Moravian Brethren. Luther created the big break from the Catholic Church in Germany in 1517. Eventually during the Counter Reformation and the Thirty Years War (1618-48), a new group of Moravian Brethren moved to Saxony in 1722 to the town of Herrnhut. A new spiritual awakening and the founding of a Moravian Church occurred in 1727 led by Count Zinzendorf (1700-1760). In 1735 many Moravians went to America and founded the church there in Georgia, Pennsylvania and North Carolina. About 825,000 people worldwide are members of the Moravian Brethren (Unitas Fratrum). They base everything on the Bible and bishops are elected from the most spiritual members. They pursue missionary work, especially in Africa, and the largest concentration of Moravians today is in Tanzania! They allow members lots of freedom and members can be members of other churches, such as the Lutheran or Presbyterian Churches with which they maintain close links. The Moravian Church is part of the Lutheran World Federation. In Australia Moravians settled in the Wimmera as well as at Bethel near Tarlee. Bethel is a German word meaning “place of God.” The Moravians formed “utopian like” communities with communal lands etc.
Moravian Brethren are perhaps best known for their system of houses or “choirs” whereby they maintained separate seating in church for women, men, and single sisters and widows who were separated from the rest of the community. Virgins and single women were usually required to live in one large house together so that their spiritual needs could be dealt with separately. When a girl turned sixteen she was obliged to always wear some pink, usually a scarf or shawl but for church she might wear a pink blouse. Married women would always wear a rich red scarf or shawl. This practice of separating men and women carried over to the cemetery as well, with women being buried on one side and men on the other. You can see this today in the old part of the Bethel cemetery.
In 1854 a pastor by the name of Schondorf was sent out by the parent church at Herrnhut in Bohemia to establish a traditional Moravian Christian commune. Schondorf bought up 1,912 acres near Tarlee. A church and school were built and families allocated land which they thought they were buying. There was a Band Hall, for music performances. All went well for the first twenty years until families discovered they were not buying land, they were only renting it. The community wrote to the mother church in Herrnhut asking for a new priest. A few of the community stayed loyal to Schondorf and they moved with him and built another church and community nearby in 1876. A legal battle began over land ownership. The community committee took Schondorf to court but they lost the case. The community rift was then permanent. A new Moravian Brethren pastor Jacobi, also arrived in 1876. Pastor Jacobi continued until 1891, when he died. (Schondorf had died in 1877 a broken man after the legal battles.) Herrnhut then sent out another man, Pastor Buch, but just a few years (1895) later the Lutherans had built a large church at Bethel in the middle of the community. Most of the remaining Moravian Brethren began to attend the Lutheran Church. Pastor Buch was recalled to Bohemia in 1906 so the community severed their connection with Herrnhut and joined the Lutheran Synod. Many of the Moravians were not happy with the new arrangement as the Lutheran pastor (Benman) progressively brought in the practices of the Lutherans including robes, fees for weddings and funerals etc. Not far away from Bethel other Lutherans and Wends ( now called Sorbs) built another Lutheran Church only a kilometre or so away at Steinthal. The Moravians continued in SA with an offshoot community at South Kilkerran on Yorke Peninsula. The ruins of Schondorf’s second house, church and graveyard can be seen from the Bethel Lutheran Church. The Moravian church and large school has now been demolished. The Lutheran manse was built in 1908. The Moravian burials are numbered chronologically, with men and women separated.
Chaïm Soutine was a Jewish, expressionist painter from Belarus. He has been interpreted as a forerunner of Abstract Expressionism. From 1910–1913 he studied in Vilnius at the Vilna Academy of Fine Arts. In 1913 he emigrated to Paris, where he studied at the Ecole des Beaux-Arts under Fernand Cormon. He soon developed a highly personal vision and painting technique. For a time, he and his friends lived at La Ruche, a residence for struggling artists in Montparnasse, where he became friends with Amedeo Modigliani. Modigliani painted Soutine's portrait several times.
In 1923, the American collector Dr. Albert C. Barnes visited his studio and immediately bought 60 of Soutine's paintings. In February 2006, the oil painting of the series 'Le Boeuf Ecorche' (1924) sold for a record £7.8 million ($13.8 million) to an anonymous buyer at a Christies auction held in London - after it was estimated to fetch £4.8 million.
Soutine produced the majority of his works from 1920 to 1929. He seldom showed his works, but he did take part in the important exhibition The Origins and Development of International Independent Art held at the Galerie nationale du Jeu de Paume in 1937 in Paris, where he was at last hailed as a great painter. Soon thereafter France was invaded by German troops. As a Jew, Soutine had to escape from the French capital and hide in order to avoid arrest by the Gestapo. He moved from one place to another and was sometimes forced to seek shelter in forests, sleeping outdoors. Suffering from a stomach ulcer and bleeding badly, he left a safe hiding place for Paris in order to undergo emergency surgery, which failed to save his life. On August 9, 1943, Chaim Soutine died of a perforated ulcer.
PHNOM PENH
Phnom Penh (/pəˌnɒm ˈpɛn, ˌpnɒm -/; Khmer: ភ្នំពេញ, Phnum Pénh [pʰnumˈpɨɲ]; lit. "Penh's Hill") is the capital and most populous city of Cambodia. It has been the national capital since the French protectorate of Cambodia, and has grown to become the nation's economic, industrial, and cultural centre.
Phnom Penh was founded in 1434 to succeed Angkor Thom as the capital of the Khmer nation but was abandoned several times before being reestablished in 1865 by King Norodom. The city formerly functioned as a processing center, with textiles, pharmaceuticals, machine manufacturing, and rice milling. Its chief assets, however, were cultural. Institutions of higher learning included the Royal University of Phnom Penh (established in 1960 as Royal Khmer University), with schools of engineering, fine arts, technology, and agricultural sciences, the latter at Chamkar Daung, a suburb. Also located in Phnom Penh were the Royal University of Agronomic Sciences and the Agricultural School of Prek Leap.
Once known as the "Pearl of Asia", it was considered one of the loveliest French-built cities in Indochina in the 1920s. Phnom Penh, along with Siem Reap and Sihanoukville, are significant global and domestic tourist destinations for Cambodia. Founded in 1372, the city is noted for its historical architecture and attractions. It became the national capital in 1434 following the fall of Angkor, and remained so until 1497. It regained its capital status during the French colonial era in 1865. There are a number of surviving colonial-era buildings scattered along the grand boulevards.
On the banks of the Tonlé Sap, Mekong, and Bassac Rivers, Phnom Penh is home to more than 2 million people, approximately 14% of the Cambodian population. The Phnom Penh metropolitan area includes 5 districts of Kandal Province.
ETYMOLOGY
Phnom Penh (lit. 'Penh's Hill') takes its name from the present Wat Phnom (lit. 'Hill Temple') or from the former Funan Kingdom, an ancient kingdom that existed from 1st to 6th century AD in Southeast Asia and the forerunner of the current Cambodian monarchy. Legend has it that in 1372, a wealthy widow named Penh found a Koki tree floating down the Tonlé Sap river after a storm. Inside the tree were four bronze Buddha statues and a stone statue of Vishnu. Penh ordered villagers to raise the height of the hill northeast of her house and used the Koki wood to build a temple on the hill to house the four Buddha statues, and a shrine for the Vishnu image slightly lower down. The temple became known as Wat Phnom Daun Penh, which is now known as Wat Phnom, a small hill 27 metres in height.
Phnom Penh's former official name is Krong Chaktomuk Serei Mongkol (Khmer: ក្រុងចតុមុខសិរីមង្គល, lit. 'City of the Brahma's Faces'), in its short form as Krong Chaktomuk (lit. "City of Four Faces"). Krong Chaktomuk is an abbreviation of the full name which was given by King Ponhea Yat, Krong Chaktomuk Mongkol Sakal Kampuchea Thipadei Serei Theakreak Bavar Intabat Borei Roat Reach Seima Moha Nokor (Khmer: ក្រុងចតុមុខមង្គលសកលកម្ពុជាធិបតី សិរីធរបវរ ឥន្ទបត្តបុរី រដ្ឋរាជសីមាមហានគរ, Khmer pronunciation: [ˌkɾoŋˌtɕaʔtoʔmuk̚ˌmŭəŋkŭəlˌsaʔkɒlˌkamputɕiəˌtʰɯp̚paʔdɤjˌseʔɾɤjˌtʰĕəʔɾĕəʔˌɓɒːʋɒːˌʔɤntĕəʔpat̚ˌɓoʔɾɤjˌɾŏət̚tʰaʔˌɾiəc̚ˌsɤjmaːˌmɔhaːˌnɔˈkɔː]). This loosely translates as "The place of four rivers that gives the happiness and success of Khmer Kingdom, the highest leader as well as impregnable city of the God Indra of the great kingdom".
HISTORY
The initial settlement of Phnom Penh is believed to have been established since the 5th century AD, according to the discovery of ancient kiln site in Choeung Ek commune of Dangkao district, southern part of central Phnom Penh in early 2000s. Choeung Ek archaeological site was one of the largest kiln pottery center in Cambodia and the earliest known kiln sites in Southeast Asia to produced the ceremonial vessels known as kendi from 5th to 13th century. Archaeologist stated that a large community is surrounded by a circular earthwork structure that is 740 metres in diameter and 4 metres high, built in the 11th century. In addition, there are remnants of other ancient village infrastructure, irrigation system, inscription, Shiva linga as well as an ancient brick temple foundation and its ornate remains which dated back to Funan era.
First recorded a century after it is said to have taken place, the legend of the founding of Phnom Penh tells of a local woman, Penh (commonly referred to as Daun Penh ("Grandmother Penh" or "Old Lady Penh") in Khmer), living at Chaktomuk, the future Phnom Penh. It was the late 14th century, and the Khmer capital was still at Angkor near Siem Reap 350 km to the north. Gathering firewood along the banks of the river, Lady Penh spied a floating koki tree in the river and fished it from the water. Inside the tree she found four Buddha statues and one of Vishnu.
The discovery was taken as a divine blessing, and to some a sign that the Khmer capital was to be brought to Phnom Penh from Angkor.[citation needed] To house the new-found sacred objects, Penh raised a small hill on the west bank of the Tonle Sap River and crowned it with a shrine, now known as Wat Phnom at the north end of central Phnom Penh. "Phnom" is Khmer for "hill" and Penh's hill took on the name of the founder, and the area around it became known after the hill.
Phnom Penh first became the capital of Cambodia after Ponhea Yat, king of the Khmer Empire, moved the capital from Angkor Thom after it was captured and destroyed by Siam a few years earlier. There is a stupa behind Wat Phnom that houses the remains of Ponhea Yat and the royal family as well as the remaining Buddhist statues from the Angkorean era. In the 17th century, Japanese immigrants also settled on the outskirts of present-day Phnom Penh.[16] A small Portuguese community survived in Phnom Penh until the 17th century, undertaking commercial and religious activity in the country.
Phnom Penh remained the royal capital for 73 years, from 1432 to 1505. It was abandoned for 360 years (from 1505 to 1865) by subsequent kings due to internal fighting between the royal pretenders. Later kings moved the capital several times and established their royal capitals at various locations in Tuol Basan (Srey Santhor), Pursat, Longvek, Lavear Em and Oudong.
It was not until 1866, under the reign of King Norodom I (1860–1904), the eldest son of King Ang Duong, who ruled on behalf of Siam, that Phnom Penh became the permanent seat of government and capital of Cambodia, and also where the current Royal Palace was built. Beginning in 1870, the French colonial authorities turned a riverside village into a city where they built hotels, schools, prisons, barracks, banks, public works offices, telegraph offices, law courts, and health services buildings. In 1872, the first glimpse of a modern city took shape when the colonial administration employed the services of French contractor Le Faucheur to construct the first 300 concrete houses for sale and rental to Chinese traders.
By the 1920s, Phnom Penh was known as the "Pearl of Asia", and over the next four decades, Phnom Penh continued to experience rapid growth with the building of railways to Sihanoukville and Pochentong International Airport (now Phnom Penh International Airport). Phnom Penh's infrastructure saw major modernisation under the rule of Sihanouk.
During the Vietnam War, Cambodia was used as a base by the People's Army of Vietnam and the Viet Cong, and thousands of refugees from across the country flooded the city to escape the fighting between their own government troops, the People's Army of Vietnam, the Viet Cong, the South Vietnamese and their allies, the Khmer Rouge, and American air strikes. By 1975, the population was 2–3 million, the bulk of whom were refugees from the fighting. The Khmer Rouge cut off supplies to the city for more than a year before it fell on April 17, 1975. Reports from journalists stated that the Khmer Rouge shelling "tortured the capital almost continuously", inflicting "random death and mutilation" on millions of trapped civilians. The Khmer Rouge forcibly evacuated the entire city after taking it, in what has been described as a death march: François Ponchaud wrote that "I shall never forget one cripple who had neither hands nor feet, writhing along the ground like a severed worm, or a weeping father carrying his ten-year old daughter wrapped in a sheet tied around his neck like a sling, or the man with his foot dangling at the end of a leg to which it was attached by nothing but skin"; Jon Swain recalled that the Khmer Rouge were "tipping out patients from the hospitals like garbage into the streets....In five years of war, this is the greatest caravan of human misery I have seen". All of its residents, including the wealthy and educated, were evacuated from the city and forced to do difficult labour on rural farms as "new people". Tuol Sleng High School was taken over by Pol Pot's forces and was turned into the S-21 prison camp, where people were detained and tortured. Pol Pot sought a return to an agrarian economy and therefore killed many people perceived as educated, "lazy" or political enemies. Many others starved to death as a result of failure of the agrarian society and the sale of Cambodia's rice to China in exchange for bullets and weaponry. The former high school is now the Tuol Sleng Genocide Museum, where Khmer Rouge torture devices and photos of their victims are displayed. Choeung Ek (The Killing Fields), 15 kilometersaway, where the Khmer Rouge marched prisoners from Tuol Sleng to be murdered and buried in shallow pits, is also now a memorial to those who were killed by the regime.
The Khmer Rouge were driven out of Phnom Penh by the People's Army of Vietnam in 1979, and people began to return to the city. Vietnam is historically a state with which Cambodia has had many conflicts, therefore this liberation was and is viewed with mixed emotions by the Cambodians. A period of reconstruction began, spurred by the continuing stability of government, attracting new foreign investment and aid by countries including France, Australia, and Japan. Loans were made from the Asian Development Bank and the World Bank to reinstate a clean water supply, roads and other infrastructure. The 1998 Census put Phnom Penh's population at 862,000; and the 2008 census was 1.3 million. By 2019, its population reached over 2.2 million, based on general population census.
GEOGRAPHICS
Phnom Penh is in the south-central region of Cambodia, and is fully surrounded by Kandal Province. The municipality is on the banks of the Tonlé Sap, Mekong, and Bassac Rivers. These rivers provide freshwater and other natural resources to the city. Phnom Penh and the surrounding areas consist of a typical flood plain area for Cambodia. Although Phnom Penh is at 11.89 metres above the river, monsoon season flooding is a problem, and the river sometimes overflows its banks.
The city, at 11.55°N 104.91667°E (11°33' North, 104°55' East), covers an area of 678.46 square kilometres, with some 11,401 hectares in the municipality and 26,106 ha of roads. The agricultural land in the municipality amounts to 34.685 km2 with some 1.476 km2 under irrigation.
CLIMATE
Phnom Penh has a tropical wet and dry climate (Köppen climate classification Aw). The climate is hot year-round with only minor variations. Temperatures typically range from 22 to 35 °C and weather is subject to the tropical monsoons. The southwest monsoon blows inland bringing moisture-laden winds from the Gulf of Thailand and Indian Ocean from May to November. The northeast monsoon ushers in the dry season, which lasts from December to April. The city experiences the heaviest precipitation from September to October with the driest period in January and February.
The city has two distinct seasons. The rainy season, which runs from May to November, sees high temperatures accompanied by high humidity. The dry season lasts from December to April; when overnight temperatures can drop to 22 °C.
ADMINISTRATION
Phnom Penh is a municipality of area 678.46 square kilometres with a government status equal to that of Cambodian provinces. The municipality is divided into 14 administrative divisions called khans (districts). The district s are subdivided into 105 sangkats (communes), and further subdivided into 953 phums (villages). All khans are under the governance of the Phnom Penh Municipality. Dangkao, Meanchey, Porsenchey, Sen Sok and Russei Keo are considered the outskirts of the city.
The municipality is governed by the governor who acts as the top executive of the city as well as overseeing the Municipal Military Police, Municipal Police, and Bureau of Urban Affairs. Below the governor is the first vice governor and five vice governors. The chief of cabinet, who holds the same status as the vice governors, heads the cabinet consisting of eight deputy chiefs of cabinet who in turn are in charge of the 27 administrative departments. Every khan (district) also has a chief.
DEMOGRAPHICS
As of 2019, Phnom Penh had a population of 2,129,371 people, with a total population density of 3,136 inhabitants per square kilometre in a 679 square kilometres city area. The population growth rate of the city is 3.92%. The city area has grown fourfold since 1979, and the metro area will continue to expand in order to support the city's growing population and economy.
A survey by the National Institute of Statistics in 2017 showed that 95.3% of the population in Phnom Penh are Khmer, 4% Chams, and 0.7% others, predominantly Chinese, Vietnamese, and other small ethnic groups who are Thai, Budong, Mnong Preh, Kuy and Chong. The state religion is Theravada Buddhism. More than 90% of the people in Phnom Penh are Buddhists. Chams have been practicing Islam for hundreds of years. Since 1993, there has also been an increase in the practice of Christianity which was practically wiped out after 1975 when the Khmer Rouge took over. The official language is Khmer, but English and French are widely used in the city.
The number of slum-inhabitants at the end of 2012 was 105,771, compared with 85,807 at the start of 2012.
Note: As stated in the "History" paragraph (The 1998 Census put Phnom Penh's population at 862,000; and the 2008 census was 1.3 million.) the information collides with the information provided in the "Historical population" table. Needs editing.
POLITIC
Phnom Penh is allocated 12 seats in the National Assembly, making it the largest constituency.
ECONOMY
Phnom Penh is Cambodia's economic centre as it accounts for a large portion of the Cambodian economy. Double-digit economic growth rates in recent years have triggered an economic boom in Phnom Penh, with new hotels, restaurants, schools, bars, high rises and residential buildings springing up in the city.
The economy is based on commercial interests such as garments, trading, and small and medium enterprises. In the past few years the property business has been booming, with rapidly increasing real estate prices. Tourism is also a major contributor in the capital as more shopping and commercial centres open, making Phnom Penh one of the major tourist destinations in South East Asia along with Siem Reap and Sihanoukville. According to the World Travel and Tourism Council, tourism made up 19.2 percent (US$2,053 million) of Cambodia's GDP in 2009 and accounts for 13.7 percent of total employment. One of the most popular areas in Phnom Penh for tourists is Sisowath Quay, alongside the Tonle Sap River. Sisowath Quay is a five kilometre strip of road that includes restaurants, bars, and hotels.
The US$2.6 billion new urban development, Camko City, is meant to bolster the city landscape. The Bureau of Urban Affairs of Phnom Penh Municipality has plans to expand and construct new infrastructure to accommodate the growing population and economy. High rise buildings will be constructed at the entrance of the city and near the lakes and riverbanks. Furthermore, new roads, canals, and a railway system will be used to connect Camko City and Phnom Penh.
Other projects include:
Grand Phnom Penh International City (under construction)
De Castle Royal Condominium (Completed)
Gold Tower 42 (On hold 32 floors construction begins again in the mid of 2018)
OCIC Tower (Completed)
Kokling super second floor house
Vattanac Capital Tower (completed)
The Bridge (Completed)
The Peak (under construction)
With booming economic growth seen since the 1990s, new shopping venues have opened, such as Sorya Center Point, Aeon Mall Phnom Penh, Aeon Mall Sen Sok City and Olympia Mall. Many international brands have opened such as Mango, Salvatore Ferragamo, Hugo Boss, Padini Concept Store, Lily, Timberland, Jimmy Choo, CC Double O, MO, Brands Outlet, Nike, Converse, Pony, Armani Exchange, and Super Dry.
The tallest skyscraper in Phnom Penh is Vattanac Capital Tower at a height of 188 metres, dominating Phnom Penh's skyline with its neighbour skyscraper Canadia Tower (OCIC Tower). The tower was completed in December 2014. Modern high rises have been constructed all around the city, not concentrated in any one particular area.
The Central Market Phsar Thmei is a tourist attraction. The four wings of the yellow colored market are teeming with numerous stalls selling gold and silver jewelry, antique coins, clothing, clocks, flowers, food, fabrics and shoes. Phsar Thmei is undergoing under a major renovation, along with the creation of newer stalls.
ADMINISTRATION
Phnom Penh is a municipality of area 678.46 square kilometres with a government status equal to that of Cambodian provinces. The municipality is divided into 14 administrative divisions called khans (districts). The district s are subdivided into 105 sangkats (communes), and further subdivided into 953 phums (villages). All khans are under the governance of the Phnom Penh Municipality. Dangkao, Meanchey, Porsenchey, Sen Sok and Russei Keo are considered the outskirts of the city.
The municipality is governed by the governor who acts as the top executive of the city as well as overseeing the Municipal Military Police, Municipal Police, and Bureau of Urban Affairs. Below the governor is the first vice governor and five vice governors. The chief of cabinet, who holds the same status as the vice governors, heads the cabinet consisting of eight deputy chiefs of cabinet who in turn are in charge of the 27 administrative departments. Every khan (district) also has a chief.
DEMOGRAPHICS
As of 2019, Phnom Penh had a population of 2,129,371 people, with a total population density of 3,136 inhabitants per square kilometre in a 679 square kilometres city area. The population growth rate of the city is 3.92%. The city area has grown fourfold since 1979, and the metro area will continue to expand in order to support the city's growing population and economy.
A survey by the National Institute of Statistics in 2017 showed that 95.3% of the population in Phnom Penh are Khmer, 4% Chams, and 0.7% others, predominantly Chinese, Vietnamese, and other small ethnic groups who are Thai, Budong, Mnong Preh, Kuy and Chong. The state religion is Theravada Buddhism. More than 90% of the people in Phnom Penh are Buddhists. Chams have been practicing Islam for hundreds of years. Since 1993, there has also been an increase in the practice of Christianity which was practically wiped out after 1975 when the Khmer Rouge took over. The official language is Khmer, but English and French are widely used in the city.
The number of slum-inhabitants at the end of 2012 was 105,771, compared with 85,807 at the start of 2012.
Note: As stated in the "History" paragraph (The 1998 Census put Phnom Penh's population at 862,000; and the 2008 census was 1.3 million.) the information collides with the information provided in the "Historical population" table.
POLITIC
Phnom Penh is allocated 12 seats in the National Assembly, making it the largest constituency.
ECONOMY
Phnom Penh is Cambodia's economic centre as it accounts for a large portion of the Cambodian economy. Double-digit economic growth rates in recent years have triggered an economic boom in Phnom Penh, with new hotels, restaurants, schools, bars, high rises and residential buildings springing up in the city.
The economy is based on commercial interests such as garments, trading, and small and medium enterprises. In the past few years the property business has been booming, with rapidly increasing real estate prices. Tourism is also a major contributor in the capital as more shopping and commercial centres open, making Phnom Penh one of the major tourist destinations in South East Asia along with Siem Reap and Sihanoukville. According to the World Travel and Tourism Council, tourism made up 19.2 percent (US$2,053 million) of Cambodia's GDP in 2009 and accounts for 13.7 percent of total employment. One of the most popular areas in Phnom Penh for tourists is Sisowath Quay, alongside the Tonle Sap River. Sisowath Quay is a five kilometre strip of road that includes restaurants, bars, and hotels.
The US$2.6 billion new urban development, Camko City, is meant to bolster the city landscape. The Bureau of Urban Affairs of Phnom Penh Municipality has plans to expand and construct new infrastructure to accommodate the growing population and economy. High rise buildings will be constructed at the entrance of the city and near the lakes and riverbanks. Furthermore, new roads, canals, and a railway system will be used to connect Camko City and Phnom Penh.
Other projects include:
Grand Phnom Penh International City (under construction)
De Castle Royal Condominium (Completed)
Gold Tower 42 (On hold 32 floors construction begins again in the mid of 2018)
OCIC Tower (Completed)
Kokling super second floor house
Vattanac Capital Tower (completed)
The Bridge (Completed)
The Peak (under construction)
With booming economic growth seen since the 1990s, new shopping venues have opened, such as Sorya Center Point, Aeon Mall Phnom Penh, Aeon Mall Sen Sok City and Olympia Mall. Many international brands have opened such as Mango, Salvatore Ferragamo, Hugo Boss, Padini Concept Store, Lily, Timberland, Jimmy Choo, CC Double O, MO, Brands Outlet, Nike, Converse, Pony, Armani Exchange, and Super Dry.
The tallest skyscraper in Phnom Penh is Vattanac Capital Tower at a height of 188 metres, dominating Phnom Penh's skyline with its neighbour skyscraper Canadia Tower (OCIC Tower). The tower was completed in December 2014. Modern high rises have been constructed all around the city, not concentrated in any one particular area.
The Central Market Phsar Thmei is a tourist attraction. The four wings of the yellow colored market are teeming with numerous stalls selling gold and silver jewelry, antique coins, clothing, clocks, flowers, food, fabrics and shoes. Phsar Thmei is undergoing under a major renovation, along with the creation of newer stalls.
CULTURE
Phnom Penh also has its own dialect of Khmer. Speakers of the Phnom Penh dialect often elide syllables, which has earned it a reputation for being lazy speech. Phnom Penh is also known for its influence on New Khmer Architecture. Phnom Penh is notable for Ka tieu Phnom Penh, its variation on rice noodle soup, a dish available in sit-down cafes as well as street cafes.
The city hosts a number of music events throughout the city. 'Indie' bands (those without corporate sponsors) have grown in number due also in part to the emergence of private music schools such as SoundsKool Music (also operating in the city of Siem Reap), and Music Arts School (registered as an NGO). The Cambodian fishing dance originated in Phnom Penh at the Royal University of Fine Arts in the 1960s.
The two most visited museums in the city are the National Museum, which is the country's leading historical and archaeological museum, and Tuol Sleng Genocide Museum, a former Khmer Rouge prison. The National Museum hosts celebrations of Cambodian dance and music, including a popular classic Apsara dance show of traditional folk dances as well as original creations.
CAMBODIAN NEW YEAR
At this time, Phnom Penh celebrates Cambodian New Year, an occasion increasingly popular with tourists. During this typically hottest part of the year, water gets thrown around adding to the party atmosphere along with dancing and music. The precise date changes year-by-year but this holiday lasts, at least, three days. This festival marks the turn of the year based on the ancient Khmer calendar and also marks the end of the prior year harvest.
WATER FESTIVAL
The largest annual festival in Phnom Penh, this lively gathering celebrates the reversing of the flow of the Tonlé Sap River. The holiday lasts three days as people flood into the city to enjoy the fireworks, boat races, live concerts, eating and partying. The boat racing dates back to ancient times marking the strengths of the Khmer marine forces during the Khmer Empire.
On November 22, 2010, at least 348 people were crushed to death in a bridge stampede at the festival.
ANCESTORS DAY
Ancestors' Day, also called Pchum Ben, is a very important aspect of Cambodian culture. It may be translated as "gathering together" to make offerings and is a time of reunion, commemoration, express love and appreciation for one's ancestors. By offering food and good karma to those possibly trapped in the spirit world, living relatives help assuage their misery and guide them back into the cycle of reincarnation.
VISAK BOCHEA
Vesākha is an annual holiday observed traditionally by Buddhists in Cambodia. Sometimes informally called "Buddha's Birthday", it actually encompasses the birth, enlightenment (nirvāṇa), and passing away (Parinirvāna) of Gautama Buddha.
CITYSCAPE AND ARCHITECTURE
The oldest structure is Wat Phnom from the founding days of the city, constructed in 1373. The main tourist attractions are the Royal Palace with the Silver Pagoda, and the National Museum, constructed during the French colonial era in the late-19th century in the classical Khmer style and hosting a vast collection of Khmer antiquities. The Independence Monument (Khmer: Vimean Akareach), although from the 1950s, is also constructed in the ancient Khmer style.
The French, who were the colonial masters from the 19th century to the 1940s, also left their mark, with various colonial villas, French churches, boulevards, and the Art Deco market Phsar Thom Thmei. A notable landmark of the colonial era is the Hotel Le Royal.
Starting with independence from the French in the 1950s and lasting until the era of the Khmer Rouge in the 1970s, Phnom Penh underwent tremendous growth as the capital city of a newly independent country. King Sihanouk was eager to present a new style of architecture and thus invigorate the process of nation building. A new golden era of architecture took off, with various projects and young Khmer architects, often educated in France, given opportunities to design and construct. This new movement was called "New Khmer Architecture" and was often characterised by a fusion of Bauhaus, European post-modern architecture, and traditional elements from Angkor. The most prominent architect was Vann Molyvann, who was nominated chief national architect by the king himself in 1956. Molyvann created landmark buildings such as the Preah Suramarit National Theatre and the Council of Ministers building. Other architects helped construct the newly founded Royal Khmer University, the Institute of Foreign Languages, and the National Sports Centre. With the growth of the upper and entrepreneurial middle classes, new suburbs were built in the 1950s and 1960s. Although these buildings survived the Khmer Rouge era and the civil war, today they are under threat due to economic development and financial speculation. Villas and gardens from that era are being destroyed and redeveloped to make place for bigger structures. The landmark National Theatre by Molyvann was razed in 2008 A movement is rising in Cambodia to preserve this modernist heritage. Old villas are sometimes being converted into boutique hotels, such as the Knai Bang Chatt.
Monuments and memorials to the genocide of the Khmer Rouge era in the 1970s are the Tuol Sleng Genocide Museum (a former high school used as a concentration camp) and, on the outskirts of the city, the Choeung Ek Genocide Center. The Cambodia-Vietnam Friendship Monument was commissioned by the Vietnamese communists as symbol of Khmer-Vietnamese friendship during the late-1970s following the liberation of Cambodia from the Khmer Rouge.
The population, foreign investment, and urban development in Phnom Penh grew dramatically during the 1990s and early-2000s. The rapid growth resulted in the city's infrastructure distinctly lacking (the drainage system is particularly notorious, and Phnom Penh frequently floods during the wet season), and a need for both residential and commercial spaces. The simultaneous demand for residential and commercial housing and the increase of international investment has led to the planning, if not construction, of several satellite cities. The largest of these cities are: Grand Phnom Penh International City, CamKo City, Diamond Island City, Boeung Kak Town, and Chruy Cangva City.
On the outskirts of the city, farmland has been developed into garment factories and housing for lower economic classes and those displaced by the new development in the city center.
2035 MASTER PLAN
Originally intended to be completed by 2020, the 2035 master plan is a French-funded project for the development of Phnom Penh. Although the plan was approved by the Ministry of Land Management, Urban Planning and Construction in 2005, it has yet to be ratified by the Cabinet of Cambodia. The original plan details five edge-city projects connected to the historical city centre by waterways and tree-lined corridors.
SPORT
The martial arts of Bokator, Pradal Serey (Khmer kick boxing) and Khmer traditional wrestling have venues in Phnom Penh watched by dedicated spectators. Cambodia has increasingly become involved in modern sports over the last 30 years. As with the rest of the country, football and the martial arts are particularly popular. Ultimate fighting and freestyle boxing have also become more common in recent years.
The most prominent sporting venue in the city is the Phnom Penh National Olympic Stadium with a capacity of 50,000—although the country never hosted the Olympic Games due to disruption by the civil war and the Khmer Rouge in the 1970s. Built in 1964, it is home to the Cambodian national football team. On completion the stadium was one of the largest in Asia. Volleyball, basketball, and Tai-Kwon-Do games are often hosted at the stadium. The stadium closed in 2000, but was redeveloped and reopened.
In footballing ventures, Phnom Penh is formally represented by Phnom Penh Crown FC despite being home to numerous football teams who plays in the Cambodian League. Including Visakha, Nagaworld, Boeungket and the aforementioned Phnom Penh Crown, amongst many others.
The National Sports Centre of Cambodia hosts swimming, boxing, and volleyball competitions. Noted local football clubs include Phnom Penh Empire, Khemara Keila FC and Military Police. The city will host the 2023 Southeast Asian Games and the 2023 ASEAN Para Games, this will mark the first time that Cambodia has hosted a multi-sport event.
TRANSPORT
Phnom Penh International Airport is the largest and busiest airport in Cambodia. It is seven kilometres west of central Phnom Penh. The airport is connected to the city center by taxi, train, and shuttle bus.
Cambodia's national flag carrier, Cambodia Angkor Air, launched in 2009, is headquartered in Phnom Penh and has its main hub there, with an additional hub at the Angkor International Airport.
Air France used to serve Phnom Penh from Paris-Charles de Gaulle but this service has since stopped. Qatar Airways now flies to and from Phnom Penh, via Ho Chi Minh City.
Taxis, pick-ups, and minibuses leave the city for destinations all over the country, but are fast losing ground to cheaper and more comfortable buses. Phnom Penh also has a rail service.
There are numerous bus companies, including Phnom Penh Public Transport and GST Express, running services to most provincial capitals, including Sihanoukville, Kampong Chhnang, Oudong and Takéo. Phnom Penh Sorya Transport Co. offers bus service to several provincial destinations along the National Routes and to Ho Chi Minh City. Giant Ibis is another bus company based in Phnom Penh, which travels to Sihanoukville, Kampot, Siem Reap and Ho Chi Minh, and has free Wi-Fi, air conditioning and modest pricing.
The city is Cambodia's main freshwater port, a major port on the Mekong River. It is linked to the South China Sea, 290 kilometres distant, via a channel of the Mekong in Vietnam.
PUBLIC TRANSPORT
Phnom Penh is served by air conditioned public buses. Initial attempts by the Japanese government to develop a Phnom Penh bus service began in 2001. An update of the JICA urban transport master plan for Phnom Penh was completed and implemented in 2014. The city is now served by 17 bus lines, operated by the Phnom Penh municipal government. Private transportation within the city include the cycle rickshaw, known in Khmer as "cyclo", the motorcycle taxi known in Khmer as "moto", the auto rickshaw known locally as "tuk-tuk", the trailer attached to a motorcycle taxi known in Khmer as "remorque", and the standard automobile taxicab known in Khmer as "taxi". Private forms of transportation used by locals include bicycles, motorbikes, and cars.
WATER SUPPLY
Water supply in Phnom Penh has improved dramatically in terms of access, service quality, efficiency, cost recovery and governance between 1993 and 2006. The number of customers has increased ninefold, service quality has improved from intermittent to continuous supply, water losses have been cut dramatically and the city's water utility went from being bankrupt to making a modest profit. These achievements were recognized through international awards such as the 2006 Ramon Magsaysay Award and the 2010 Stockholm Industry Water Award. The city's water utility is the Phnom Penh Water Supply Authority (PPWSA). Its main water sources are the Mekong River, the Tonle Sap river and the Tonle Bassac river.
WIKIPEDIA
The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Nippen Tucket, available in six colours, with or without doors.
Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
1966 Volkswagen Kombi (North America)
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.
VW Bus Type 2 (T1), hippie colors
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.
(Source Wikipedia)
PHNOM PENH
Phnom Penh (/pəˌnɒm ˈpɛn, ˌpnɒm -/; Khmer: ភ្នំពេញ, Phnum Pénh [pʰnumˈpɨɲ]; lit. "Penh's Hill") is the capital and most populous city of Cambodia. It has been the national capital since the French protectorate of Cambodia, and has grown to become the nation's economic, industrial, and cultural centre.
Phnom Penh was founded in 1434 to succeed Angkor Thom as the capital of the Khmer nation but was abandoned several times before being reestablished in 1865 by King Norodom. The city formerly functioned as a processing center, with textiles, pharmaceuticals, machine manufacturing, and rice milling. Its chief assets, however, were cultural. Institutions of higher learning included the Royal University of Phnom Penh (established in 1960 as Royal Khmer University), with schools of engineering, fine arts, technology, and agricultural sciences, the latter at Chamkar Daung, a suburb. Also located in Phnom Penh were the Royal University of Agronomic Sciences and the Agricultural School of Prek Leap.
Once known as the "Pearl of Asia", it was considered one of the loveliest French-built cities in Indochina in the 1920s. Phnom Penh, along with Siem Reap and Sihanoukville, are significant global and domestic tourist destinations for Cambodia. Founded in 1372, the city is noted for its historical architecture and attractions. It became the national capital in 1434 following the fall of Angkor, and remained so until 1497. It regained its capital status during the French colonial era in 1865. There are a number of surviving colonial-era buildings scattered along the grand boulevards.
On the banks of the Tonlé Sap, Mekong, and Bassac Rivers, Phnom Penh is home to more than 2 million people, approximately 14% of the Cambodian population. The Phnom Penh metropolitan area includes 5 districts of Kandal Province.
ETYMOLOGY
Phnom Penh (lit. 'Penh's Hill') takes its name from the present Wat Phnom (lit. 'Hill Temple') or from the former Funan Kingdom, an ancient kingdom that existed from 1st to 6th century AD in Southeast Asia and the forerunner of the current Cambodian monarchy. Legend has it that in 1372, a wealthy widow named Penh found a Koki tree floating down the Tonlé Sap river after a storm. Inside the tree were four bronze Buddha statues and a stone statue of Vishnu. Penh ordered villagers to raise the height of the hill northeast of her house and used the Koki wood to build a temple on the hill to house the four Buddha statues, and a shrine for the Vishnu image slightly lower down. The temple became known as Wat Phnom Daun Penh, which is now known as Wat Phnom, a small hill 27 metres in height.
Phnom Penh's former official name is Krong Chaktomuk Serei Mongkol (Khmer: ក្រុងចតុមុខសិរីមង្គល, lit. 'City of the Brahma's Faces'), in its short form as Krong Chaktomuk (lit. "City of Four Faces"). Krong Chaktomuk is an abbreviation of the full name which was given by King Ponhea Yat, Krong Chaktomuk Mongkol Sakal Kampuchea Thipadei Serei Theakreak Bavar Intabat Borei Roat Reach Seima Moha Nokor (Khmer: ក្រុងចតុមុខមង្គលសកលកម្ពុជាធិបតី សិរីធរបវរ ឥន្ទបត្តបុរី រដ្ឋរាជសីមាមហានគរ, Khmer pronunciation: [ˌkɾoŋˌtɕaʔtoʔmuk̚ˌmŭəŋkŭəlˌsaʔkɒlˌkamputɕiəˌtʰɯp̚paʔdɤjˌseʔɾɤjˌtʰĕəʔɾĕəʔˌɓɒːʋɒːˌʔɤntĕəʔpat̚ˌɓoʔɾɤjˌɾŏət̚tʰaʔˌɾiəc̚ˌsɤjmaːˌmɔhaːˌnɔˈkɔː]). This loosely translates as "The place of four rivers that gives the happiness and success of Khmer Kingdom, the highest leader as well as impregnable city of the God Indra of the great kingdom".
HISTORY
The initial settlement of Phnom Penh is believed to have been established since the 5th century AD, according to the discovery of ancient kiln site in Choeung Ek commune of Dangkao district, southern part of central Phnom Penh in early 2000s. Choeung Ek archaeological site was one of the largest kiln pottery center in Cambodia and the earliest known kiln sites in Southeast Asia to produced the ceremonial vessels known as kendi from 5th to 13th century. Archaeologist stated that a large community is surrounded by a circular earthwork structure that is 740 metres in diameter and 4 metres high, built in the 11th century. In addition, there are remnants of other ancient village infrastructure, irrigation system, inscription, Shiva linga as well as an ancient brick temple foundation and its ornate remains which dated back to Funan era.
First recorded a century after it is said to have taken place, the legend of the founding of Phnom Penh tells of a local woman, Penh (commonly referred to as Daun Penh ("Grandmother Penh" or "Old Lady Penh") in Khmer), living at Chaktomuk, the future Phnom Penh. It was the late 14th century, and the Khmer capital was still at Angkor near Siem Reap 350 km to the north. Gathering firewood along the banks of the river, Lady Penh spied a floating koki tree in the river and fished it from the water. Inside the tree she found four Buddha statues and one of Vishnu.
The discovery was taken as a divine blessing, and to some a sign that the Khmer capital was to be brought to Phnom Penh from Angkor.[citation needed] To house the new-found sacred objects, Penh raised a small hill on the west bank of the Tonle Sap River and crowned it with a shrine, now known as Wat Phnom at the north end of central Phnom Penh. "Phnom" is Khmer for "hill" and Penh's hill took on the name of the founder, and the area around it became known after the hill.
Phnom Penh first became the capital of Cambodia after Ponhea Yat, king of the Khmer Empire, moved the capital from Angkor Thom after it was captured and destroyed by Siam a few years earlier. There is a stupa behind Wat Phnom that houses the remains of Ponhea Yat and the royal family as well as the remaining Buddhist statues from the Angkorean era. In the 17th century, Japanese immigrants also settled on the outskirts of present-day Phnom Penh.[16] A small Portuguese community survived in Phnom Penh until the 17th century, undertaking commercial and religious activity in the country.
Phnom Penh remained the royal capital for 73 years, from 1432 to 1505. It was abandoned for 360 years (from 1505 to 1865) by subsequent kings due to internal fighting between the royal pretenders. Later kings moved the capital several times and established their royal capitals at various locations in Tuol Basan (Srey Santhor), Pursat, Longvek, Lavear Em and Oudong.
It was not until 1866, under the reign of King Norodom I (1860–1904), the eldest son of King Ang Duong, who ruled on behalf of Siam, that Phnom Penh became the permanent seat of government and capital of Cambodia, and also where the current Royal Palace was built. Beginning in 1870, the French colonial authorities turned a riverside village into a city where they built hotels, schools, prisons, barracks, banks, public works offices, telegraph offices, law courts, and health services buildings. In 1872, the first glimpse of a modern city took shape when the colonial administration employed the services of French contractor Le Faucheur to construct the first 300 concrete houses for sale and rental to Chinese traders.
By the 1920s, Phnom Penh was known as the "Pearl of Asia", and over the next four decades, Phnom Penh continued to experience rapid growth with the building of railways to Sihanoukville and Pochentong International Airport (now Phnom Penh International Airport). Phnom Penh's infrastructure saw major modernisation under the rule of Sihanouk.
During the Vietnam War, Cambodia was used as a base by the People's Army of Vietnam and the Viet Cong, and thousands of refugees from across the country flooded the city to escape the fighting between their own government troops, the People's Army of Vietnam, the Viet Cong, the South Vietnamese and their allies, the Khmer Rouge, and American air strikes. By 1975, the population was 2–3 million, the bulk of whom were refugees from the fighting. The Khmer Rouge cut off supplies to the city for more than a year before it fell on April 17, 1975. Reports from journalists stated that the Khmer Rouge shelling "tortured the capital almost continuously", inflicting "random death and mutilation" on millions of trapped civilians. The Khmer Rouge forcibly evacuated the entire city after taking it, in what has been described as a death march: François Ponchaud wrote that "I shall never forget one cripple who had neither hands nor feet, writhing along the ground like a severed worm, or a weeping father carrying his ten-year old daughter wrapped in a sheet tied around his neck like a sling, or the man with his foot dangling at the end of a leg to which it was attached by nothing but skin"; Jon Swain recalled that the Khmer Rouge were "tipping out patients from the hospitals like garbage into the streets....In five years of war, this is the greatest caravan of human misery I have seen". All of its residents, including the wealthy and educated, were evacuated from the city and forced to do difficult labour on rural farms as "new people". Tuol Sleng High School was taken over by Pol Pot's forces and was turned into the S-21 prison camp, where people were detained and tortured. Pol Pot sought a return to an agrarian economy and therefore killed many people perceived as educated, "lazy" or political enemies. Many others starved to death as a result of failure of the agrarian society and the sale of Cambodia's rice to China in exchange for bullets and weaponry. The former high school is now the Tuol Sleng Genocide Museum, where Khmer Rouge torture devices and photos of their victims are displayed. Choeung Ek (The Killing Fields), 15 kilometersaway, where the Khmer Rouge marched prisoners from Tuol Sleng to be murdered and buried in shallow pits, is also now a memorial to those who were killed by the regime.
The Khmer Rouge were driven out of Phnom Penh by the People's Army of Vietnam in 1979, and people began to return to the city. Vietnam is historically a state with which Cambodia has had many conflicts, therefore this liberation was and is viewed with mixed emotions by the Cambodians. A period of reconstruction began, spurred by the continuing stability of government, attracting new foreign investment and aid by countries including France, Australia, and Japan. Loans were made from the Asian Development Bank and the World Bank to reinstate a clean water supply, roads and other infrastructure. The 1998 Census put Phnom Penh's population at 862,000; and the 2008 census was 1.3 million. By 2019, its population reached over 2.2 million, based on general population census.
GEOGRAPHICS
Phnom Penh is in the south-central region of Cambodia, and is fully surrounded by Kandal Province. The municipality is on the banks of the Tonlé Sap, Mekong, and Bassac Rivers. These rivers provide freshwater and other natural resources to the city. Phnom Penh and the surrounding areas consist of a typical flood plain area for Cambodia. Although Phnom Penh is at 11.89 metres above the river, monsoon season flooding is a problem, and the river sometimes overflows its banks.
The city, at 11.55°N 104.91667°E (11°33' North, 104°55' East), covers an area of 678.46 square kilometres, with some 11,401 hectares in the municipality and 26,106 ha of roads. The agricultural land in the municipality amounts to 34.685 km2 with some 1.476 km2 under irrigation.
CLIMATE
Phnom Penh has a tropical wet and dry climate (Köppen climate classification Aw). The climate is hot year-round with only minor variations. Temperatures typically range from 22 to 35 °C and weather is subject to the tropical monsoons. The southwest monsoon blows inland bringing moisture-laden winds from the Gulf of Thailand and Indian Ocean from May to November. The northeast monsoon ushers in the dry season, which lasts from December to April. The city experiences the heaviest precipitation from September to October with the driest period in January and February.
The city has two distinct seasons. The rainy season, which runs from May to November, sees high temperatures accompanied by high humidity. The dry season lasts from December to April; when overnight temperatures can drop to 22 °C.
ADMINISTRATION
Phnom Penh is a municipality of area 678.46 square kilometres with a government status equal to that of Cambodian provinces. The municipality is divided into 14 administrative divisions called khans (districts). The district s are subdivided into 105 sangkats (communes), and further subdivided into 953 phums (villages). All khans are under the governance of the Phnom Penh Municipality. Dangkao, Meanchey, Porsenchey, Sen Sok and Russei Keo are considered the outskirts of the city.
The municipality is governed by the governor who acts as the top executive of the city as well as overseeing the Municipal Military Police, Municipal Police, and Bureau of Urban Affairs. Below the governor is the first vice governor and five vice governors. The chief of cabinet, who holds the same status as the vice governors, heads the cabinet consisting of eight deputy chiefs of cabinet who in turn are in charge of the 27 administrative departments. Every khan (district) also has a chief.
DEMOGRAPHICS
As of 2019, Phnom Penh had a population of 2,129,371 people, with a total population density of 3,136 inhabitants per square kilometre in a 679 square kilometres city area. The population growth rate of the city is 3.92%. The city area has grown fourfold since 1979, and the metro area will continue to expand in order to support the city's growing population and economy.
A survey by the National Institute of Statistics in 2017 showed that 95.3% of the population in Phnom Penh are Khmer, 4% Chams, and 0.7% others, predominantly Chinese, Vietnamese, and other small ethnic groups who are Thai, Budong, Mnong Preh, Kuy and Chong. The state religion is Theravada Buddhism. More than 90% of the people in Phnom Penh are Buddhists. Chams have been practicing Islam for hundreds of years. Since 1993, there has also been an increase in the practice of Christianity which was practically wiped out after 1975 when the Khmer Rouge took over. The official language is Khmer, but English and French are widely used in the city.
The number of slum-inhabitants at the end of 2012 was 105,771, compared with 85,807 at the start of 2012.
Note: As stated in the "History" paragraph (The 1998 Census put Phnom Penh's population at 862,000; and the 2008 census was 1.3 million.) the information collides with the information provided in the "Historical population" table. Needs editing.
POLITIC
Phnom Penh is allocated 12 seats in the National Assembly, making it the largest constituency.
ECONOMY
Phnom Penh is Cambodia's economic centre as it accounts for a large portion of the Cambodian economy. Double-digit economic growth rates in recent years have triggered an economic boom in Phnom Penh, with new hotels, restaurants, schools, bars, high rises and residential buildings springing up in the city.
The economy is based on commercial interests such as garments, trading, and small and medium enterprises. In the past few years the property business has been booming, with rapidly increasing real estate prices. Tourism is also a major contributor in the capital as more shopping and commercial centres open, making Phnom Penh one of the major tourist destinations in South East Asia along with Siem Reap and Sihanoukville. According to the World Travel and Tourism Council, tourism made up 19.2 percent (US$2,053 million) of Cambodia's GDP in 2009 and accounts for 13.7 percent of total employment. One of the most popular areas in Phnom Penh for tourists is Sisowath Quay, alongside the Tonle Sap River. Sisowath Quay is a five kilometre strip of road that includes restaurants, bars, and hotels.
The US$2.6 billion new urban development, Camko City, is meant to bolster the city landscape. The Bureau of Urban Affairs of Phnom Penh Municipality has plans to expand and construct new infrastructure to accommodate the growing population and economy. High rise buildings will be constructed at the entrance of the city and near the lakes and riverbanks. Furthermore, new roads, canals, and a railway system will be used to connect Camko City and Phnom Penh.
Other projects include:
Grand Phnom Penh International City (under construction)
De Castle Royal Condominium (Completed)
Gold Tower 42 (On hold 32 floors construction begins again in the mid of 2018)
OCIC Tower (Completed)
Kokling super second floor house
Vattanac Capital Tower (completed)
The Bridge (Completed)
The Peak (under construction)
With booming economic growth seen since the 1990s, new shopping venues have opened, such as Sorya Center Point, Aeon Mall Phnom Penh, Aeon Mall Sen Sok City and Olympia Mall. Many international brands have opened such as Mango, Salvatore Ferragamo, Hugo Boss, Padini Concept Store, Lily, Timberland, Jimmy Choo, CC Double O, MO, Brands Outlet, Nike, Converse, Pony, Armani Exchange, and Super Dry.
The tallest skyscraper in Phnom Penh is Vattanac Capital Tower at a height of 188 metres, dominating Phnom Penh's skyline with its neighbour skyscraper Canadia Tower (OCIC Tower). The tower was completed in December 2014. Modern high rises have been constructed all around the city, not concentrated in any one particular area.
The Central Market Phsar Thmei is a tourist attraction. The four wings of the yellow colored market are teeming with numerous stalls selling gold and silver jewelry, antique coins, clothing, clocks, flowers, food, fabrics and shoes. Phsar Thmei is undergoing under a major renovation, along with the creation of newer stalls.
ADMINISTRATION
Phnom Penh is a municipality of area 678.46 square kilometres with a government status equal to that of Cambodian provinces. The municipality is divided into 14 administrative divisions called khans (districts). The district s are subdivided into 105 sangkats (communes), and further subdivided into 953 phums (villages). All khans are under the governance of the Phnom Penh Municipality. Dangkao, Meanchey, Porsenchey, Sen Sok and Russei Keo are considered the outskirts of the city.
The municipality is governed by the governor who acts as the top executive of the city as well as overseeing the Municipal Military Police, Municipal Police, and Bureau of Urban Affairs. Below the governor is the first vice governor and five vice governors. The chief of cabinet, who holds the same status as the vice governors, heads the cabinet consisting of eight deputy chiefs of cabinet who in turn are in charge of the 27 administrative departments. Every khan (district) also has a chief.
DEMOGRAPHICS
As of 2019, Phnom Penh had a population of 2,129,371 people, with a total population density of 3,136 inhabitants per square kilometre in a 679 square kilometres city area. The population growth rate of the city is 3.92%. The city area has grown fourfold since 1979, and the metro area will continue to expand in order to support the city's growing population and economy.
A survey by the National Institute of Statistics in 2017 showed that 95.3% of the population in Phnom Penh are Khmer, 4% Chams, and 0.7% others, predominantly Chinese, Vietnamese, and other small ethnic groups who are Thai, Budong, Mnong Preh, Kuy and Chong. The state religion is Theravada Buddhism. More than 90% of the people in Phnom Penh are Buddhists. Chams have been practicing Islam for hundreds of years. Since 1993, there has also been an increase in the practice of Christianity which was practically wiped out after 1975 when the Khmer Rouge took over. The official language is Khmer, but English and French are widely used in the city.
The number of slum-inhabitants at the end of 2012 was 105,771, compared with 85,807 at the start of 2012.
Note: As stated in the "History" paragraph (The 1998 Census put Phnom Penh's population at 862,000; and the 2008 census was 1.3 million.) the information collides with the information provided in the "Historical population" table.
POLITIC
Phnom Penh is allocated 12 seats in the National Assembly, making it the largest constituency.
ECONOMY
Phnom Penh is Cambodia's economic centre as it accounts for a large portion of the Cambodian economy. Double-digit economic growth rates in recent years have triggered an economic boom in Phnom Penh, with new hotels, restaurants, schools, bars, high rises and residential buildings springing up in the city.
The economy is based on commercial interests such as garments, trading, and small and medium enterprises. In the past few years the property business has been booming, with rapidly increasing real estate prices. Tourism is also a major contributor in the capital as more shopping and commercial centres open, making Phnom Penh one of the major tourist destinations in South East Asia along with Siem Reap and Sihanoukville. According to the World Travel and Tourism Council, tourism made up 19.2 percent (US$2,053 million) of Cambodia's GDP in 2009 and accounts for 13.7 percent of total employment. One of the most popular areas in Phnom Penh for tourists is Sisowath Quay, alongside the Tonle Sap River. Sisowath Quay is a five kilometre strip of road that includes restaurants, bars, and hotels.
The US$2.6 billion new urban development, Camko City, is meant to bolster the city landscape. The Bureau of Urban Affairs of Phnom Penh Municipality has plans to expand and construct new infrastructure to accommodate the growing population and economy. High rise buildings will be constructed at the entrance of the city and near the lakes and riverbanks. Furthermore, new roads, canals, and a railway system will be used to connect Camko City and Phnom Penh.
Other projects include:
Grand Phnom Penh International City (under construction)
De Castle Royal Condominium (Completed)
Gold Tower 42 (On hold 32 floors construction begins again in the mid of 2018)
OCIC Tower (Completed)
Kokling super second floor house
Vattanac Capital Tower (completed)
The Bridge (Completed)
The Peak (under construction)
With booming economic growth seen since the 1990s, new shopping venues have opened, such as Sorya Center Point, Aeon Mall Phnom Penh, Aeon Mall Sen Sok City and Olympia Mall. Many international brands have opened such as Mango, Salvatore Ferragamo, Hugo Boss, Padini Concept Store, Lily, Timberland, Jimmy Choo, CC Double O, MO, Brands Outlet, Nike, Converse, Pony, Armani Exchange, and Super Dry.
The tallest skyscraper in Phnom Penh is Vattanac Capital Tower at a height of 188 metres, dominating Phnom Penh's skyline with its neighbour skyscraper Canadia Tower (OCIC Tower). The tower was completed in December 2014. Modern high rises have been constructed all around the city, not concentrated in any one particular area.
The Central Market Phsar Thmei is a tourist attraction. The four wings of the yellow colored market are teeming with numerous stalls selling gold and silver jewelry, antique coins, clothing, clocks, flowers, food, fabrics and shoes. Phsar Thmei is undergoing under a major renovation, along with the creation of newer stalls.
CULTURE
Phnom Penh also has its own dialect of Khmer. Speakers of the Phnom Penh dialect often elide syllables, which has earned it a reputation for being lazy speech. Phnom Penh is also known for its influence on New Khmer Architecture. Phnom Penh is notable for Ka tieu Phnom Penh, its variation on rice noodle soup, a dish available in sit-down cafes as well as street cafes.
The city hosts a number of music events throughout the city. 'Indie' bands (those without corporate sponsors) have grown in number due also in part to the emergence of private music schools such as SoundsKool Music (also operating in the city of Siem Reap), and Music Arts School (registered as an NGO). The Cambodian fishing dance originated in Phnom Penh at the Royal University of Fine Arts in the 1960s.
The two most visited museums in the city are the National Museum, which is the country's leading historical and archaeological museum, and Tuol Sleng Genocide Museum, a former Khmer Rouge prison. The National Museum hosts celebrations of Cambodian dance and music, including a popular classic Apsara dance show of traditional folk dances as well as original creations.
CAMBODIAN NEW YEAR
At this time, Phnom Penh celebrates Cambodian New Year, an occasion increasingly popular with tourists. During this typically hottest part of the year, water gets thrown around adding to the party atmosphere along with dancing and music. The precise date changes year-by-year but this holiday lasts, at least, three days. This festival marks the turn of the year based on the ancient Khmer calendar and also marks the end of the prior year harvest.
WATER FESTIVAL
The largest annual festival in Phnom Penh, this lively gathering celebrates the reversing of the flow of the Tonlé Sap River. The holiday lasts three days as people flood into the city to enjoy the fireworks, boat races, live concerts, eating and partying. The boat racing dates back to ancient times marking the strengths of the Khmer marine forces during the Khmer Empire.
On November 22, 2010, at least 348 people were crushed to death in a bridge stampede at the festival.
ANCESTORS DAY
Ancestors' Day, also called Pchum Ben, is a very important aspect of Cambodian culture. It may be translated as "gathering together" to make offerings and is a time of reunion, commemoration, express love and appreciation for one's ancestors. By offering food and good karma to those possibly trapped in the spirit world, living relatives help assuage their misery and guide them back into the cycle of reincarnation.
VISAK BOCHEA
Vesākha is an annual holiday observed traditionally by Buddhists in Cambodia. Sometimes informally called "Buddha's Birthday", it actually encompasses the birth, enlightenment (nirvāṇa), and passing away (Parinirvāna) of Gautama Buddha.
CITYSCAPE AND ARCHITECTURE
The oldest structure is Wat Phnom from the founding days of the city, constructed in 1373. The main tourist attractions are the Royal Palace with the Silver Pagoda, and the National Museum, constructed during the French colonial era in the late-19th century in the classical Khmer style and hosting a vast collection of Khmer antiquities. The Independence Monument (Khmer: Vimean Akareach), although from the 1950s, is also constructed in the ancient Khmer style.
The French, who were the colonial masters from the 19th century to the 1940s, also left their mark, with various colonial villas, French churches, boulevards, and the Art Deco market Phsar Thom Thmei. A notable landmark of the colonial era is the Hotel Le Royal.
Starting with independence from the French in the 1950s and lasting until the era of the Khmer Rouge in the 1970s, Phnom Penh underwent tremendous growth as the capital city of a newly independent country. King Sihanouk was eager to present a new style of architecture and thus invigorate the process of nation building. A new golden era of architecture took off, with various projects and young Khmer architects, often educated in France, given opportunities to design and construct. This new movement was called "New Khmer Architecture" and was often characterised by a fusion of Bauhaus, European post-modern architecture, and traditional elements from Angkor. The most prominent architect was Vann Molyvann, who was nominated chief national architect by the king himself in 1956. Molyvann created landmark buildings such as the Preah Suramarit National Theatre and the Council of Ministers building. Other architects helped construct the newly founded Royal Khmer University, the Institute of Foreign Languages, and the National Sports Centre. With the growth of the upper and entrepreneurial middle classes, new suburbs were built in the 1950s and 1960s. Although these buildings survived the Khmer Rouge era and the civil war, today they are under threat due to economic development and financial speculation. Villas and gardens from that era are being destroyed and redeveloped to make place for bigger structures. The landmark National Theatre by Molyvann was razed in 2008 A movement is rising in Cambodia to preserve this modernist heritage. Old villas are sometimes being converted into boutique hotels, such as the Knai Bang Chatt.
Monuments and memorials to the genocide of the Khmer Rouge era in the 1970s are the Tuol Sleng Genocide Museum (a former high school used as a concentration camp) and, on the outskirts of the city, the Choeung Ek Genocide Center. The Cambodia-Vietnam Friendship Monument was commissioned by the Vietnamese communists as symbol of Khmer-Vietnamese friendship during the late-1970s following the liberation of Cambodia from the Khmer Rouge.
The population, foreign investment, and urban development in Phnom Penh grew dramatically during the 1990s and early-2000s. The rapid growth resulted in the city's infrastructure distinctly lacking (the drainage system is particularly notorious, and Phnom Penh frequently floods during the wet season), and a need for both residential and commercial spaces. The simultaneous demand for residential and commercial housing and the increase of international investment has led to the planning, if not construction, of several satellite cities. The largest of these cities are: Grand Phnom Penh International City, CamKo City, Diamond Island City, Boeung Kak Town, and Chruy Cangva City.
On the outskirts of the city, farmland has been developed into garment factories and housing for lower economic classes and those displaced by the new development in the city center.
2035 MASTER PLAN
Originally intended to be completed by 2020, the 2035 master plan is a French-funded project for the development of Phnom Penh. Although the plan was approved by the Ministry of Land Management, Urban Planning and Construction in 2005, it has yet to be ratified by the Cabinet of Cambodia. The original plan details five edge-city projects connected to the historical city centre by waterways and tree-lined corridors.
SPORT
The martial arts of Bokator, Pradal Serey (Khmer kick boxing) and Khmer traditional wrestling have venues in Phnom Penh watched by dedicated spectators. Cambodia has increasingly become involved in modern sports over the last 30 years. As with the rest of the country, football and the martial arts are particularly popular. Ultimate fighting and freestyle boxing have also become more common in recent years.
The most prominent sporting venue in the city is the Phnom Penh National Olympic Stadium with a capacity of 50,000—although the country never hosted the Olympic Games due to disruption by the civil war and the Khmer Rouge in the 1970s. Built in 1964, it is home to the Cambodian national football team. On completion the stadium was one of the largest in Asia. Volleyball, basketball, and Tai-Kwon-Do games are often hosted at the stadium. The stadium closed in 2000, but was redeveloped and reopened.
In footballing ventures, Phnom Penh is formally represented by Phnom Penh Crown FC despite being home to numerous football teams who plays in the Cambodian League. Including Visakha, Nagaworld, Boeungket and the aforementioned Phnom Penh Crown, amongst many others.
The National Sports Centre of Cambodia hosts swimming, boxing, and volleyball competitions. Noted local football clubs include Phnom Penh Empire, Khemara Keila FC and Military Police. The city will host the 2023 Southeast Asian Games and the 2023 ASEAN Para Games, this will mark the first time that Cambodia has hosted a multi-sport event.
TRANSPORT
Phnom Penh International Airport is the largest and busiest airport in Cambodia. It is seven kilometres west of central Phnom Penh. The airport is connected to the city center by taxi, train, and shuttle bus.
Cambodia's national flag carrier, Cambodia Angkor Air, launched in 2009, is headquartered in Phnom Penh and has its main hub there, with an additional hub at the Angkor International Airport.
Air France used to serve Phnom Penh from Paris-Charles de Gaulle but this service has since stopped. Qatar Airways now flies to and from Phnom Penh, via Ho Chi Minh City.
Taxis, pick-ups, and minibuses leave the city for destinations all over the country, but are fast losing ground to cheaper and more comfortable buses. Phnom Penh also has a rail service.
There are numerous bus companies, including Phnom Penh Public Transport and GST Express, running services to most provincial capitals, including Sihanoukville, Kampong Chhnang, Oudong and Takéo. Phnom Penh Sorya Transport Co. offers bus service to several provincial destinations along the National Routes and to Ho Chi Minh City. Giant Ibis is another bus company based in Phnom Penh, which travels to Sihanoukville, Kampot, Siem Reap and Ho Chi Minh, and has free Wi-Fi, air conditioning and modest pricing.
The city is Cambodia's main freshwater port, a major port on the Mekong River. It is linked to the South China Sea, 290 kilometres distant, via a channel of the Mekong in Vietnam.
PUBLIC TRANSPORT
Phnom Penh is served by air conditioned public buses. Initial attempts by the Japanese government to develop a Phnom Penh bus service began in 2001. An update of the JICA urban transport master plan for Phnom Penh was completed and implemented in 2014. The city is now served by 17 bus lines, operated by the Phnom Penh municipal government. Private transportation within the city include the cycle rickshaw, known in Khmer as "cyclo", the motorcycle taxi known in Khmer as "moto", the auto rickshaw known locally as "tuk-tuk", the trailer attached to a motorcycle taxi known in Khmer as "remorque", and the standard automobile taxicab known in Khmer as "taxi". Private forms of transportation used by locals include bicycles, motorbikes, and cars.
WATER SUPPLY
Water supply in Phnom Penh has improved dramatically in terms of access, service quality, efficiency, cost recovery and governance between 1993 and 2006. The number of customers has increased ninefold, service quality has improved from intermittent to continuous supply, water losses have been cut dramatically and the city's water utility went from being bankrupt to making a modest profit. These achievements were recognized through international awards such as the 2006 Ramon Magsaysay Award and the 2010 Stockholm Industry Water Award. The city's water utility is the Phnom Penh Water Supply Authority (PPWSA). Its main water sources are the Mekong River, the Tonle Sap river and the Tonle Bassac river.
WIKIPEDIA
The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Nippen Tucket, available in six colours, with or without doors.
Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
1966 Volkswagen Kombi (North America)
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.
VW Bus Type 2 (T1), hippie colors
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.
(Source Wikipedia)
Shot at Båstnäs Vehicle graveyard with a Nikon D70.
Edited on a IPad 2
Fury from the attacks on the Northe Fingere rose like a wildfire, raging through the tunnels and caves of the Southe Fingere. Slowly, imperial guards started disappearing from the mines. The corpses of the imperialist soldiers were found later hung from the ceilings with pronouncements slashed upon their chests “long live Hans Kristjan!” and “Death to the Empire!”
The forerunners of the Southe Fingere rebels were Amadeus Jorg and Jurgen Leopold, known for their bravery and tendency to yell “On their Bloody heads!” in battle.
“We got ‘em running Sir!” One of the recently recruited young rebels yelled, “Excellent work, men!” shouted Jurgen. “Amadeus, Block off the end of the Nor’-western tunnel. We take them dead or not at all.” Caught between the crossfire of Amadeus’s forces and Jurgen’s, most soldiers resorted to wetting themselves and begging for mercy. None was given.
Weary after the day’s battle Jurgen told the assembled rebels “We take the lift shaft at twelve-hundred hours tomorrow. For those of you moronic enough not to know what that means, go ask somebody who does.” Leaving the rebels talking among themselves about the attack the next day, Jurgen walked the tunnels as a respite from the relentless stares and questions. “That was quite the battle today wasn’t it?” Jurgen was unsurprised to see Amadeus matching his step with his hands behind his back.
“Too many dead Amadeus, too many,” sighed Jurgen. “One of the searchers found the plans to the area around the mine-shaft on the sergeant that we killed today, it may prove tricky to avoid the gunfire from the tower while coming out of the breach in the door.” Amadeus stroked his chin absentmindedly. “Indeed it will be, unless we can get through while the dust is still settling.” Jurgen thought for a moment before speaking. “The river will provide another challenge for us to conquer, we may have to have one of the troops dress as an imperial soldier and steal a transport.” “An excellent idea Jurgen!” Cried Amadeus. “I will send somebody immediately!” As soon as Amadeus jogged off Jurgen headed for the sleeping quarters.
(The next day at dawn.)
“Get those rifles cleaned and ready to go, we need guns that won’t jam on us in the fight!” Roared Jurgen. “Sir, the transport is in place as you requested,” shouted a rebel of no more than fifteen. “Excellent! We need more fighters like you boy.” The young rebel beamed with pleasure at the compliment. “Every able-bodied man and women grab a rifle! We march in five!” “Jurgen, we’ve gotten the gunpowder from all the imperials weapons in a small crate, ready to be carried up” “You’re in charge of it then Amadeus,” barked Jurgen. “To the tunnels! For Freedom! For Brichstopiaaaa!” With that heroic cry the rebels charged up through the tunnels to an unknown fate. Upon reaching the steel containment wall that enclosed the tunnel’s entrance Amadeus placed the gunpowder charge against the gate and lit the slow fuse. Above the crackle of the flames the rebels could hear the sounds of weapons being prepped on the other side of the gate. Amadeus approached Jurgen and asked in a quiet voice, “Sir, I thought they didn’t know we were coming.” “They don’t,” with that the gunpowder detonated and the Brichstopians rushed through the breach screaming “On their bloody heads!”
Enigma Dynamics struck gold when they created the Blitz Mk 1 engine. Such powerful but unpredictable technology had to have a ship built around it, rather than the other way around.
Tesler proposed their Forerunner model featuring a large cooling component that kept the Blitz's heat in the back, where it's put to good use. The Forerunner excels at going straight, and that's about it.
With its flaws the Forerunner had a short production life. Tesler moved on to build the more maneuverable Starpoint cruiser. Folks lucky enough to find this old ship repurpose it for exploration, light cargo, and underground racing.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Temco Model 63 "Buckskin" trainer was designed by Texas Engineering & Manufacturing Company (TEMCO) as a private venture to replace the US Navy's piston-engine, land-based Beech Model B45 'Mentor' primary trainers in the mid 1960ies, but with better performance and more likeliness to modern jet fighters.
The Model 63’s forerunner, the Temco Model 51, had been initially proposed to the US Air Force in response to an Air Force competition for a jet-powered primary trainer, which was eventually won by the Cessna T-37 Tweet. A small number of the Model 51 were built and put into service, powered by a Continental Motors J69-T-9 (a license-built Turbomeca Marboré) jet engine and officially designated TT-1 ‘Pinto, but only saw a limited career.
Like the Pinto, the Model 63 was a mid-wing, tricycle landing gear trainer with an enclosed cockpit. What made the Model 63 unusual was a pull/push tandem engine arrangement, similar to the Cessna 336/337 that was under development at the same time. The Temco Model 63 was driven by two small Turbomeca Bastan IV turboprop engines, each developing 650 shp (485 kW).
The rationale behind this layout were the compact dimensions, actually, the aircraft was not bigger than the single engine TT-1. Studies undertaken during the early design stages had shown that a classic layout with wing-mounted engines would have necessitated a considerably higher wing span and a longer fuselage, too. Another benefit was the improved safety of two engines, esp. during envisioned long navigation flights over the open sea, and the Bastan engines gave the Model 63 the ability to fly safely even with one of the engines shut down.
Compared with the TT-1’s small jet engine, the propellers gave the Model 63 a better responsiveness to pilot input and the turboprop engines offered a very good fuel economy, while enabling almost the same performance as the single jet precursor. Furthermore, the two engines gave instructors the option to simulate different flight regimes, while the tandem arrangement helped avoid torque and asymmetrical thrust issues. Besides, the T2T was equipped with many of the same features found in contemporary operational jets, including ejection seats, liquid oxygen equipment, speed brakes, along with typical flight controls and instrument panels.
Anyway, the unusual layout came at a price: it necessitated a totally different tail section with twin tail booms and a single, high stabilizer connecting them at the tips of the fins. Despite familiar outlines, only parts of the TT's outer wings and the cockpit could be used on the Model 63 - the rest had to be re-designed and/or strengthened, so that the aircraft's overall weight became markedly higher than the TT's. Despite this drawback, officials became interested enough in the turboprop trainer program to procure a pre-series for trials and direct comparison with jet- and piston-engine alternatives.
The aircraft received the official designation T2T. Like the Pinto, the T2T was intended as a primary trainer, so it carried no internal armament but could be outfitted with wing tip tanks and had two underwing hardpoints for 500 lb each, placed outside of the strengthened landing gear. These hardpoints were reserved for auxiliary tanks, cargo boxes, smoke generators or camera pods.
The first XT2T maiden flight took place in summer 1959. Flight characteristics were considered good, and, compared with the earlier TT-1, the machine was not as underpowered (which was a problem during landing abortions and touch-and-go manoeuvers). After initial tests with two more prototypes in summer 1960, a batch of five YT2T-1 pre-production aircraft, which were updated to the intended serial production standard and incorporated some minor modifications, was ordered and directly sent to the Naval Air Test Center (NATC) Patuxent River.
Results were generally positive, so that a further batch of 24 aircraft were produced as T2T-1s between 1962 and 1963. These aircraft served in the Air Training Command at Pensacola, Florida and used in a training program demonstration testing the feasibility of using jet- and turboprop-powered trainer for primary flight training.
The tests were not conclusive, though, and no further T2Ts ordered. The 'Buckskin', how the aircraft was christened unofficially, was pleasant to fly and offered very good performance. But the aircraft was – esp. for its limited role – complex. Maintenance costs were high, and the authorities were never really happy about the French engines on board of the home-grown trainer type.
The US Navy liked the turboprop engine, though, but wanted a less complex aircraft. This eventually materialized in the early Seventies with the T-34C Turbo-Mentor. After a production hiatus of almost 15 years, the Beech Model 45 returned, powered by a Pratt & Whitney Canada PT6A-25 turboprop engine. Mentor production restarted in 1975 for deliveries of T-34Cs to the USN and of the T-34C-1 armed version for export customers in 1977, this version featuring four underwing hardpoints. Since the late 1970s, T-34Cs have been used by the Naval Air Training Command to train numerous Naval Aviators and Naval Flight Officers for the U.S. Navy, U.S. Marine Corps, U.S. Coast Guard, and numerous NATO and Allied nations - and the small T2T fleet was phased out by 1979.
General characteristics:
Crew: two
Length: 32 ft 7 in (9.93 m)
Wingspan (incl. tip tanks): 29 ft 10 in (9.09 m)
Height: 8 ft 1 1/2 in (2.48 m)
Wing area: 150 sq ft (13.9 m2)
Empty weight: 2,848 lb (1,292 kg)
Loaded weight: 5,400 lb (2,448 kg)
Powerplant:
2× Turbomeca Bastan IV turboprop engines, rated at 650 shp (485 kW) each
Performance:
Maximum speed: 345 mph (300 knots, 556 km/h) at 15,000 ft (4,600 m)
Never exceed speed: 518 mph (450 knots, 834 km/h)
Cruise speed: 247 mph (215 knots, 398 km/h) at 25,000 ft (7,600 m)
Stall speed: 69 mph (60 knots, 111 km/hr)
Endurance: 2.5 hr
Service ceiling: 30,000 ft (9,145 m)
Rate of climb: 1,900 ft/min (9.7 m/s)
Armament:
2x underwing hardpoints for a total load of up to 1.000 lb (454 kg)
2x optional wing tip tanks
The kit and its assembly:
The final entry for the 2016 "In the Navy" Group Build at whatifmodelers.com, and a close call since I started work on this conversion only 5 days before the GB's deadline!
The original inspiration was the photoshopped picture of a private TT-1 in all-blue USN markings, created by artist "Stéphane Beaumort" in 2010 (check this illustration originally posted at AviaDesign: aviadesign.online.fr/images/temco-buckskin2.jpg).
A slightly bizarre aircraft with the tandem propellers and the twin tail booms, and IMHO with some fishy details in the CG rendition, e.g. including the idea of driving both propellers with a single engine through shafts and gearboxes. But the concept looked overall feasible and Special Hobby offers a very nice TT-1 Pinto kit, which I was able to procure from Poland an short notice. As a bonus, this kit comes with markings for this specific, blue aircraft (“13/S”), actually a re-constructed, privately owned machine.
The Special Hobby kit became the basis for my personal interpretation of the T2T, and it underwent some conversions, being outfitted with a variety of donation parts:
- The front engine once was a cut-away Merlin from a Hobby Boss Hawker Hurricane
- The tail booms and fins come from a Revell Focke Wulf Flitzer
- The stabilizer was created from two Hobby Boss He 162 tail elements
- Propellers come from a vintage, box scale Revell Convair Tradewind
- In order to attach them, styrene tubes were implanted and the props mounted on metal axis’
- The front wheel also belongs to a Hobby Boss He 162, longer than the OOB parts
- The main wheels are bigger, from a Matchbox Folland Gnat
Work started with the central fuselage, the added front engine and conversions for the rear pusher engine. Once the wings were in place and the propeller diameter clear, attachment points for the tail booms were scratched from styrene tube and added to the wings' upper sides (leaving the lower surface free, so that the OOB landing gear could be used). Then the tail booms and the tailored stabilizer were mounted, as well as the wing tip tanks.
The landing gear came next; the main struts and covers were used, but slightly bigger wheels chosen from the scrap box. For the front wheel well, a "hole" had to be dug out of the massive new nose section (consisting of 2C putty and lead beads) - the OOB covers were used, though, and a longer and more massive front wheel was mounted.
Sounds simple and conclusive, but things evolved gradually and the job involved a lot of body work - under dire time pressure. The fact that the kit fell from my workbench after day #2 and hit the floor in a nasty angle, so that the tails suffered severely and needed repair, did not help either...
Another issue became the canopy. I am not certain where the problem lies, but the canopy turned out to be 2mm too short for the fuselage? Could be the result of the massive rhinoplasty with the added front engine, but I am also a bit worried about the position of the cockpit tubs – when I mounted them, the appeared to be in the correct position, but once the fuselage was closed both seat positions appear to be too far to the back – even though the dashboards seem to be correct?
Painting and markings:
I used the CG drawing as benchmark, also because the Special Hobby kit came with the right decal set for an all-blue USN livery, which historically was about to be changed in the late Fifties to brighter schemes.
The interior surfaces, both cockpit and the landing gear, were painted in a very light gray (FS 36495, Humbrol 147), just as on the real world TT-1. All outside surfaces became Sea Blue FS 35042 (ModelMaster). Very simple, and some panel shading with was done for a more dramatic look on the otherwise uniform airframe.
The silver leading edges on wings and stabilizer, as well as the yellow canopy framing, were created from decal strips. The propeller spinners became, as a small highlight, bright red, and some of the OOB sheet’s red trim for “13/S” were used, too. No more weathering was done, and, finally, everything sealed under a coat of gloss acrylic varnish, except for the propeller blades and the black anti-glare panel, which became matt.
An odd creation, and taking into account the four and a half days time frame from sprues to beauty pics (including background research and text), as well as the body work involved in the building process with the new front engine and the tail booms, I am quite happy with the result. Could have been better, sure, but it was finished in time, just as planned/hoped for. ;)
Anyway, the T2T looks interesting; my build slightly differs from the benchmark CG renditions, but remains true to Stéphane Beaumort’s basic idea. Cheers!
Chaïm Soutine was a Jewish, expressionist painter from Belarus. He has been interpreted as a forerunner of Abstract Expressionism. From 1910–1913 he studied in Vilnius at the Vilna Academy of Fine Arts. In 1913 he emigrated to Paris, where he studied at the Ecole des Beaux-Arts under Fernand Cormon. He soon developed a highly personal vision and painting technique. For a time, he and his friends lived at La Ruche, a residence for struggling artists in Montparnasse, where he became friends with Amedeo Modigliani. Modigliani painted Soutine's portrait several times.
In 1923, the American collector Dr. Albert C. Barnes visited his studio and immediately bought 60 of Soutine's paintings. In February 2006, the oil painting of the series 'Le Boeuf Ecorche' (1924) sold for a record £7.8 million ($13.8 million) to an anonymous buyer at a Christies auction held in London - after it was estimated to fetch £4.8 million.
Soutine produced the majority of his works from 1920 to 1929. He seldom showed his works, but he did take part in the important exhibition The Origins and Development of International Independent Art held at the Galerie nationale du Jeu de Paume in 1937 in Paris, where he was at last hailed as a great painter. Soon thereafter France was invaded by German troops. As a Jew, Soutine had to escape from the French capital and hide in order to avoid arrest by the Gestapo. He moved from one place to another and was sometimes forced to seek shelter in forests, sleeping outdoors. Suffering from a stomach ulcer and bleeding badly, he left a safe hiding place for Paris in order to undergo emergency surgery, which failed to save his life. On August 9, 1943, Chaim Soutine died of a perforated ulcer.
A carriage is a two- or four-wheeled horse-drawn vehicle for passengers. Second-hand private carriages were common public transport, the equivalent of modern cars used as taxis. Carriage suspensions are by leather strapping or, on those made in recent centuries, steel springs. Two-wheeled carriages are usually owner-driven.
Coaches are a special category within carriages. They are carriages with four corner posts and a fixed roof. Two-wheeled war chariots and transport vehicles such as four-wheeled wagons and two-wheeled carts were forerunners of carriages.
In the 21st century, horse-drawn carriages are occasionally used for public parades by royalty and for traditional formal ceremonies. Simplified modern versions are made for tourist transport in warm countries and for those cities where tourists expect open horse-drawn carriages to be provided. Simple metal sporting versions are still made for the sport known as competitive driving.
The word carriage (abbreviated carr or cge) is from Old Northern French cariage, to carry in a vehicle.[3] The word car, then meaning a kind of two-wheeled cart for goods, also came from Old Northern French about the beginning of the 14th century (probably derived from the Late Latin carro, a car); it is also used for railway carriages and in the US around the end of the 19th century, early cars (automobiles) were briefly called horseless carriages.
Some horse carts found in Celtic graves show hints that their platforms were suspended elastically. Four-wheeled wagons were used in Bronze Age Europe, and their form known from excavations suggests that the basic construction techniques of wheel and undercarriage (that survived until the age of the motor car) were established then.
First prototyped in the 3rd millennium BC, a bullock cart is a large two-wheeled cart pulled by oxen or buffalo. It includes a sturdy wooden pole between the oxen, a yoke connecting a pair of oxen, a wooden platform for passengers or cargo, and large steel rimmed wooden wheels.
Two-wheeled carriage models have been discovered from the Indus valley civilization including twin horse drawn covered carriages resembling ekka from various sites such as Harappa, Mohenjo Daro and Chanhu Daro. The earliest recorded sort of carriage was the chariot, reaching Mesopotamia as early as 1900 BC. Used typically for warfare by Egyptians, the Near Easterners and Europeans, it was essentially a two-wheeled light basin carrying one or two standing passengers, drawn by one to two horses. The chariot was revolutionary and effective because it delivered fresh warriors to crucial areas of battle with swiftness.
One of the great innovations in carriage history was the invention of the suspended carriage or the chariot branlant (though whether this was a Roman or medieval innovation remains uncertain). The "chariot branlant" of medieval illustrations was suspended by chains rather than leather straps as had been believed. Suspension, whether on chains or leather, might provide a smoother ride since the carriage body no longer rested on the axles, but could not prevent swinging (branlant) in all directions. It is clear from illustrations (and surviving examples) that the medieval suspended carriage with a round tilt was a widespread European type, referred to by any number of names (car, currus, char, chariot).
In 14th century England carriages, like the one illustrated in the Luttrell Psalter, would still have been a quite rare means of aristocratic transport, and they would have been very costly until the end of the century. They would have had four six-spoke six-foot high wheels that were linked by greased axles under the body of the coach, and did not necessarily have any suspension. The chassis was made from oak beam and the barrel shaped roof was covered in brightly painted leather or cloth. The interior would include seats, beds, cushions, tapestries and even rugs. They would be pulled by four to five horses.
Under King Mathias Corvinus (1458–90), who enjoyed fast travel, the Hungarians developed fast road transport, and the town of Kocs between Budapest and Vienna became an important post-town, and gave its name to the new vehicle type. The earliest illustrations of the Hungarian "Kochi-wagon" do not indicate any suspension, a body with high sides of lightweight wickerwork, and typically drawn by three horses in harness. Later models were considerably lighter and famous for a single horse being able to draw many passengers.
The Hungarian coach spread across Europe, initially rather slowly, in part due to Ippolito d'Este of Ferrara (1479–1529), nephew of Mathias' queen Beatrix of Aragon, who as a very junior Archbishopric of Esztergom developed a taste for Hungarian riding and took his carriage and driver back to Italy. Then rather suddenly, in around 1550, the "coach" made its appearance throughout the major cities of Europe, and the new word entered the vocabulary of all their languages. However, the new "coach" seems to have been a fashionable concept (fast road travel for men) as much as any particular type of vehicle, and there is no obvious technological change that accompanied the innovation, either in the use of suspension (which came earlier), or the adoption of springs (which came later). As its use spread throughout Europe in the late 16th century, the coach's body structure was ultimately changed, from a round-topped tilt to the "four-poster" carriages that became standard everywhere by c.1600.
The coach had doors in the side, with an iron step protected by leather that became the "boot" in which servants might ride. The driver sat on a seat at the front, and the most important occupant sat in the back facing forwards. The earliest coaches can be seen at Veste Coburg, Lisbon, and the Moscow Kremlin, and they become a commonplace in European art. It was not until the 17th century that further innovations with steel springs and glazing took place, and only in the 18th century, with better road surfaces, was there a major innovation with the introduction of the steel C-spring.
Many innovations were proposed, and some patented, for new types of suspension or other features. It was only from the 18th century that changes to steering systems were suggested, including the use of the 'fifth wheel' substituted for the pivoting fore-axle, and on which the carriage turned. Another proposal came from Erasmus Darwin, a young English doctor who was driving a carriage about 10,000 miles a year to visit patients all over England. Darwin found two essential problems or shortcomings of the commonly used light carriage or Hungarian carriage. First, the front wheels were turned by a pivoting front axle, which had been used for years, but these wheels were often quite small and hence the rider, carriage and horse felt the brunt of every bump on the road. Secondly, he recognized the danger of overturning.
A pivoting front axle changes a carriage's base from a rectangle to a triangle because the wheel on the inside of the turn is able to turn more sharply than the outside front wheel. Darwin suggested a fix for these insufficiencies by proposing a principle in which the two front wheels turn (independently of the front axle) about a centre that lies on the extended line of the back axle. This idea was later patented in 1818 as Ackermann steering. Darwin argued that carriages would then be easier to pull and less likely to overturn.
Carriage use in North America came with the establishment of European settlers. Early colonial horse tracks quickly grew into roads especially as the colonists extended their territories southwest. Colonists began using carts as these roads and trading increased between the north and south. Eventually, carriages or coaches were sought to transport goods as well as people. As in Europe, chariots, coaches and/or carriages were a mark of status. The tobacco planters of the South were some of the first Americans to use the carriage as a form of human transportation. As the tobacco farming industry grew in the southern colonies so did the frequency of carriages, coaches and wagons. Upon the turn of the 18th century, wheeled vehicle use in the colonies was at an all-time high. Carriages, coaches and wagons were being taxed based on the number of wheels they had. These taxes were implemented in the South primarily as the South had superior numbers of horses and wheeled vehicles when compared to the North. Europe, however, still used carriage transportation far more often and on a much larger scale than anywhere else in the world.
Today, carriages are still used for day-to-day transport in the United States by some minority groups such as the Amish. They are also still used in tourism as vehicles for sightseeing in cities such as Bruges, Vienna, New Orleans, and Little Rock, Arkansas.
The most complete working collection of carriages can be seen at the Royal Mews in London where a large selection of vehicles is in regular use. These are supported by a staff of liveried coachmen, footmen and postillions. The horses earn their keep by supporting the work of the Royal Household, particularly during ceremonial events. Horses pulling a large carriage known as a "covered brake" collect the Yeoman of the Guard in their distinctive red uniforms from St James's Palace for Investitures at Buckingham Palace; High Commissioners or Ambassadors are driven to their audiences with the King and Queen in landaus; visiting heads of state are transported to and from official arrival ceremonies and members of the Royal Family are driven in Royal Mews coaches during Trooping the Colour, the Order of the Garter service at Windsor Castle and carriage processions at the beginning of each day of Royal Ascot.
In my garden near Paris the almond tree is now on flowers.
The spring is not far :-)))
Les prémices du printemps. Dans mon jardin pas loin de Paris l'amandier se mit en fleurs.
Le printemps n'est pas loin :-)))
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Temco Model 63 "Buckskin" trainer was designed by Texas Engineering & Manufacturing Company (TEMCO) as a private venture to replace the US Navy's piston-engine, land-based Beech Model B45 'Mentor' primary trainers in the mid 1960ies, but with better performance and more likeliness to modern jet fighters.
The Model 63’s forerunner, the Temco Model 51, had been initially proposed to the US Air Force in response to an Air Force competition for a jet-powered primary trainer, which was eventually won by the Cessna T-37 Tweet. A small number of the Model 51 were built and put into service, powered by a Continental Motors J69-T-9 (a license-built Turbomeca Marboré) jet engine and officially designated TT-1 ‘Pinto, but only saw a limited career.
Like the Pinto, the Model 63 was a mid-wing, tricycle landing gear trainer with an enclosed cockpit. What made the Model 63 unusual was a pull/push tandem engine arrangement, similar to the Cessna 336/337 that was under development at the same time. The Temco Model 63 was driven by two small Turbomeca Bastan IV turboprop engines, each developing 650 shp (485 kW).
The rationale behind this layout were the compact dimensions, actually, the aircraft was not bigger than the single engine TT-1. Studies undertaken during the early design stages had shown that a classic layout with wing-mounted engines would have necessitated a considerably higher wing span and a longer fuselage, too. Another benefit was the improved safety of two engines, esp. during envisioned long navigation flights over the open sea, and the Bastan engines gave the Model 63 the ability to fly safely even with one of the engines shut down.
Compared with the TT-1’s small jet engine, the propellers gave the Model 63 a better responsiveness to pilot input and the turboprop engines offered a very good fuel economy, while enabling almost the same performance as the single jet precursor. Furthermore, the two engines gave instructors the option to simulate different flight regimes, while the tandem arrangement helped avoid torque and asymmetrical thrust issues. Besides, the T2T was equipped with many of the same features found in contemporary operational jets, including ejection seats, liquid oxygen equipment, speed brakes, along with typical flight controls and instrument panels.
Anyway, the unusual layout came at a price: it necessitated a totally different tail section with twin tail booms and a single, high stabilizer connecting them at the tips of the fins. Despite familiar outlines, only parts of the TT's outer wings and the cockpit could be used on the Model 63 - the rest had to be re-designed and/or strengthened, so that the aircraft's overall weight became markedly higher than the TT's. Despite this drawback, officials became interested enough in the turboprop trainer program to procure a pre-series for trials and direct comparison with jet- and piston-engine alternatives.
The aircraft received the official designation T2T. Like the Pinto, the T2T was intended as a primary trainer, so it carried no internal armament but could be outfitted with wing tip tanks and had two underwing hardpoints for 500 lb each, placed outside of the strengthened landing gear. These hardpoints were reserved for auxiliary tanks, cargo boxes, smoke generators or camera pods.
The first XT2T maiden flight took place in summer 1959. Flight characteristics were considered good, and, compared with the earlier TT-1, the machine was not as underpowered (which was a problem during landing abortions and touch-and-go manoeuvers). After initial tests with two more prototypes in summer 1960, a batch of five YT2T-1 pre-production aircraft, which were updated to the intended serial production standard and incorporated some minor modifications, was ordered and directly sent to the Naval Air Test Center (NATC) Patuxent River.
Results were generally positive, so that a further batch of 24 aircraft were produced as T2T-1s between 1962 and 1963. These aircraft served in the Air Training Command at Pensacola, Florida and used in a training program demonstration testing the feasibility of using jet- and turboprop-powered trainer for primary flight training.
The tests were not conclusive, though, and no further T2Ts ordered. The 'Buckskin', how the aircraft was christened unofficially, was pleasant to fly and offered very good performance. But the aircraft was – esp. for its limited role – complex. Maintenance costs were high, and the authorities were never really happy about the French engines on board of the home-grown trainer type.
The US Navy liked the turboprop engine, though, but wanted a less complex aircraft. This eventually materialized in the early Seventies with the T-34C Turbo-Mentor. After a production hiatus of almost 15 years, the Beech Model 45 returned, powered by a Pratt & Whitney Canada PT6A-25 turboprop engine. Mentor production restarted in 1975 for deliveries of T-34Cs to the USN and of the T-34C-1 armed version for export customers in 1977, this version featuring four underwing hardpoints. Since the late 1970s, T-34Cs have been used by the Naval Air Training Command to train numerous Naval Aviators and Naval Flight Officers for the U.S. Navy, U.S. Marine Corps, U.S. Coast Guard, and numerous NATO and Allied nations - and the small T2T fleet was phased out by 1979.
General characteristics:
Crew: two
Length: 32 ft 7 in (9.93 m)
Wingspan (incl. tip tanks): 29 ft 10 in (9.09 m)
Height: 8 ft 1 1/2 in (2.48 m)
Wing area: 150 sq ft (13.9 m2)
Empty weight: 2,848 lb (1,292 kg)
Loaded weight: 5,400 lb (2,448 kg)
Powerplant:
2× Turbomeca Bastan IV turboprop engines, rated at 650 shp (485 kW) each
Performance:
Maximum speed: 345 mph (300 knots, 556 km/h) at 15,000 ft (4,600 m)
Never exceed speed: 518 mph (450 knots, 834 km/h)
Cruise speed: 247 mph (215 knots, 398 km/h) at 25,000 ft (7,600 m)
Stall speed: 69 mph (60 knots, 111 km/hr)
Endurance: 2.5 hr
Service ceiling: 30,000 ft (9,145 m)
Rate of climb: 1,900 ft/min (9.7 m/s)
Armament:
2x underwing hardpoints for a total load of up to 1.000 lb (454 kg)
2x optional wing tip tanks
The kit and its assembly:
The final entry for the 2016 "In the Navy" Group Build at whatifmodelers.com, and a close call since I started work on this conversion only 5 days before the GB's deadline!
The original inspiration was the photoshopped picture of a private TT-1 in all-blue USN markings, created by artist "Stéphane Beaumort" in 2010 (check this illustration originally posted at AviaDesign: aviadesign.online.fr/images/temco-buckskin2.jpg).
A slightly bizarre aircraft with the tandem propellers and the twin tail booms, and IMHO with some fishy details in the CG rendition, e.g. including the idea of driving both propellers with a single engine through shafts and gearboxes. But the concept looked overall feasible and Special Hobby offers a very nice TT-1 Pinto kit, which I was able to procure from Poland an short notice. As a bonus, this kit comes with markings for this specific, blue aircraft (“13/S”), actually a re-constructed, privately owned machine.
The Special Hobby kit became the basis for my personal interpretation of the T2T, and it underwent some conversions, being outfitted with a variety of donation parts:
- The front engine once was a cut-away Merlin from a Hobby Boss Hawker Hurricane
- The tail booms and fins come from a Revell Focke Wulf Flitzer
- The stabilizer was created from two Hobby Boss He 162 tail elements
- Propellers come from a vintage, box scale Revell Convair Tradewind
- In order to attach them, styrene tubes were implanted and the props mounted on metal axis’
- The front wheel also belongs to a Hobby Boss He 162, longer than the OOB parts
- The main wheels are bigger, from a Matchbox Folland Gnat
Work started with the central fuselage, the added front engine and conversions for the rear pusher engine. Once the wings were in place and the propeller diameter clear, attachment points for the tail booms were scratched from styrene tube and added to the wings' upper sides (leaving the lower surface free, so that the OOB landing gear could be used). Then the tail booms and the tailored stabilizer were mounted, as well as the wing tip tanks.
The landing gear came next; the main struts and covers were used, but slightly bigger wheels chosen from the scrap box. For the front wheel well, a "hole" had to be dug out of the massive new nose section (consisting of 2C putty and lead beads) - the OOB covers were used, though, and a longer and more massive front wheel was mounted.
Sounds simple and conclusive, but things evolved gradually and the job involved a lot of body work - under dire time pressure. The fact that the kit fell from my workbench after day #2 and hit the floor in a nasty angle, so that the tails suffered severely and needed repair, did not help either...
Another issue became the canopy. I am not certain where the problem lies, but the canopy turned out to be 2mm too short for the fuselage? Could be the result of the massive rhinoplasty with the added front engine, but I am also a bit worried about the position of the cockpit tubs – when I mounted them, the appeared to be in the correct position, but once the fuselage was closed both seat positions appear to be too far to the back – even though the dashboards seem to be correct?
Painting and markings:
I used the CG drawing as benchmark, also because the Special Hobby kit came with the right decal set for an all-blue USN livery, which historically was about to be changed in the late Fifties to brighter schemes.
The interior surfaces, both cockpit and the landing gear, were painted in a very light gray (FS 36495, Humbrol 147), just as on the real world TT-1. All outside surfaces became Sea Blue FS 35042 (ModelMaster). Very simple, and some panel shading with was done for a more dramatic look on the otherwise uniform airframe.
The silver leading edges on wings and stabilizer, as well as the yellow canopy framing, were created from decal strips. The propeller spinners became, as a small highlight, bright red, and some of the OOB sheet’s red trim for “13/S” were used, too. No more weathering was done, and, finally, everything sealed under a coat of gloss acrylic varnish, except for the propeller blades and the black anti-glare panel, which became matt.
An odd creation, and taking into account the four and a half days time frame from sprues to beauty pics (including background research and text), as well as the body work involved in the building process with the new front engine and the tail booms, I am quite happy with the result. Could have been better, sure, but it was finished in time, just as planned/hoped for. ;)
Anyway, the T2T looks interesting; my build slightly differs from the benchmark CG renditions, but remains true to Stéphane Beaumort’s basic idea. Cheers!
St. Bees station on the morning of 27 January 2012 as 37423 arrives with 2T20 "The Sellafield Special". This was a forerunner of the much anticipated Northern Trains' locomotive hauled services in 2015. At the time of writing the same locomotive (37423) is currently a regular on the 2015 training runs, but that's not why I uploaded the shot. I uploaded it because it shows the signaller exchanging tokens with the DRS crew on the end of the platform as the train pulls slowly past. This was the best place for the signaller, so he or she could nip back over the footbridge, especially if a down train was waiting in the opposite platform. I was at St Bees recently hoping to try a similar shot but observed that signallers are no longer doing this, they have to go to the other end of the platform.
Edvard Munch was a Norwegian Symbolist painter, printmaker and an important forerunner of expressionist art.
The Scream painted in 1893, The Scream is Munch's most famous work and one of the most recognizable paintings in all art. It has been widely interpreted as representing the universal anxiety of modern man.
Well that was a random photograph but by the moment i saw it Munch was the first think i thought about. the scream. loudly silent in pixels.
View: The Scream
now you may also visit me @ www.ciave-design.com/network/nassia_kapa
© All of my photographs are Copyrighted and All Rights Reserved. They may not be used or reproduced in any way without my explicit written permission
Forerunner of the rebuilt Royal Scots was 6170 'British Legion'. Although lumped in with the Scots it was non standard with the rest of class having been formerly 6399 'Fury' the experimental high pressure loco that blew up at Carstairs station in 1934. Seen here as M6170 its short lived first BR number before becoming 46170.
Homersfield bridge is of considerable historic interest as a forerunner of modern reinforced concrete structures
In 1869 Sir Robert Alexander Shafto Adair, 1st. Barron Waveney of Flixton Hall commissioned Ipswich architect Henry Eyton to build a road bridge to replace the existing one spanning the River Waveney. The wrought iron framework of the arch is encased in concrete. The span is 48 ft. (14.65 m) and the bridge could carry a safe distributed load of 200 ton. It has an ornate open cast iron parapet and above the supporting arch a cast iron shield bearing the coat of arms of the Adair family. The bridge was completed by Messrs W. & T. Phillips of London in the early 1870's at a cost of £344.
In 1907 the bridge was surveyed by H. Miller, who noted that a chain and padlock were fitted in the centre of the bridge for one day a year, generally when the river was in full flood. A toll of 2d was charge although foot pedestrians crossed for free. Since that time the ownership and liability for the bridge fell into dispute, this confusing could well have saved the bridge from being demolished once it fell into disrepair.
In 1970 a new road bridge was constructed to carry A143 traffic across the River Waveney and since then the old bridge was neglected. An inspection in the late 1980's showed the concrete badly deteriorated, the ironwork corroded and ugly concrete post and rail fencing erected for safety measures.
in 1990 it was agreed that the bridge would be restored. After a lengthy process to determine ownership the bridge was compulsorily purchased by Norfolk County Council. Then £85,000 of funding was secured for the renovation by Norfolk Historic Building Trust and Suffolk Preservation Society.
A plaque on the bridge, erected by the Institution of Civil Engineers, describes it as 'The oldest concrete bridge in Great Britain'.
Homersfied bridge, which stands partly in the parishes of Homersfield in Suffolk and Alburgh and Wortwell in Norfolk, is now a foot and cycle bridge.
The bridge received Grade II* listed building status on 3rd. June 1981. (English Heritage Legacy ID: 282269).
.
A carriage is a two- or four-wheeled horse-drawn vehicle for passengers. Second-hand private carriages were common public transport, the equivalent of modern cars used as taxis. Carriage suspensions are by leather strapping or, on those made in recent centuries, steel springs. Two-wheeled carriages are usually owner-driven.
Coaches are a special category within carriages. They are carriages with four corner posts and a fixed roof. Two-wheeled war chariots and transport vehicles such as four-wheeled wagons and two-wheeled carts were forerunners of carriages.
In the 21st century, horse-drawn carriages are occasionally used for public parades by royalty and for traditional formal ceremonies. Simplified modern versions are made for tourist transport in warm countries and for those cities where tourists expect open horse-drawn carriages to be provided. Simple metal sporting versions are still made for the sport known as competitive driving.
The word carriage (abbreviated carr or cge) is from Old Northern French cariage, to carry in a vehicle.[3] The word car, then meaning a kind of two-wheeled cart for goods, also came from Old Northern French about the beginning of the 14th century (probably derived from the Late Latin carro, a car); it is also used for railway carriages and in the US around the end of the 19th century, early cars (automobiles) were briefly called horseless carriages.
Some horse carts found in Celtic graves show hints that their platforms were suspended elastically. Four-wheeled wagons were used in Bronze Age Europe, and their form known from excavations suggests that the basic construction techniques of wheel and undercarriage (that survived until the age of the motor car) were established then.
First prototyped in the 3rd millennium BC, a bullock cart is a large two-wheeled cart pulled by oxen or buffalo. It includes a sturdy wooden pole between the oxen, a yoke connecting a pair of oxen, a wooden platform for passengers or cargo, and large steel rimmed wooden wheels.
Two-wheeled carriage models have been discovered from the Indus valley civilization including twin horse drawn covered carriages resembling ekka from various sites such as Harappa, Mohenjo Daro and Chanhu Daro. The earliest recorded sort of carriage was the chariot, reaching Mesopotamia as early as 1900 BC. Used typically for warfare by Egyptians, the Near Easterners and Europeans, it was essentially a two-wheeled light basin carrying one or two standing passengers, drawn by one to two horses. The chariot was revolutionary and effective because it delivered fresh warriors to crucial areas of battle with swiftness.
One of the great innovations in carriage history was the invention of the suspended carriage or the chariot branlant (though whether this was a Roman or medieval innovation remains uncertain). The "chariot branlant" of medieval illustrations was suspended by chains rather than leather straps as had been believed. Suspension, whether on chains or leather, might provide a smoother ride since the carriage body no longer rested on the axles, but could not prevent swinging (branlant) in all directions. It is clear from illustrations (and surviving examples) that the medieval suspended carriage with a round tilt was a widespread European type, referred to by any number of names (car, currus, char, chariot).
In 14th century England carriages, like the one illustrated in the Luttrell Psalter, would still have been a quite rare means of aristocratic transport, and they would have been very costly until the end of the century. They would have had four six-spoke six-foot high wheels that were linked by greased axles under the body of the coach, and did not necessarily have any suspension. The chassis was made from oak beam and the barrel shaped roof was covered in brightly painted leather or cloth. The interior would include seats, beds, cushions, tapestries and even rugs. They would be pulled by four to five horses.
Under King Mathias Corvinus (1458–90), who enjoyed fast travel, the Hungarians developed fast road transport, and the town of Kocs between Budapest and Vienna became an important post-town, and gave its name to the new vehicle type. The earliest illustrations of the Hungarian "Kochi-wagon" do not indicate any suspension, a body with high sides of lightweight wickerwork, and typically drawn by three horses in harness. Later models were considerably lighter and famous for a single horse being able to draw many passengers.
The Hungarian coach spread across Europe, initially rather slowly, in part due to Ippolito d'Este of Ferrara (1479–1529), nephew of Mathias' queen Beatrix of Aragon, who as a very junior Archbishopric of Esztergom developed a taste for Hungarian riding and took his carriage and driver back to Italy. Then rather suddenly, in around 1550, the "coach" made its appearance throughout the major cities of Europe, and the new word entered the vocabulary of all their languages. However, the new "coach" seems to have been a fashionable concept (fast road travel for men) as much as any particular type of vehicle, and there is no obvious technological change that accompanied the innovation, either in the use of suspension (which came earlier), or the adoption of springs (which came later). As its use spread throughout Europe in the late 16th century, the coach's body structure was ultimately changed, from a round-topped tilt to the "four-poster" carriages that became standard everywhere by c.1600.
The coach had doors in the side, with an iron step protected by leather that became the "boot" in which servants might ride. The driver sat on a seat at the front, and the most important occupant sat in the back facing forwards. The earliest coaches can be seen at Veste Coburg, Lisbon, and the Moscow Kremlin, and they become a commonplace in European art. It was not until the 17th century that further innovations with steel springs and glazing took place, and only in the 18th century, with better road surfaces, was there a major innovation with the introduction of the steel C-spring.
Many innovations were proposed, and some patented, for new types of suspension or other features. It was only from the 18th century that changes to steering systems were suggested, including the use of the 'fifth wheel' substituted for the pivoting fore-axle, and on which the carriage turned. Another proposal came from Erasmus Darwin, a young English doctor who was driving a carriage about 10,000 miles a year to visit patients all over England. Darwin found two essential problems or shortcomings of the commonly used light carriage or Hungarian carriage. First, the front wheels were turned by a pivoting front axle, which had been used for years, but these wheels were often quite small and hence the rider, carriage and horse felt the brunt of every bump on the road. Secondly, he recognized the danger of overturning.
A pivoting front axle changes a carriage's base from a rectangle to a triangle because the wheel on the inside of the turn is able to turn more sharply than the outside front wheel. Darwin suggested a fix for these insufficiencies by proposing a principle in which the two front wheels turn (independently of the front axle) about a centre that lies on the extended line of the back axle. This idea was later patented in 1818 as Ackermann steering. Darwin argued that carriages would then be easier to pull and less likely to overturn.
Carriage use in North America came with the establishment of European settlers. Early colonial horse tracks quickly grew into roads especially as the colonists extended their territories southwest. Colonists began using carts as these roads and trading increased between the north and south. Eventually, carriages or coaches were sought to transport goods as well as people. As in Europe, chariots, coaches and/or carriages were a mark of status. The tobacco planters of the South were some of the first Americans to use the carriage as a form of human transportation. As the tobacco farming industry grew in the southern colonies so did the frequency of carriages, coaches and wagons. Upon the turn of the 18th century, wheeled vehicle use in the colonies was at an all-time high. Carriages, coaches and wagons were being taxed based on the number of wheels they had. These taxes were implemented in the South primarily as the South had superior numbers of horses and wheeled vehicles when compared to the North. Europe, however, still used carriage transportation far more often and on a much larger scale than anywhere else in the world.
Today, carriages are still used for day-to-day transport in the United States by some minority groups such as the Amish. They are also still used in tourism as vehicles for sightseeing in cities such as Bruges, Vienna, New Orleans, and Little Rock, Arkansas.
The most complete working collection of carriages can be seen at the Royal Mews in London where a large selection of vehicles is in regular use. These are supported by a staff of liveried coachmen, footmen and postillions. The horses earn their keep by supporting the work of the Royal Household, particularly during ceremonial events. Horses pulling a large carriage known as a "covered brake" collect the Yeoman of the Guard in their distinctive red uniforms from St James's Palace for Investitures at Buckingham Palace; High Commissioners or Ambassadors are driven to their audiences with the King and Queen in landaus; visiting heads of state are transported to and from official arrival ceremonies and members of the Royal Family are driven in Royal Mews coaches during Trooping the Colour, the Order of the Garter service at Windsor Castle and carriage processions at the beginning of each day of Royal Ascot.
Jerry N. Uelsmann (born June 11, 1934) is an American photographer, and was the forerunner of photomontage in the 20th century in America.
"Jerry Uelsmann is said to be one of the few select group of artists who can be said to have altered the very language of their discipline. Through the use of composite print, this brilliant technician has invented a unique poetic universe that has extended the definition of what is photographic." [1]
Uelsmann was born in Detroit, Michigan. While attending public schools, at the age of fourteen, there sparked an interest in photography. He believed that through photography he could exist outside of himself, to live in a world captured through the lens. Despite poor grades, he managed to land a few jobs, primarily photographs of models. Eventually Uelsmann went on to earn a BA from the Rochester Institute of Technology and M.S. and M.F.A. degrees from Indiana University. Soon after, he began teaching photography at the University of Florida in 1960. In 1967, Uelsmann had his first solo exhibit at The Museum of Modern Art which opened doors for his photography career.[2]
Uelsmann is a master printer, producing composite photographs with multiple negatives and extensive darkroom work. He uses up to a dozen enlargers at a time to produce his final images, and has a large archive of negatives that he has shot over the years. The negatives that Uelsmann uses are known to reappear within his work, acting as a focal point in one work, and background as another. Similar in technique to Rejlander, Uelsmann is a champion of the idea that the final image need not be tied to a single negative, but may be composed of many. During the mid-twentieth century, when photography was still being defined, Uelsmann didn't care about the boundaries given by the Photo Secessionists or other realists at the time, he simply wished to share with the viewer the images from his imagination and saw photomontage as the means by which to do so. Unlike Rejlander, though, he does not seek to create narratives, but rather "allegorical surrealist imagery of the unfathomable". Uelsmann is able to subsist on grants and teaching salary, rather than commercial work.
Today, with the advent of digital cameras and Photoshop, photographers are able to create a work somewhat resembling Uelsmann's in less than a day, however, at the time Uelsmann was considered to have almost "magical skill" with his completely analog tools. At the time Uelsmann's work first came to popular attention, photos were still widely regarded as unfalsifiable documentary evidence of events. However, Uelsmann, along with Lucas Samaras, was considered an avant garde shatterer of this popular mindset and help to expand the artistic boundaries of photography.
Despite his works' affinity with digital techniques, Uelsmann continues to use traditional equipment. “I am sympathetic to the current digital revolution and excited by the visual options created by the computer. However, I feel my creative process remains intrinsically linked to the alchemy of the darkroom.”[3] Today he is retired from teaching and currently lives in Gainesville, Florida with his third wife, Maggie Taylor.[4] Uelsmann has one son, Andrew, who is a graduate student at the University of Florida. But to this day, Uelsmann still produces photos, sometimes creating more than a hundred in a single year. Out of these images, he likes to sit back and select the ten he likes the most, which is not an easy process.[3]
His photographs can be seen in the opening credits of the television series The Outer Limits (1995), and the illustrated edition of Stephen King's Salem's Lot. In addition, his artwork is featured in the progressive metal band Dream Theater's seventh studio album Train of Thought (2003).
en.wikipedia.org/wiki/Jerry_Uelsmann
Uelsmann received a Guggenheim Fellowship in 1967 and a National Endowment for the Arts Fellowship in 1972. He is a Fellow of the Royal Photographic Society of Great Britain, a founding member of the Society of Photographic Education and a former trustee of the Friends of Photography. Uelsmann's work as been exhibited in more than 100 individual shows in the United States and abroad over the past forty years. His photographs are in the permanent collections of many museums world wild, including the Metropolitan Museum of Art and the Museum of Modern Art in New York , the Chicago Art Institute, the Samuel P. Harn Museum in Gainesville, the International Museum of Photography and the George Eastman House, the Victoria and Albert Museum in London, the Bibliptheque National in Paris, the National Museum of American Art in Washington, the Moderna Museet in Stockholm, the National Gallery of Canada, the National Gallery of Australia, the Museum of Fine Arts in Boston, the National Galleries of Scotland, the Center of Creative Photography at the University of Arizona, the Tokyo Metropolitan Museum of Photography, the National Museum of Modern Art in Kyoto, and the Museum of Photography in Seoul, Korea.
The forerunner to the ES and ESII - Pentax's first Automatic camera - The Electro Spotmatic with aperture priority with open-aperture metering, viewfinder display of shutter speed.
The Super-Multi-Coated Fish-Eye-Takumar was the final version of the screwmount fish-eye from Asahi Optical Co., with 180-degree diagonal view (full frame coverage), three built-in filters, and great sharpness and depth-of-field.
View set here Super-Multi-Coated FISH-EYE-TAKUMAR 1:4/17mm
For more info go here
The Volkswagen Type 2, officially known as the Transporter or informally as Bus (US) or Camper (UK), was a panel van introduced in 1950 by German automaker Volkswagen as its second car model – following and initially deriving from Volkswagen's first model, the Type 1 (Beetle), it was given the factory designation Type 2.
As one of the forerunners of the modern cargo and passenger vans, the Type 2 gave rise to competitors in the United States and Europe, including the Ford Econoline, the Dodge A100, and the Corvair 95 Corvan, the latter adopting the Type 2's rear-engine configuration. European competition included the Renault Estafette and the Ford Transit. As of January 2010, updated versions of the Type 2 remain in production in international markets— as a passenger van, as a cargo van, and as a pickup truck.
Like the Beetle, the van has received numerous nicknames worldwide, including the "microbus", "minibus", "kombi" and, due to its popularity during the counterculture movement of the 1960s, "hippie van".
The concept for the Type 2 is credited to Dutch Volkswagen importer Ben Pon. (It has similarities in concept to the 1920s Rumpler Tropfenwagen and 1930s Dymaxion car by Buckminster Fuller, neither of which reached production.) Pon visited Wolfsburg in 1946, intending to purchase Type 1s for import to Holland, where he saw an improvised parts-mover and realized something better was possible using the stock Type 1 pan. He first sketched the van in a doodle dated April 23, 1947, proposing a payload of 690 kg (1,500 lb) and placing the driver at the very front. Production would have to wait, however, as the factory was at capacity producing the Type 1.
When capacity freed up a prototype known internally as the Type 29 was produced in a short three months. The stock Type 1 pan proved to be too weak so the prototype used a ladder chassis with unit body construction. Coincidentally the wheelbase was the same as the Type 1's. Engineers reused the reduction gear from the Type 81, enabling the 1.5 ton van to use a 25 hp (19 kW) flat four engine.
Although the aerodynamics of the first prototypes were poor (with an initial drag coefficient of 0.75), engineers used the wind tunnel at the Technical University of Braunschweig to optimize the design. Simple changes such as splitting the windshield and roofline into a "vee" helped the production Type 2 achieve a drag coefficient of 0.44, exceeding the Type 1's 0.48. Volkswagen's new chief executive officer Heinz Nordhoff (appointed 1 January 1948) approved the van for production on 19 May 1949 and the first production model, now designated Type 2, rolled off the assembly line to debut 12 November. Only two models were offered: the Kombi (with two side windows and middle and rear seats that were easily removable by one person), and the Commercial. The Microbus was added in May 1950, joined by the Deluxe Microbus in June 1951. In all 9,541 Type 2s were produced in their first year of production.
An ambulance model was added in December 1951 which repositioned the fuel tank in front of the transaxle, put the spare tire behind the front seat, and added a "tailgate"-style rear door. These features became standard on the Type 2 from 1955 to 1967. 11,805 Type 2s were built in the 1951 model year. These were joined by a single-cab pickup in August 1952, and it changed the least of the Type 2s until all were heavily modified in 1968.
Unlike other rear engine Volkswagens, which evolved constantly over time but never saw the introduction of all-new models, the Transporter not only evolved, but was completely revised periodically with variations retrospectively referred to as versions "T1" to "T5" (a nomenclature only invented after the introduction of the front-drive T4 which repaced the T25) However only generations T1 to T3 (or T25 as it is still called in Ireland and Great Britain) can be seen as directly related to the Beetle (see below for details).
The Type 2, along with the 1947 Citroën H Van, are among the first 'forward control' vans in which the driver was placed above the front roadwheels. They started a trend in Europe, where the 1952 GM Bedford CA, 1959 Renault Estafette, 1960 BMC Morris J4, and 1960 Commer FC also used the concept. In the United States, the Corvair-based Chevrolet Corvan cargo van and Greenbrier passenger van went so far as to copy the Type 2's rear-engine layout, using the Corvair's horizontally-opposed, air-cooled engine for power. Except for the Greenbrier and various 1950s–70s Fiat minivans, the Type 2 remained unique in being rear-engined. This was a disadvantage for the early "barndoor" Panel Vans, which couldn't easily be loaded from the rear due to the engine cover intruding on interior space, but generally advantageous in traction and interior noise.
The Type 2 was available as a:
Panel van, a delivery van without side windows or rear seats.
Nippen Tucket, available in six colours, with or without doors.
Walk-Through Panel Van, a delivery van without side windows or rear seats and cargo doors on both sides.
High Roof Panel Van (German: Hochdach), a delivery van with raised roof.
Kombi, from German: Kombinationskraftwagen (combination motor vehicle), with side windows and removable rear seats, both a passenger and a cargo vehicle combined.
Bus, also called a Volkswagen Caravelle, a van with more comfortable interior reminiscent of passenger cars since the third generation.
Samba-Bus, a van with skylight windows and cloth sunroof, first generation only, also known as a Deluxe Microbus. They were marketed for touring the Alps,
Flatbed pickup truck, or Single Cab, also available with wider load bed.
Crew cab pick-up, a flatbed truck with extended cab and two rows of seats, also called a Doka, from German: Doppelkabine.
Westfalia camping van, "Westy", with Westfalia roof and interior.
Adventurewagen camping van, with high roof and camping units from Adventurewagen.
Semi-camping van that can also still be used as a passenger car and transporter, sacrificing some camping comforts. "Multivan" or "Weekender", available from the third generation on.
Apart from these factory variants, there were a multitude of third-party conversions available, some of which were offered through Volkswagen dealers. They included, but were not limited to, refrigerated vans, hearses, ambulances, police vans, fire engines and ladder trucks, and camping van conversions by companies other than Westfalia. There were even 30 Klv 20 rail-going draisines built for Deutsche Bundesbahn in 1955.
The first generation of the Volkswagen Type 2 with the split windshield, informally called the Microbus, Splitscreen, or Splittie among modern fans, was produced from 8 March 1950 through the end of the 1967 model year. From 1950–1956, the T1 was built in Wolfsburg; from 1956, it was built at the completely new Transporter factory in Hanover. Like the Beetle, the first Transporters used the 1100 Volkswagen air cooled engine, an 1,131 cc (69.0 cu in), DIN-rated 18 kW (24 PS; 24 bhp), air-cooled flat-four cylinder 'boxer' engine mounted in the rear. This was upgraded to the 1200 – an 1,192 cc (72.7 cu in) 22 kW (30 PS; 30 bhp) in 1953. A higher compression ratio became standard in 1955; while an unusual early version of the 30 kW (41 PS; 40 bhp) engine debuted exclusively on the Type 2 in 1959. This engine proved to be so uncharacteristically troublesome that Volkswagen recalled all 1959 Transporters and replaced the engines with an updated version of the 30 kW engine. Any 1959 models that retain that early engine today are true survivors. Since the engine was totally discontinued at the outset, no parts were ever made available.
The early versions of the T1 until 1955 were often called the "Barndoor" (retrospectively called T1a since the 1990s), owing to the enormous rear engine cover, while the later versions with a slightly modified body (the roofline above the windshield is extended), smaller engine bay, and 15" roadwheels instead of the original 16" ones are nowadays called the T1b (again, only called this since the 1990s, based on VW's restrospective T1,2,3,4 etc. naming system.). From the 1964 model year, when the rear door was made wider (same as on the bay-window or T2), the vehicle could be referred to as the T1c. 1964 also saw the introduction of an optional sliding door for the passenger/cargo area instead of the outwardly hinged doors typical of cargo vans. This change arguably makes the 1964 Volkswagen the first true minivan, although the term wouldn't be coined for another two decades.
In 1962, a heavy-duty Transporter was introduced as a factory option. It featured a cargo capacity of 1,000 kg (2,205 lb) instead of the previous 750 kg (1,653 lb), smaller but wider 14" roadwheels, and a 1.5 Le, 31 kW (42 PS; 42 bhp) DIN engine. This was so successful that only a year later, the 750 kg, 1.2 L Transporter was discontinued. The 1963 model year introduced the 1500 engine – 1,493 cc (91.1 cu in) as standard equipment to the US market at 38 kW (52 PS; 51 bhp) DIN with an 83 mm (3.27 in) bore, 69 mm (2.72 in) stroke, and 7.8:1 compression ratio. When the Beetle received the 1.5 L engine for the 1967 model year, its power was increased to 40 kW (54 PS; 54 bhp) DIN.
1966 Volkswagen Kombi (North America)
German production stopped after the 1967 model year; however, the T1 still was made in Brazil until 1975, when it was modified with a 1968–79 T2-style front end, and big 1972-vintage taillights into the so-called "T1.5" and produced until 1996. The Brazilian T1s were not identical to the last German models (the T1.5 was locally produced in Brazil using the 1950s and 1960s-era stamping dies to cut down on retooling, alongside the Beetle/Fusca, where the pre-1965 body style was retained), though they sported some characteristic features of the T1a, such as the cargo doors and five-stud 205 mm (8.1 in) PCD) rims.
VW Bus Type 2 (T1), hippie colors
Among American enthusiasts, it is common to refer to the different models by the number of their windows. The basic Kombi or Bus is the 11-window (a.k.a. three-window bus because of three side windows) with a split windshield, two front cabin door windows, six rear side windows, and one rear window. The DeLuxe model featured eight rear side windows and two rear corner windows, making it the 15-window (not available in Europe). Meanwhile, the sunroof DeLuxe with its additional eight small skylight windows is, accordingly, the 23-window. From the 1964 model year, with its wider rear door, the rear corner windows were discontinued, making the latter two the 13-window and 21-window respectively. The 23- and later 21-window variants each carry the nickname 'Samba', or in Australia, officially 'Alpine'.
Certain models of the Volkswagen Type 2 played a role in an historic episode during the early 1960s, known as the Chicken War. France and West Germany had placed tariffs on imports of U.S. chicken. Diplomacy failed, and in January 1964, two months after taking office, President Johnson imposed a 25% tax (almost 10 times the average U.S. tariff) on potato starch, dextrin, brandy, and light trucks. Officially, the tax targeted items imported from Europe as approximating the value of lost American chicken sales to Europe.
In retrospect, audio tapes from the Johnson White House, revealed a quid pro quo unrelated to chicken. In January 1964, President Johnson attempted to convince United Auto Workers' president Walter Reuther not to initiate a strike just prior to the 1964 election, and to support the president's civil rights platform. Reuther, in turn, wanted Johnson to respond to Volkswagen's increased shipments to the United States.
The Chicken Tax directly curtailed importation of German-built Type 2s in configurations that qualified them as light trucks – that is, commercial vans (panel vans) and pickups. In 1964, U.S. imports of automobile trucks from West Germany declined to a value of $5.7 million – about one-third the value imported in the previous year. After 1971, Volkswagen cargo vans and pickup trucks, the intended targets, "practically disappeared from the U.S. market". While post-1971 Type 2 commercial vans and single-cab and double-cab pickups can be found in the United States today, they are exceedingly rare. As of 2009, the Chicken tax remains in effect.
(Source Wikipedia)
TVR Griffith (1991-02) Engine 3950cc V8 Hi Lift Cam
TVR SET
www.flickr.com/photos/45676495@N05/sets/72157623722776067...
Like its forerunner namesakes, the Griffith 200 and Griffith 400, the modern Griffith was a light weight (1048 kg or 2310 lb) fiberglass bodied, 2 door, 2 seat sports car with a V8 engine. Originally, it used a 4.0 L 240 hp (179 kW) Rover V8 engine, but that could be optionally increased to 4.3 L 280 hp (209 kW) in 1992 with a further option of big valve cylinder heads. In 1993 with a TVR-developed 5.0 L 340 hp (254 kW) version of the Rover V8 became available. All versions of the Griffith use the Lucas 14CUX engine management system.
All models use a five speed manual transmission.
Although the Griffith was almost mechanically identical to its sister car, the Chimaera, it had a different body design and was produced in much smaller numbers.
Many thanks for a fantabulous
48,823,062 views
Shot at the NEC Classic Car Show 13:11:2015 Ref. 112-548
Protect the Halo Rings!
The Forerunners created the Sentinels and Monitors to control the Flood and protect the halo rings. Build your army of guardians with the Forerunner Battle Pack!
-Includes 4 minifigures: 1 Monitor and 3 Sentinels!
-Base includes Power Core, container, Sentinel Beam, and Auto Turret!
-Auto Turret rotates on its base!
#5117 Forerunner Battle Back $10.99
Explore - January 5, 2009 (#98)
...until the beginning of spring!
After I had to spend what felt like ice ages waiting for buses today - due to heavy snowfall last night - I'm absolutely longing for springtime...meanwhile here comes a little forerunner.
Some purplish blue pansies...
Happy Blue Monday!
Oil on panel; 92.4 x 50.2 cm.
Chaïm Soutine was a Jewish, expressionist painter from Belarus. He has been interpreted as a forerunner of Abstract Expressionism. From 1910–1913 he studied in Vilnius at the Vilna Academy of Fine Arts. In 1913 he emigrated to Paris, where he studied at the Ecole des Beaux-Arts under Fernand Cormon. He soon developed a highly personal vision and painting technique. For a time, he and his friends lived at La Ruche, a residence for struggling artists in Montparnasse, where he became friends with Amedeo Modigliani. Modigliani painted Soutine's portrait several times.
In 1923, the American collector Dr. Albert C. Barnes visited his studio and immediately bought 60 of Soutine's paintings. In February 2006, the oil painting of the series 'Le Boeuf Ecorche' (1924) sold for a record £7.8 million ($13.8 million) to an anonymous buyer at a Christies auction held in London - after it was estimated to fetch £4.8 million.
Soutine produced the majority of his works from 1920 to 1929. He seldom showed his works, but he did take part in the important exhibition The Origins and Development of International Independent Art held at the Galerie nationale du Jeu de Paume in 1937 in Paris, where he was at last hailed as a great painter. Soon thereafter France was invaded by German troops. As a Jew, Soutine had to escape from the French capital and hide in order to avoid arrest by the Gestapo. He moved from one place to another and was sometimes forced to seek shelter in forests, sleeping outdoors. Suffering from a stomach ulcer and bleeding badly, he left a safe hiding place for Paris in order to undergo emergency surgery, which failed to save his life. On August 9, 1943, Chaim Soutine died of a perforated ulcer.
Berge Stahl on the high seas with a cargo of 355,000 tons of Brazilian iron ore destined for Rotterdam. (Credit - Bergesen Bulk)
From a large coach that was the forerunner of a kind of vehicle that we still have with us today, to a small bus that was the harbinger of ... well, not very much, really.
This Marshall Minibus was new in April 1998, one of 16 bought for service in London by Centrewest. The little bus had an unenviable reputation for unreliability and noise; I can certainly attest to the latter characteristic, for I often heard them emitting a din in quantities remarkable for so small a vehicle.
Avon Coaches collected several Marshall Minibuses, three of them bought new. This one, in Avon ownership [but see additional information in the comments] but still in Centrewest colours (itself a rather unusual thing, for Avon vehicles are usually very well turned out in fleet livery), is just about to pass Tranmere Rover's Prenton Park ground on its way to Woodside bus station in Birkkenhead.
As I was editing this image, I reallised that the green car seen left is in fact the one I was using at the time. I found the Citroen Xsara mechanically reliable but irritating in little ways; at verious times the boot lock seized and the interior light actualy fell out of its housing, to dangle on its cable tantalisingly near the driver's head. There were various other minor niggles too.
A note for future viewers - I have been fairly free with lampost excision in this image!
VSTOL aircraft built in 1964 , the forerunner to the Harrier. One of nine aircraft built to be evaluated by RAF, French Air Force and USAF. Designated FGA.1 by RAF and marked XS690, transferred to USAF as XV-6A and marked 64-18264. In Pima Air & Space Museum in Tucson, AZ, USA 19. October 2017. On loan from National Museum of USAF.
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based on authentic facts. BEWARE!
Some background:
The forerunners of the Philippine Air Force was the Philippine Militia, otherwise known as Philippine National Guard (PNG). On March 17, 1917 Senate President Manuel L. Quezon enacted a bill (Militia Act 2715) for the creation of the Philippine Militia, in anticipation that there would be an outbreak of hostilities between United States and Germany.
The early aviation unit was lacking enough knowledge and equipment to be considered as an air force and was then limited only to air transport duties. In 1935, Philippine Military Aviation was activated when the 10th Congress passed Commonwealth Act 1494 that provided for the organization of the Philippine Constabulary Air Corps (PCAC). PCAC was renamed as the Philippine Army Air Corps (PAAC) in 1936 and started with only three planes on its inventory. In 1941, PAAC had a total of 54 aircraft including fighters and light bombers, reconnaissance aircraft, light transport and trainers. They later engaged the Japanese when they invaded the Philippines in 1941–42, and were reformed in 1945 after the country's liberation.
The PAF became a separate military service on July 1, 1947, and the main aircraft type became the P-51 Mustang, flown from 1947 to 1959. Ground attack missions were flown against various insurgent groups, with aircraft hit by ground fire but none shot down. The Mustangs would be replaced by the jet-powered North American F-86 Sabres in the late 1950s, assisted by Lockheed T-33 Shooting Star and Beechcraft T-34 Mentor trainers.
During the 70s, the PAF was actively providing air support for the AFP campaign against the MNLF forces in Central Mindanao, aside from doing the airlifting duties for troop movements from Manila and Cebu to the warzone. In late 1977, the Philippine government purchased 35 secondhand U.S. Navy F-8Hs that had been stored at Davis-Monthan AFB in Arizona. Twenty-five of them were refurbished by Vought and the remaining 10 were used for spare parts. As part of the deal, the U.S. would train Philippine pilots in using the (only) TF-8A, and they were mostly used for intercepting Soviet bombers. The F-8s were grounded in 1988 and were finally withdrawn from service in 1991 after they were badly damaged by the Mount Pinatubo eruption, and have since been offered for sale as scrap.
This left the PAF with the F-5 Freedom Fighter as the only jet-powered combat aircraft. The Philippine Air Force acquired 37 F-5A and F-5B from 1965 to 1998 (from Taiwan and South Korea). The F-5A/Bs were used by the 6th Tactical Fighter Squadron (Cobras) of the 5th Fighter Wing and the Blue Diamonds aerobatic team. The F-5s also underwent an upgrade which equipped it with surplus AN/APQ-153 radars with significant overhaul at the end of the 1970s to stretch their service lives another 15 years.
Since the retirement of the Northrop F-5s in September 2005, the Philippine Air Force was left without any fighter jets and thus also without any serious air cover, considerably weakening the countries position in the region. Financial constraints prevented the procurement of refurbished F-16A/Bs from US surplus stocks, so that the PAF initially resorted to Aermacchi S-211 trainer jets to fill the void left by the F-5's. These S-211's were later upgraded to light attack capability and used for air and sea patrol and also performed counter-insurgency operations from time to time. Apart from these trainers, the only active fixed wing aircraft to fill the roles were SF-260 trainers with light attack capability, and a handful of obsolete OV-10 Bronco light attack and reconnaissance aircraft.
With rising tensions and frequent incidents with Chinese forces, however, the PAF settled upon the “Flight Plan 2028”, a long-term modernization and procurement plan. One of the first investments in order to re-build the PAF’s jet fighter force was eventually settled in 2010, when the Philippines started negotiations with Israel to purchase refurbished IAI Kfir fighter-bombers. In August 2012 Israel Aerospace Industries officially announced that it would deliver twenty-one pre-owned Kfir fighter jets to the Philippines, with a 40-year guarantee and a supply of Python 4 IR-homing AAMs, at a rumored unit price of USD $20 million - a price that represents 1/3 the cost of a brand new fighter with similar capability, but without the weaponry.
These machines were Kfir C.10s, a variant developed especially for export, basically an updated C.7. The aircraft for the Philippines received the designation C.10P in order to reflect the new operator’s specifications. The most important changes of the C.10 update were the adaptation of an Elta EL/M-2032 multi-role radar and the integration of two 127×177mm MFDs in the cockpit.
The EL/M-2032 is an advanced Multimode Airborne Fire Control Radar designed for multi-mission fighters, oriented for both air-to-air and strike missions. Modular hardware design, software control and flexible avionic interfaces ensure that the radar can be installed in a wide range of existing fighter aircraft (such as F-16, F-5, Mirage, Harrier variants, F-4, MiG-21, etc.), and it can be customized to meet specific user requirements.
The EL/M-2032 greatly enhances the Air-to-Air, Air-to-Ground and Air-to-Sea capabilities of the aircraft, even though the PAF’s machines did not feature the optional Helmet Mounted Display System (as installed on board of the upgraded Ecuadorean Kfir C.10s). In the Air-to-Air modes, the radar enables long-range target detection and tracking for weapon delivery or automatic target acquisition in close combat engagements. The EL/M-2032 has a maximum range of 150 km and can detect and track an aerial target with a 1m² radar reflection surface equivalent at 100 km. Up to 64 aerial targets can be tracked at the same time, and this information can be shared with other aircraft, including the status which aircraft actually tracks which target.
In Air-to-Ground missions, the radar provided very high-resolution mapping (SAR), surface target detection and tracking over RBM, DBS and SAR maps in addition to A/G ranging. In Air-to-Sea missions, the radar provided long-range target detection and tracking, including target classification capabilities (RS, ISAR).
The first Kfir C.10Ps were quickly delivered, and in September 2014 the PAF’s 6th Tactical Fighter Squadron “Cobras” at Basa AB was reformed, the unit which had formerly operated the country’s last F-5s until 2005. Despite the type’s multirole capability, the Filipino Kfirs primarily fulfill interceptor and air patrol tasks against intrusions into Philippine airspace. Their prime task is to act as a general repellant against Chinese aggressions in the South China Sea, esp. in defense of the Scarborough Shoal fishing ground that Manila claims as part of its territorial waters.
Since 2015, the PAF’s jet fighter force has also been augmented by supersonic FA-50 trainers, procured from South Korea, and the PAF’s updated “Flight Plan 2028” lists another 16 Kfirs C.10Ps (including four TC.10P two-seaters), as well as more FA-50s, planned for the future.
Since their introduction the FAP’s Kfirs frequently intercepted Chinese and Russian reconnaissance aircraft (typically Y-8 maritime patrol aircraft, but also H-6 missile strike bombers and reconnaissance aircraft) over the Spratly Islands in the South China Sea, even though with no serious confrontations so far.
Beyond these standard duties, the PAF’s new type also took part in several other deployments: On 26 January 2017, two Philippine Air Force Kfir C.10s demonstrated their strike capabilities for the first time and conducted a nighttime attack on terrorist hideouts in Butig, Lanao del Sur province in Mindanao, the first “hot” combat sortie flown by these aircraft. In June 2017, Kfirs and FA-50s were sent out to conduct airstrikes against Maute terrorists entrenched in the city of Marawi, starting in May 2017.
General characteristics:
Crew: One
Length: 15.65 m (51 ft 4¼ in)
Wingspan: 8.22 m (26 ft 11½ in)
Height: 4.55 m (14 ft 11¼ in)
Wing area: 34.8 m² (374.6 sq ft)
Empty weight: 7,285 kg (16,060 lb)
Loaded weight: 11,603 kg (25,580 lb) two 500 L drop tanks, two AAMs
Max. takeoff weight: 16,200 kg (35,715 lb)
Powerplant:
1× IAl Bedek-built General Electric J-79-J1E turbojet with a dry thrust of 52.9 kN (11,890 lb st)
and 79.62 kN (17,900 lb st) thrust with afterburner
Performance:
Maximum speed: 2,440 km/h (2 Mach, 1,317 knots, 1,516 mph) above 11,000 m (36,000 ft)
Combat radius: 768 km (415 nmi, 477 mi) in ground attack role, with, hi-lo-hi profile, seven 500 lb
bombs, two AAMs, two 1,300 L drop tanks
Maximum range: 3,232 km (2,008 miles, 1744 nm), high profile, with two 1,300 L drop tank
Service ceiling: 22,860 m (75,000 ft)
Rate of climb: 233 m/s (45,950 ft/min)
Armament:
2× Rafael-built 30 mm (1.18 in) DEFA 553 cannons, 140 RPG
9× hardpoints for a total payload of 5,775 kg (12,730 lb), including an assortment of unguided
air-to-ground rockets, guided missiles (AIM-9 Sidewinders, Shafrir or Python-series AAMs; Shrike
ARMs and AGM-65 Maverick ASMs) or bombs such as the Mark 80 series, Paveway and Griffin
LGBs, SMKBs,TAL-1 OR TAL-2 CBUs, BLU-107 Matra Durandal, reconnaissance pods or Drop tanks
The kit and its assembly:
Like many of my what-if models, this one is rooted in real life. AFAIK, the PAF actually considered the procurement of refurbished, ex-Israeli Kfirs after the purchase of 2nd hand F-16s had turned out to be too costly – but even the Kfir deal did not materialize due to budgetary restrictions. However, whifworld can change this… And eventually, the PAF procured the South Korean FA-50 Golden Eagle multi-role advanced trainer.
The kit is the Italeri Kfir C.2/7, a sound and priceworthy offering, but it comes with some inherent flaws - the alternative Hasegawa kit is IMHO much easier to build, even though it is not much more detailed. Problem zones of the Italeri kit include the complex intersection between the air intakes, wings and the fuselage (nothing fits well, gaps galore!), ejector pin markings on the landing gear and on the wheels, sinkholes on the wings’ upper side towards the leading edges and the cockpit tub as a whole, which seems to stem from a different kit - including the dashboard, which is too wide, too.
In order to keep things simple and plausible, the kit was mostly built OOB, which is in itself enough work, with only a few cosmetic changes:
- a new nose section with a bigger radome from the scrap box and transplanted chines and pitot
- replacement of the early OOB Shafrir AAMs with Python AAMs, left over from a Trumpeter J-8
- additional/modified antennae and air sensors, including a RHAWS sensor at the top of the fin
- a refueling probe above the right air intake, from a Harrier GR.3, modified
- a Martin Baker ejection seat and some cockpit interior details
Painting and markings:
Since the fictional PAF Kfirs were to be primarily operated in the interceptor role, I gave the aircraft an air superiority scheme. Inspiration was taken from the type’s predecessor, the PAF’s F-8 Crusaders and their late Eighties livery, a wraparound scheme in two grey tones, coupled with low-viz (black) markings.
I actually used the F-8 camouflage pattern as benchmark and tried to adapt it to the delta-wing Kfir, but this eventually ended in almost complete improvisation. The colors are – based on visual impressions of some PAF Crusaders rather than on hard facts (since these turned out to be quite contradictive and/or implausible) – FS 36440 and 36270, Humbrol 129 and 126, respectively. The result appears a bit pale and reminds a lot of the French air superiority scheme (which is more bluish, though), but it does not look bad at all.
The radome and other dielectric fairings were slightly set apart from the camouflage tones (with Revell 47). The landing gear as well as the air intake interior were painted in gloss white (Humbrol 22), while the cockpit was painted in Sea Grey (Humbrol 27).
The model only received a light weathering treatment through a black ink washing and some post-shading with slightly lighter tones, since the aircraft would be relatively new in service – even though I have the impression that any PAF aircraft’s exterior quickly suffered under the local climate?
The national markings belong to a Philippine F-5 (a late camouflaged aircraft, hence the insignias’ small size), taken from an Aztec Decal sheet. The modex was created from code markings for a Bréguet Alizé and the cobra emblems on the fin belong to a Malaysian MiG-29 (Begemot sheet). The contemporary USAF-style BuNo for PAF aircraft was created with single decal letters – a fiddly affair.
Only a few stencils were actually taken from the OOB sheet and many of the original red markings were replaced. Most stencils became black and the walkway markings on the wings were replaced by segmented lines from a Mirage 2000.
After some final, very light weathering with graphite the kit was finally sealed with a coat of matt acrylic varnish (Italeri) and completed.
Nothing spectacular, but rather an exotic and still plausible what-if build, rooted in real life. While the paint scheme as such is not outstanding, I must say that the two-tone grey scheme suits the Kfir well, esp. together with the subdued markings.
In a ceremony in Strasbourg’s hemicycle, MEPs marked the creation of the Common Assembly of the European Coal and Steel Community in 1952, the EP’s forerunner
EP President Roberta Metsola opened the ceremony and stressed how, in the 70 years since the first meeting of the Common Assembly of the European Coal and Steel Community (ECSC) in 1952, the “Assembly grew from strength to strength”. She said: “The European Parliament has become the only directly elected, multilingual, multi-party transnational parliament in the world. Its 705 directly elected members are the expression of European public opinion (...). Today more than ever – this House stands for upholding the democratic voice of citizens and the democratic European values."
Her speech was followed by contributions from the prime ministers of the three countries hosting Parliament’s seat.
Belgium’s Prime Minister Alexander de Croo said “today’s European political project is mainly driven forward by visionary citizens, the people of Europe” who demand an EU response to crises such as migration, COVID-19 and energy. The EP is, he said, “one of the most powerful legislators in the world. Today Europeans can be proud of the road we travelled together.” He concluded: “This house represents the catharsis of a long history of violence among European countries, it represents the best in us, Europeans.”
Luxembourg’s Prime Minister Xavier Bettel said: “Seven years after World War II, it was decided to create something together. In those days, people did not have the right to live because they were different; today we live in a territory where citizens are free. He concluded: “I would not have had the right myself to be free during the Second World War: I am liberal, have Jewish heritage and am married to a man. And here I am today, a head of government. This is the European project. You may be different, but that is where our richness lies: in this diversity”.
France’s Prime Minister Élisabeth Borne stressed the role of France in building the European Union, and the symbolic importance of Strasbourg as one of its official places of work. Additionally, she emphasized the commitment of France to a common European future: “Strasbourg is the idea of Europe – Europe that has its past but that also has its common future,” she said. “And we must not lose track of what Europe is, where it has come from and where it is going to.”
Read more: www.europarl.europa.eu/news/en/press-room/20221118IPR5570...
This photo is free to use under Creative Commons license CC-BY-4.0 and must be credited: "CC-BY-4.0: © European Union 2022– Source: EP". (creativecommons.org/licenses/by/4.0/) No model release form if applicable. For bigger HR files please contact: webcom-flickr(AT)europarl.europa.eu
Tanágra, 6 November 2016.
The forerunner of the Mirage 2000 was Mirage F1. Most of the 40 delivered are still in storage or preserved on the base.
Every year in November all Hellenic Air Force bases are open for the public during 4 days. There's a small static of usually 4 or 5 aircraft but no airshow.
D19907. The forerunner to today's post buses that operate in rural and mountainous areas of Switzerland, this old stage coach is on display at the Stockalperschloss in Brig, Canton Wallis.
If you want to know more about the Stockalperschloss, you can read all about it here: en.wikipedia.org/wiki/Stockalper_Palace
Friday, 7th September, 2018. Copyright © Ron Fisher.